Porsche UK has instructed dealers not to sell some Taycans until a software update is available.
Pre-facelift cars suffer from a battery monitoring fault which can’t be fixed until late June.
Some existing owners have been visiting dealers every 60 days to have their cars checked over.
Porsche dealers in the UK have been told to hold off from selling some used Taycans while the company works out a software patch for a battery monitoring problem. And for those unlucky enough to already own certain Taycan models, they are being forced to visit their dealer every 60 days to have their cars checked until the update is ready. Porsche told us the new software is currently being tested and should be ready within a few weeks.
The story was first reported by Britain’s Car Dealer magazine, whose team had heard from multiple Porsche dealers that they’d been ordered to remove used electric Taycan models from sale until further notice. At least one dealer suggested the edict blocked the sale of every Taycan built between 2019 and 2023. But when we called Porsche a spokesperson told us only a small number of older cars are affected.
“Enhanced battery monitoring software is anticipated to become available for first generation Taycan models towards the end of June,” Porsche said in a statement emailed to Carscoops. “With its imminent arrival, we’ve advised our retail partners not to sell a small, specific batch of first generation Taycan models until the software update is live.”
Last fall Porsche issued a recall campaign for 2019-23 Taycans due to the risk of a short circuit within the cars’ battery modules that could lead to a “thermal event” and eventually a fire in a worst case scenario. Owners were advised not to charge their cars beyond 80 percent to minimise there risk of fire.
As for the owners forced to check-in with their Porsche dealership every 60 days, you just know that however inconvenient it is, there are certainly worse places to while away an afternoon.
Jeep’s 2026 Cherokee will enter production later this year offering a hybrid option.
The front end features styling cues borrowed from the upcoming electric Recon 4xe.
Interior spy shots show a large digital instrument cluster and touch-sensitive controls.
Update: Jeep has finally given us a peek at the next-generation Cherokee SUV, just ahead of its confirmed launch later this year. And, in case you were holding your breath for a name change, don’t bother. Despite some rumors suggesting the brand might drop “Cherokee” in favor of a new nameplate as a mark of respect to the Cherokee Nation, the brand is sticking with the original. Looks like that debate is settled.
While the camouflaged prototypes gave us a solid idea, the official press photos reveal that the new Cherokee takes a more traditional Jeep approach, moving away from the swoopier design of its 2023 predecessor. Instead, it embraces a boxier look, with a front end that shares styling cues with the upcoming electric Recon 4xe, all while staying true to what Jeep fans expect.
“The all-new Jeep Cherokee headlines our efforts to deliver more product, innovation, choice and standard content to customers than ever before,” said Bob Broderdorf, Jeep CEO. “Jeep Cherokee will boast competitive pricing that strikes at the core of the largest vehicle segment and sits perfectly between Jeep Compass and Jeep Grand Cherokee to bolster our winning mainstream line up.”
In addition to confirming its name, Jeep revealed that the mid-size SUV will debut with a “new, efficient, and powerful hybrid propulsion option.” That said, we could see traditional internal combustion engines and, eventually, an all-electric variant joining the lineup, as the STLA-Large platform supports all types of powertrains.
For more on the new Cherokee, check out our original story below, where you can also get a glimpse of our exclusive interior shots.
Jeep’s lineup has filled out over the past couple of years with the addition of the luxury Wagoneer and Grand Wagoneer and all-electric Wagoneer S, which is soon to be joined by the also-electric Recon. But potentially more important than all of them is the 2026 Cherokee, and new spy pics reveal the face and interior for the first time.
Compared with previous prototypes, this one has stripped away much of the front-end disguise, giving us a look at a grille that’s like a mashup of several other Jeep grilles. The five visible vertical grille sections (two are still hidden) are taller than the ones on the Grand Cherokee and seem to stand more proud of the body. But they also don’t have the a piece of trim above them to display the model name like the Wagoneers do.
But even if it did have a bit of trim with the name on, what would it say? We’re calling this SUV the Cherokee because it’s effectively a replacement for the Cherokee that bowed out in 2023, and will nestle below the Grand Cherokee in the Jeep lineup. But some reports say Jeep will move away from the name it’s used for decades as a mark of respect Cherokee Nation.
Whatever it’s called, this new Cherokee’s dashboard design has more in common with the Wagoneer S EV than it does the existing Grand Cherokee. These first ever interior pics of the Ford Bronco Sport rival show a large digital instrument cluster and a central touchscreen that’s mounted at an angle, just above a bank of touch-sensitive buttons for the climate control.
It’s good to see drivers won’t have to dive into the infotainment to change the temperature, and the switches do look great, but physical push-buttons would be even better. Further down the console is what looks like a rotary controller for the transmission and a toggle to move between the driver modes. The passenger side of this prototype is covered with cloth disguise but it’s possible Jeep could offer a third screen above the glovebox, as it does on the Wagoneer S.
Housed between the shock towers of Stellantis STLA Large platform you’ll find the Cherokee’s first ever hybrid powertrain options, and later, an all-electric variant. Leaked documents suggest production is scheduled to begin this fall for the 2026 model year and we’re sure to find out more – including the name – in the months leading up to that debut.
Kia’s EV2 has been spied testing ahead of a debut in early 2026.
The B-segment electric SUV sticks close to EV2 concept’s design.
Kia is also considering an even smaller EV1 to replace the Picanto.
From the big EV9 SUV to the junior EV3 by way of the EV4 and EV6 sedans, Kia seems to have most electric bases covered. But there are still a few niches to fill and the EV2 will arrive inside a year to help plug one of those gaps.
As its name suggests, the EV2 slots below the relatively new EV3 and replicates most of its features, just on a smaller scale. Although both are B-segment SUVs, the EV3 handles the upper end of the size and price scale and the EV2 targets the lower.
That means rather than duking it out with the Skoda Elroq and Volvo EX30 and starting at £33k/€36k, the EV2 will battle with the new Renault 4, Citroen e-C3 and Fiat Grande Panda and have to kick off around £27k/€30k. Hitting those price targets while still turning a profit means the EV2, like the EV3 and EV4, will probably make do with simpler 400-volt charging technology rather than the fast-fill 800-volt systems used in pricier Kias such as the EV6 and EV9.
Expect the hardware nestling in the cut-down E-GMP platform to consist of a couple of different single-motor setups driving the front wheels and hooked up to a small electric battery suitable for city work and giving a range of around 200 miles (320 km). The Renault 4, for instance, gives buyers the choice of 40 kWh or 52 kWh batteries whereas the Kia EV3 offers 58.3 and 81.4 kWh power packs.
Credits: SHProshots
Kia hasn’t said much about the EV2’s technical spec, but it did give us some guidance as to what it would look like by unveiling the EV2 concept at Kia EV Day in Barcelona back in February (see gallery below).
New spy shots confirm the production car will stick pretty close to the concept’s overall design, though predictably the ‘real’ EV2 has ditched the show car’s rear-hinged rear doors and has a conventional B pillar instead.
The EV2 goes on sale in Europe in 2026, but it might not be Kia’s smallest EV for long. Bosses have confirmed they’re considering building an even tinier EV1 to replace the Picanto and compete with VW’s ID1. Neither of those baby Kias will make it to US showrooms where the EV3, which lands soon, will remain the first rung on Kia’s electric SUV ladder.
Farmington Hills officials are fuming over a glut of unsold Cybertrucks being stored in the city.
Tesla has been parking the EVs at a shopping center earmarked for major redevelopment.
Officials say the electric vehicles violate zoning codes and are warning the property owner.
Tesla’s Cybertruck is a big silver sales flop and that’s given the company several problems, including working out what to do with all the electric pickups it can’t sell. Some of those trucks ended up stored at a run-down mall in Farmington Hills outside of Detroit in Michigan. Unsurprisingly, local officials are not happy about it.
Dozens of Cybertrucks and some other Tesla models are currently occupying several rows of parking bays at the Hunter’s Square shopping center, Crain’s Detroit Business reports. The lot is home to a now-closed Bed, Bath and Beyond, an also-shuttered Torrid, and a Buffalo Wild Wings restaurant that’s still open, and has plenty of space for the EVs. But using the land for vehicle storage is against city code.
The shopping center landlord has already been informed of the violation, according to comments made by Charmaine Kettler-Schmult, director of planning and community development for Farmington Hills, Michigan to CDB. But she admitted to reporters that the enforcement process “takes time.”
The report notes Tesla recently opened a brand new showroom close to the Hunter’s Square shopping center in West Bloomfield, which could be the source of the idled Cybertrucks. Crain’s Detroit Business reached out to both the registered owner of that site and the landlord of Hunter’s Square, which is due to get a major overhaul, but neither responded.
Tesla CEO Elon Musk once bragged of having 1 million reservations for the Cybertruck, but the much-delayed EV has failed to live up to sales expectations since its official debut in late 2023. Only 40,000 were sold last year, well short of the 250,000 Tesla predicted, according to Forbes. And recently the Cybertruck was outperformed by its more conventional-looking Ford F-150 Lightning rival.
Tesla has made moves to open up the Cybetruck’s appeal, however. In April it finally unveiled a single-motor, rear-wheel drive, entry-level model for $69,990 and buyers of other grades have been offered discounts, lease deals and free supercharging.
BMW has replaced its best-selling i4 M50 with a more powerful M60.
An extra 56 hp cuts the zero to 62 mph time from 3.9 to 3.7 seconds.
Other BMWs, including the 2-series and X5M also get minor upgrades.
The BMW i4 M50 was M division’s first EV, but it wasn’t a very fast one. A zero to 62 mph (96 km/h) time of 3.9 seconds wasn’t exactly dog slow, but plenty of M cars and plenty of other automakers’ EVs could blow it into the weeds. This summer, M’s most popular car gets a power upgrade to help redress the balance a little.
Out goes the i4 M50 and in comes the i4 M60, which justifies its new number with a boost to its dual-motor drivetrain. Output jumps from 537 hp (544 PS / 400 kW) to 593 hp (601 PS / 442 kW) and drops the 62 mph lunge to 3.7 seconds. That’s still puts it behind other performance EVs like the Hyundai Ioniq 5 N and Tesla Model 3 Performance, and 0.2 seconds adrift of an M3 Competition xDrive, but it’s nevertheless a step in the right direction.
At the same time, and at the other end of the i4 spectrum, the eDrive35 and eDrive40 now come with silicon carbide semiconductor components that cut consumption by around 4.5 percent. That mod potentially improves the distance achieved on one charge by 14 miles, giving the 35 a still unimpressive range of 266 WLTP miles (428 km) and pushing the 40’s touring endurance to 317 miles (510 km).
BMW’s summer update also improves the standard equipment on the 1-series and 2-series Gran Coupé, adding heated front seats and an alarm, while the optional M Technology Package II available for the M135 xDrive hatch now includes M seat belts with M colors in the weave.
The 7-series and i7 gain laminated safety glass and individual sun/heat protection options for occupants, and the X5M Competition and its X6 sister debut an Ultimate Package. This brings a carbon engine cover and mirror caps, panoramic roof, ventilated massage seats, a Bowers & Wilkins stereo and a pointless (for most of us) increase in the speed limiter from 155 mph (250 km/h) to 180 mph (290 km/h).
And if you were thinking of adding a fancy BMW Individual paint job to your new car, you can now do it inside the regular configurator rather than jumping across to the BMW Individual Visualiser.
Mercedes-AMG’s upcoming flagship EV has discarded a ton of camo for its latest tests.
The star-shaped DRLs are clearly visible and the blanked grille area is extremely slim.
The front fenders lack the peaks promised by 2022’s Mercedes Vision AMG Concept.
AMG dropped a set of teaser images for its new EV sedan earlier this month, officially starting the countdown to a full reveal later this year. There’s plenty about the still-unnamed four-door to get us excited, including the new AMG.EA architecture and axial flux electric motors from Britain’s Yasa that should deliver a four-figure power output.
Each of those motors packs a serious punch, cranking out around 480 horsepower and 590 lb-ft (800Nm) of torque, which is pretty impressive given their compact size weighing in at just 53 lbs (24kg). With up to three motors on the table, it’s not hard to imagine a performance version blasting well past 1,000 horsepower.
A Closer Look at the Exterior
But now we’ve got something even better than speculative specs: new spy shots. For the first time, we get to see the EV in daylight without its bulky front-end camouflage. Does the design match the promise of those numbers? Well, sort of.
Though this prototype is still covered from head to toe in a distracting camouflage wrap, we can finally see the shape of the front fenders, hood and headlights, and I can’t help feeling a little disappointed. Mercedes has a bit of form for over-promising and under-delivering when it comes to concept cars and the production vehicles they morph into – think gorgeous Vision EQS and boring soap-bar EQS – and this EV looks to be no different.
It misses out on the sexy peaked fenders of 2022’s Mercedes Vision AMG Concept, which paved the way for way for this year’s Porsche Taycan rivaling production car. Instead, it has a fairly flat hood, though one that does at least reach down towards the road, resulting in a sportily narrow grille area.
And while it has DRLs in the shape of a Mercedes star, it looks like they’re just set into regular light units, not embedded directly into the bodywork, as on the concept. Porsche’s production Taycan wasn’t identical to the original Mission E concept, but the changes were so subtle that no one ever felt short-changed. AMG fans might be on this occasion.
Of course we have to reserve judgment until the full disguise comes off, and we really do hope the finished car is a knockout. What do you think? Does it look like AMG has missed an opportunity to really make its mark in a new segment, or is this EV going to deliver a killer blow to the Porsche Taycan?
Denver is cracking down on electric scooters after a spate of accidents.
All scooters will need to automatically deactivate when on a sidewalk.
Riders also need to pass a test before using a scooter for the first time.
Electric scooters have become a go-to option for navigating busy city streets, promising speed and convenience without the hassle of parking or gas. But while they’ve changed the way millions of people move around urban areas, they’ve also turned sidewalks into obstacle courses, and in some cases, landing zones for unexpected ER visits. Now, one U.S. city is drawing a line.
Denver, Colorado, is introducing new rules to control the use of scooters on its streets, and in particular, its sidewalks. The legislation, which passed unanimously, demands all scooters come fitted with technology that can identify when the device is not on a road or cycle lane, and cut all power.
Denver’s Department of Transportation and Infrastructure claims it has already started to test sidewalk detection technology, FOX31 Denver reports, but hasn’t revealed exactly how the systems work or how effective they are. They’d need to have some kind of GPS positioning component, but marking out the areas where it’s okay to scoot from those that are no-go zones sounds like a big task.
“This legislation is about more than scooters and bikes, it’s about saving lives, ensuring dignity for all pedestrians and setting national standards for responsible micro mobility,” said District 10 City Councilperson Chris Hinds, per Fox31.
The city’s emergency department and urgent care centers dealt with around 2,000 scooter-related injuries in 2024, many involving broken bones, cuts and concussions resulting from scooters colliding with pedestrians on sidewalks.
When the rules come into force next year, riders will also be required to pass a short proficiency test before hitting the street on a scooter for the first time. And in 2027 Denver will enact more legislation, this time aimed at preventing people leaving scooters in random places across the city. Riders will have to park them in designated zones such as the ones the DOTI has reportedly been testing near the Denver’s Union Station.
The legality of electric scooters varies across the US, and although Pennsylvania and Delaware are the only states to ban their use, many cities within other states also have their own rules governing the minimum rider age, whether a helmet is required and where they can be ridden. Rhode Island, Texas, Utah, Washington and, until 2026, Colorado, are unique in allowing scooters to operate on sidewalks.
Volvo has warned that US tariffs could make it too expensive to import its EX30 SUV.
President Trump has recommended a 50% tariff on goods imported from Europe.
CEO Hakan Samuelsson said he expects car buyers to take on the new tariff costs.
America waited what felt like an eternity to get its hands on the electric Volvo EX30 while European reviewers raved about it, but no sooner has it arrived than the EX30 is already at risk of disappearing. Volvo’s CEO has warned that he might be forced to pull the company’s smallest EV from the market because it’s simply not economically viable to import it under current US tariffs.
Hakan Samuelsson, who has returned to head the company after a three-year hiatus, made the revelation as Trump’s 90-day tariff pause nears its end. European carmakers are preparing for the possibility of a June 1 introduction of a 50 percent levy on cars imported to the US from the region.
Speaking to Reuters, Samuelsson said a 50 percent tariff would “limit the ability” of Volvo to sell the EX30 in America. Although Volvo builds the bigger EX90 in the US, American-spec EX30s are built in Belgium, with the company having moved export production there from China, which led to a delay in its US arrival. The automaker is believed to be considering moving production of the EX30, and potentially the XC60, to the US.
Buyers Will Feel the Price Hike
Samuelsson was also adamant that customers and not the carmaker itself would have to soak up most of the tariff-related price increases. Unlike high-end brands like Aston Martin or Ferrari, which cater to buyers with deeper pockets and much more tolerance for sticker shock, Volvo plays in a different league. Its buyers are much more sensitive to price increases, which makes tacking on a tariff-induced markup a risky proposition.
Volvo’s expectation that car buyers will have to shoulder the burden disproves Trump’s belief that tariffs will be “eaten up” by the exporting companies and their nations.
Hoping for a Diplomatic Detour
Even so, Samuelsson seems confident that some kind of resolution will be reached between Europe and the US. Under the terms of a deal secured between the UK and the US earlier this month, Land Rover, Mini and other British brands get away with a more manageable 10 percent tariff.
“I believe there will be a deal soon,” Samuelsson told Reuters. “It could not be in the interest of Europe or the U.S. to shut down trade between them.”
Time is running out, but the industry is watching closely. If nothing changes by next month, the EX30’s American road trip could be cut painfully short.
BYD has launched its budget Seagull hatch in Europe as the Dolphin Surf.
The tiny EV costs from €22,990-30,990 and easily outruns a Dacia Spring.
Special offer until the end of June cuts price of the base car to just €19,990.
Seagulls have a nasty reputation for swooping in and stealing your lunch, and BYD’s Seagull has its eyes on Western carmakers’ slice of the budget EV market pie. Renamed the Dolphin Surf for its launch in Europe, the sub-Dolphin-sized electric city car is nowhere near as cheap as it is in China, where it costs around $10,000, but it’s well priced, well equipped and is sure to cause the likes of Fiat and Citroen a major headache.
The 3,990 mm (157.1 inches) Dolphin Surf is on sale in Germany now priced at €22,990-30,990 ($26,100-35,100), but a launch promotion drops the entry price to €19,990 ($22,700) until June 30, putting it well below the €23,300 ($26,400) starting price of a Citroen e-C3.
Even at the discounted price, the BYD is more expensive than Dacia’s base Spring, which starts at €16,900 ($19,200), but you pay a price for saving on the price. The Romanian car is much slower and much stingier on the gadget count, not even featuring a screen and taking 19.1 seconds to reach 62 mph (100 km/h).
All three Dolphin Surf trims – Active, Boost, Comfort – get a 10.1-inch touchscreen and heated and electrically adjustable mirrors. Step up to the €26,990 ($30,600) Comfort and you add rain-sensing wipers, bigger (16-inch) wheels and a power driver’s seat. Top-spec Comfort goes two steps further, bringing a 360-degree camera system, wireless phone charging, heated seats, LED lights and electrically folding mirrors.
Powertrain and Range
Power, range and charging speeds vary between those trims. The Active and Boost get an 87 hp (88 PS / 65 kW) motor, but the cheaper car has a tiny 30 kW LFP battery and slow 65 kW max charge rate. Boost features a 43.2 kW power pack and can charge at 85 kW (both take 30 mins to go from 30-80 percent), but because the Active is lighter it gets to 62 mph in 11.1 seconds instead of 12.1 seconds.
Comfort sticks with the same BYD Blade battery and charge speed as the mid-spec Boost, but pairs it with a 154 hp (156 PS / 115 kW) motor that drops the 62 mph sprint to 9.1 seconds. It also drops the range, but by exactly how much isn’t very clear.
BYD is only quoting WLTP urban figures for now rather than the WLTP combined figures that are more useful when making comparisons with other EVs, though UK’s Auto Express reckons the three models return 137, 200 and 193 miles (221, 322, 311 km) combined.
The first cars will be shipped from China, but eventually BYD will build the Dolphin Surf at its new plant in Hungary. Europe’s carmakers, including Stellantis and VW are all working on even more affordable EVs, and looking at what BYD is offering here, they can’t afford to get it wrong.
Tesla is testing a facelifted Model S Plaid sedan at the Nurburgring.
The flagship EV’s subtle aero enhancements should improve downforce.
Tesla was also testing a Model Y Performance at the same ’Ring session.
Tesla’s engineers have been busy at the Nurburgring recently, and it’s not just the Model Y Performance getting a facelift. The updated version of the Model S Plaid was spotted, making a few laps around the track, with a fresh look that, frankly, doesn’t seem all that groundbreaking.
The Plaid was once the quickest electric production car at the ’Ring, but it’s had its thunder stolen recently by both the Weissach Pack-equipped Porsche Taycan Turbo GT, and Xiaomi’s new SU7 Ultra. There’s no way Tesla was going to take that lying down, and it’s testing an updated Plaid that’s sure to get a big upgrade over the existing car’s 1,006 hp (1,020 PS / 750 kW) triple-motor powertrain.
The black sedan was spotted putting in some hot laps wearing a bikini camouflage wrap on its nose and tail, though the changes appear to be so minor it was almost a waste of time covering them up. Because if you were hoping Tesla was finally going to make some major visual changes to its ancient sedan, something along the lines of the Model Y Juniper facelift, as imagined in renderings we’ve published before, you’re going to be disappointed.
Minor Updates, Bigger Expectations
Photos Baldauf / Carscoops
The sole change at the front appears to be a tiny lower lip spoiler mounted below the existing bumper. The headlights, DRLs graphic and bumper itself are seemingly identical to the ones on the current car. That means this new Plaid has the same basic face introduced when Tesla refreshed the original 2013 Model S for 2017, though it did some detail revisions in 2021 to help it fight against Porsche’s newer Taycan.
For the track work, however, it was rolling on a new design of alloy wheels that look like they might be bigger than the stock Plaid rims seen in the images of the car driving to and from the circuit. That could give the Plaid a bigger footprint to improve grip and traction, and to help push the rubber into the road Tesla has added a more aggressive diffuser below the rear bumper.
Tesla’s VP of Engineering, Lars Moravy, pretty much confirmed that Tesla would roll out a refreshed Model S this year, and while we weren’t expecting an all-new car – though after 13 years, we deserve one – we were hoping for some bigger changes than it looks like Tesla will deliver.
Video from China shows a Tesla Model Y modified to be a hybrid.
A gasoline generator fed the SUV’s battery pack in emergencies.
The owner wanted range security while travelling to Mount Everest.
Even today, when most populated areas of the US and Europe provide access to at least some EV charging points, it’s all too easy to succumb to the panic of range anxiety when the remaining charge indicator lights up red. Now imagine you’re trying to explore rural Asia and you’ll understand why one EV owner came up with an unusual method of keeping range anxiety at bay.
The Chinese Tesla owner, who wanted to visit the Mount Everest viewing platform in Lazi County before road-tripping through uninhabited areas of Tibet, decided to turn his fully-electric Model Y into a kind of range-extender hybrid.
A Gasoline-Powered Back-Up Plan
To do it he mounted a gasoline generator to the rear of his SUV, complete with its own license plate to stay within the bounds of the law. The idea wasn’t to rely solely on the ICE power station and to avoid real static EV charging stations, but to help keep the Tesla going in remote areas where those chargers were few and far between.
While hardly capable of cranking out DC fast charging levels of power, the owner found it was still able to produce 3 kW even at the 17,400 ft (5,300 m) of the Everest viewing platform. That was enough to add 12 miles (19 km) of range per hour, though as Car News Chinapoints out, it’s not a true range extender because it can’t charge the Model Y on the move,
The owner, who’s known as @Xiaomo, reportedly paid ¥2,800 ($390) for the generator, which swallowed around 22 US cents’ worth of gas for every mile (1.6 km) covered. That makes running on gas more expensive than running on electricity piped in from a cheap mains supply in China, but it’s certainly preferable to finding yourself stranded in the middle of nowhere with a dead EV.
Tesla doesn’t seem interested in offering range extenders for its cars, but we’ve come across plenty more owners who’ve had the same idea, including one who added a turbo-diesel engine to the trunk of his Model S.
The best-selling luxury brand in China last year was homegrown Aito.
Aito is owned by Seres Group and backed by smartphone firm Huawei.
BMW sold 145k luxury cars in China in ’24 to Benz’s 127k, Aito’s 151k.
It’s no secret that Western brands are having a tough time in China after making bank for years. Sales are falling as buyers turn to domestic brands that are gaining ground fast and in some instances overtaking legacy automakers. BMW and Mercedes were comprehensively outsold in 2024 by a brand that didn’t even exist four years earlier.
That brand is Aito, one that you might not have heard of even if you’re familiar with other Chinese automaker like XPeng, Xiaomi and Nio that we frequently cover here at Carscoops. Aito was born in 2021 when smartphone maker Huawei teamed up with Seres Group, a company once known for its basic mini trucks and minivans whose twin kidney grilles were shameless rip-offs of BMW’s.
Two brands, one with no high-end car-building expertise and the other completely new to to car game? It doesn’t sound like the basis for a company that could crush the kings of Western luxury carmaking within a few short years, but that’s exactly what has happened. Seres Group’s total vehicle sales trebled in three years to 427,000 according to figures quoted by Bloomberg, and Aito’s success was a major driver.
Aito’s Breakthrough Year
Atio sold 151,000 luxury cars last year – defined as vehicles costing over ¥500,000 ($69k) – making it the most popular brand in the luxury segment. BMW came second with 145,000 units and Mercedes was a distant third having delivered 127,000 cars. Fourth-placed Land Rover scraped 50,000 sales and Porsche, whose China woes are well known, secured fifth spot with 48,0000 units delivered, ThinkerCar’s data shows.
Because most of Aito’s models fall below the ¥500k luxury threshold, the heavy lifting at the high end was handled by the brand’s M9, an SUV that’s roughly the same size as China’s long-wheelbase BMW X5 and comes with a triple-screen dashboard and a choice of range-extender and full EV powertrains.
Aito isn’t slowing down. The company launched a slightly smaller version of the M9 this year called the M8, which is just 40 mm (1.6 in) shorter, and it’s set to continue cranking up the heat on Western luxury brands in 2025. However, even Aito has to contend with a general slowdown in luxury car demand and an all-out price war. Still, it’s clear that the brand’s rapid ascent is far from a fluke.
GM equipped a van with a prototype fuel cell hydrogen power system in the 1960s.
NASA was simultaneously using fuel cells to generate electricity on Apollo missions.
The powertrain took up so much space the GM Handi-Bus became a two-seater.
GM’s interest in hydrogen fuel cell technology may seem like a recent endeavor following their work with Honda, but the American automaker has been tinkering with the stuff since the 1960s. While NASA was busy figuring out how fuel cells could help them conquer the space race, GM was busy figuring out how to make hydrogen work on Earth.
Batteries of the time didn’t have the beans to power the Apollo command module’s communications, drinking water, lighting, and air conditioning systems, so NASA turned to fuel cells, which turn hydrogen into electricity.
And at the same time, GM, having already created two purely battery-powered EVs in the form of a pair of converted Corvairs, Electrovair I and II, was looking to explore the possibilities for hydrogen power back on Earth.
A Fuel Cell System Too Big for the Job
The fuel cell it created with the help of Union Carbide was so massive there was no way it was going to fit into a Corvair, so GM switched to the Handi-Bus, a passenger version of its Handi-Van and a VW Type 2 bus and Ford E-series rival. Even then, the powertrain’s bulk turned the van into a two-seater.
The system, which combines hydrogen and oxygen in an electrochemical reaction that produces water, heat, and electricity, wasn’t only big due its large hydrogen and oxygen tanks, but heavy, too. A total curb weight of 7,100 lbs (3,220 kg) makes most modern EVs – GMC Hummer EV aside – look like lightweights, and 3,900 lbs (1,770 kg) of that was down to the fuel cell equipment.
Predictably, performance was abysmal, zero to 60 mph (96 km/h) taking around 30 seconds, though to to fair ,a stock Handi-Bus with the base 90 hp (91 PS) 2.5-liter four was no fireball either. GM reckoned the range was around 150 miles (240 km) but never tested that on the public road due to safety concerns that turned out to be well-founded. During one test an external fuel tank exploded, shooting debris a quarter mile (400 m) away.
A Test Project, Not a Production Vehicle
This was a true test-bed project and GM never intended to put the Electrovan into production. But it showed that a fuel-cell vehicle could work and paved the way for more efficient, more compact successors that get their oxygen from the air rather than from space-eating tanks of compressed oxygen.
Almost 60 years later, GM is still committed to both BEV and fuel-cell technology, particularly believing that its Hydrotec fuel cell cubes makes more sense in big commercial vehicles like Komatus’s mining trucks than batteries, which are better suited to lighter passenger cars, trucks and SUVs.
Subaru says it’s “re-evaluating” its electrification strategy, including the roll-out of new EVs.
The admission comes amid a lack of long-term clarity over US tariffs and EV tax credits.
Its planned EV-only plant may now also have to build hybrids and combustion vehicles.
Subaru was slow out of the blocks when it came to adding EVs to its lineup, but now it’s wondering whether to even bother trying to catch up to rivals. The automaker revealed this week it was “re-evaluating” its electrification strategy amid a turbulent and uncertain time for the auto industry.
Look at Subaru’s US website and you’ll find just one EV: the recently facelifted Solterra. A second, the Outback-sized Trailseeker that made its debut at last month’s New York Auto Show, is scheduled to be added to the range for 2026. But we’re unlikely to see many more EVs join it any time soon.
Tariffs and Tax Credits: The Great Unknowns
Aside from a general concern about a slowdown in the rate of EV takeup, Subaru, like every other automaker, is hamstrung by a lack of clarity from the US regarding its long term position on both import tariffs and EV tax credits. Nobody knows what the tariff situation will look like six or 12 months from now or whether tax credits will be scrapped or not.
Subaru estimates Trump’s tariffs could cost it $2.5 billion this year because, although the company does have a plant in Indiana, it only builds around half of the 700,000+ cars the brand sells in the US each year, Auto News reports. The remainder have to be imported, an d while Subaru could theoretically push the US plant’s current 345,000-unit annual capacity to 500,000, its supplier base can’t handle more than 370,000 units without a major upgrade.
That means the Trailseeker will probably have to be built overseas, Auto News suggesting production will take place north of Tokyo. Subaru also had planned to create a new EV-only plant, but is rethinking that strategy, too. It now says it might have to add combustion vehicles into the mix at the new site.
Subaru execs made the admissions while announcing the company’s fiscal year financial results that revealed operating profit had dipped 13 percent to $2.7 billion. Global sales dropped 4.1 percent to 936,000 vehicles and North American deliveries slid 4.1 percent to 732,000 vehicles, though sales in Japan did climb 5.4 percent to 104,000.
Mazda and Changan have released a performance trim for the Chinese-market EZ-6 sedan.
Alcantara seats, red highlights and black exterior details mark out the EZ-6 Sport Edition models.
The Sports Edition is available as an BEV or range extender hybrid with up to 255 hp in EV form.
Mazda’s latest creation is here, and it looks even sharper than before. The 6e sedan already boasted sleek styling and a refined interior, but it was crying out for a sportier edge, think something along the lines of BMW’s M Sport trim. Well, Mazda listened and has finally delivered.
The Japanese automaker and Changan have come up with the EZ-6 Sports Edition for the Chinese market, EZ-6 being the Asian name for the car we in the West know as the 6e.
Black exterior brightwork, gloss black 19-inch alloy wheels and red brake calipers help the Sports Edition stand out from more laid-back EZ-6 models from the outside, and the performance vibe continues inside through the use of Alcantara upholstery and flashes of red on the seat stitching and seats.
Mazda has also added red backlighting for the interior surfaces and a mesh-look aplique for the console that looks very similar to the trim pattern used on sportier CX-60 grades. The same 14.6-inch infotainment screen used on other EZ-6/6es, a 50-inch augmented reality head-up display powered by a Qualcomm Snapdragon 8155 chip, and a 14-speaker Sony audio system come standard, according to Car News China.
Photos Mazda Changan
The Sports Edition was revealed at the Shanghai Auto Show last month but managed to slip under our radar. Mazda and Changan didn’t specify whether it was packing more power than the stock sedan, but we suspect this is merely a trim package. We also strongly suspect Mazda will very soon launch a similar trim option for the European market 6e – Car News China reports that the Sports Edition was jointly developed by Mazda and Changan in China and Mazda Europe.
We’ve asked Mazda Europe about the powertrain, whether the Sports Edition is coming west, and what it’ll be called if it does, and we’ll let you know when we hear more.
One thing that will definitely be different about the Chinese and Western versions is the choice of powertrains, even though production for both models takes place in the same Changan plant. China’s EZ-6 is available with either a 1.5-liter range-extender setup making 215 hp (218 PS / 160 kW) or a 255 hp (258 PS / 190 kW) pure-battery alternative, but Europe’s 6Es are EV-only.
Renault has released a concept hinting at a production dual-motor R4.
The R4 Savane has an extra motor on the back and 15 mm chassis lift.
Tough makeover includes shock-absorbing bumpers and a wider track.
Renault’s retro 4 E-Tech crossover has only just hit the streets of Europe, and already the company is teasing us about a major upgrade. The 4 Savane is a rugged, off-road-themed concept that adds an extra motor to the EV’s rear axle, giving the 4 all-wheel drive for the first time.
Borrowing a name from one of the original R4s, the Savane gets a 15 mm (0.6 inches) body lift, and bespoke 18-inch wheels with Goodyear UltraGrip performance tires that increase the track width by 20 mm (0.79 inches) front and rear.
Its Jade Green paint is new to the R4 and topped by a printed fabric roof, while the stock bumper overriders are replaced by new 3D-printed parts with shock-absorbing properties. The interior also gets an outdoorsy theme courtesy of seats finished in Deep Brown and featuring houndstooth backrests and bolsters.
We hope you like brown because there’s more mud coloring on the dashboard, but the Savane’s real appeal is that it might also be able to handle some mud on its tires with an extra electric motor boosting traction.
The production 4 E-Tech rides on the same AmpR Small architecture as the award-winning Renault 5 E-Tech and its Alpine A290 brother, and all of those production cars are strictly single-motor, front-wheel drive affairs – the $180k, RWD Renault 5 Turbo 3E rides on a totally different platform.
Single-motor Fours get a choice of 118 hp (120 PS / 88 kW) and 148 hp (150 PS / 110 kW) power units, so adding a second motor to the rear could theoretically push power close to 300 hp (304 PS / 224 kW), which is not far off 10 times as much power as the original Renault 4 had back in 1961. That wouldn’t just be the basis for a rugged Savane production car, but could enable Renault to get into the hot crossover market with an AWD Alpine spinoff.
Renault hasn’t confirmed the Savane, or a bi-motor 4 for production, saying only that it “demonstrates the potential of the AmpR Small platform to create a B-segment electric vehicle with four-wheel drive,” but it tends not to make concepts that don’t have real production intent. What we don’t yet know is whether the Renault 5, running on a shorter version of AmpR Small, could also accommodate a rear motor.
Stellantis is delaying its electrified trucks due to a market slowdown and to fix quality niggles.
The all-electric 1500 REV will now arrive in 2027 as a 28MY, four years after its debut.
Even the Ramcharger hybrid is pushed back to 2026, having been promised for late ’24.
We’ve got some bad news for Ram fans who were hoping to jump into one of the automaker’s two new electrified trucks. Both have been delayed again, their production debuts having already been pushed back at least once.
The all-electric 1500 REV and hybrid Ramcharger both had their global reveals back in 2023 and were originally slated to enter production in late 2024. That date was then pushed back to 2025, but now truck fans face an additional wait of up to two years to get their hands on one of the hi-tech pickups.
Stellantis has delayed the Ramcharger’s introduction to the first quarter of 2026 and the REV won’t now land in dealerships until the summer of 2027 as a 28MY truck. The delay was first reported by Crain’s Detroit Business, which discovered two different reasons for the hold-ups.
The Ramcharger delay is due to Ram “extending the quality validation period” to get a handle on some quality niggles, a Stellantis spokesperson told CDBvia email. Though the rep didn’t expand on what kinks needed straightening, the powertrain – an electric motor and battery setup charged by a massive combustion V6 – is an entirely new one for the automaker.
Stellantis makes no suggestion that the delay of the 1500 REV is related to quality issues with its fully-electric powertrain. Instead, the spokesperson places the blame squarely on market forces, specifically a “slowing consumer demand” for half-ton BEV pickups.
With technology and customer expectations evolving so quickly these days, let’s just hope the trucks still feel fresh and exciting when they finally start rolling off the line in Sterling Heights, Michigan – several years later than originally planned.
While the delays are disappointing, at least the trucks haven’t been canned altogether like the heavy-duty electric pickup Ram scrapped last year. And there is still plenty of good news coming out of Ram right now. We reported a few weeks back that the brand promised to announce 25 new products over the next 18 months, and the first one is scheduled for June 8.
One of those new models is a smaller truck, though it’s still unclear whether it will go into battle with midsize pickups like the Ford Ranger, or take aim at the small Maverick.
Toyota is bringing the C-HR nameplate back to the US, this time on an EV.
The crossover gets a 338 hp dual-motor setup, goes 0-60 mph in 5 seconds.
C-HR shares platform with new BZ (a facelifted bZ4X) but is shorter and lower.
Three years after disappearing from US Toyota dealers, the C-HR is back. But it’s not like you remember it. What was once a puny combustion crossover that struggled to get out its own way is now an all electric fastback that can out-accelerate Toyota’s own affordable performance hero, the GR86.
Toyota’s C-HR announcement wasn’t a complete surprise. The same basic car, but badged C-HR+, made its worldwide premiere in Europe only a few weeks back and we reported at the time that it was expected to be confirmed for sale in the US soon.
The C-HR rides on the same e-TNGA 2.0 platform as the new BZ, which is what Toyota is calling the facelifted version of the bZ4X. But the C-HR’s 108.2-inch (2,750 mm) wheelbase is 4 inches (102 mm) shorter than the BZ’s and it gets a sportier fastback coupe-style tail instead of the SUV’s squarer, more practical rear end.
One Powertrain, No Choices, But Plenty of Power
Another big difference is in the choice of powertrains and batteries. While BZ buyers get to pick from a menu, C-HR buyers get no choice at all, the only available configuration being a dual-motor, all-wheel drive setup that makes 338 hp (343 PS / 252 kW). It gets the crossover to 60 mph (97 km/h) in 5 seconds, or 1.1 seconds faster than a GR86. The 165 hp (167 hp / 123 kW) and 221 (224 PS / 165 kW) single-motor front-wheel drive versions available in Europe aren’t coming to the US.
Battery options are also limited, the only power pack making it into US-spec cars being a 77 kWh unit that Toyota says is good for around 290 miles (467 km) of driving before you need to find a charger. An 11 kW onboard charger is standard, as is an NACS port, but the 150 kW peak charging speed is nothing to write home about. A 10-80 percent fill takes around 30 minutes.
Inside the C-HR, there’s more commonality with the new BZ, which shares its 14-inch touchscreen media system. You get that screen, heated front seats, power liftgate and two wireless phone chargers on both SE and XSE grades. But going for the XSE upgrades the 18-inch wheels to 20s, adds a memory for the driver’s seat, 8-way power to the passenger’s and brings other goodies like Lane Change Assist and a Panoramic View Monitor.
When Can You Get One?
Although we’re getting our first look at the North American C-HR now, Toyota says it won’t be available until 2026. While pricing will be revealed closer to the on-sale date, it’s expected that the new C-HR will start from around $35,000. This should give it some breathing room compared to the slightly larger bZ, which is expected to kick off in the low $40,000s.
Skoda designer Romain Bucaille has created a Skoda motorcycle concept.
The electric cafe racer is inspired by the 1899 Laurin & Klement Slavia B.
The brand’s V motif appears in the frame and there’s a vintage leather tool bag.
For the last five years Skoda’s “Icons Get A Makeover” series has been a great way for the brand’s designers to let their imaginations run a little bit wild, and the latest two-wheeled concept is about as far removed from a sensible family SUV as you can get.
The story of Skoda-branded cars goes back to the 1920s, but the company’s roots go back further still, to the final years of the 19th century when Vaclav Laurin and Vaclav Klement began building bicycles, and then motorcycles, starting with the 1899 Slavia B.
And it’s the Slavia B that’s the icon in line for the makeover treatment this month. Skoda hasn’t built a motorcycle for over a hundred years but the company’s French designer Romain Bucaille has imagined what a modern bike would look like if it followed the rules of Skoda’s latest Modern Solid design language.
“I wanted to do something unique and go back to the brand’s roots,” said Bucaille, who studied mechanical engineering before switching to design. “I work on cars every day, and since I also love motorcycles, creating one was really a refreshing change.”
At first glance it doesn’t look like the old and new bikes have much in common at all. Bucaille opted for a sporty cafe racer look for his creation with low bars and a seat that floats above the rear wheel. And unlike the original Slavia B, which got a 240 cc air-cooled, single-cylinder engine that pumped out a whopping 1.7 hp (1.75 PS) for a top speed of 25 mph (40 km/h), the modern bike would be electricn and definitely much faster.
Nevertheless, Bucaille retained the split-frame design whose front section is V-shaped referencing the háček, the diacritical mark atop the Czech letter Š in Skoda’s official spelling of its name, and a squiggle that’s become a grille motif and the v before RS in its performance cars. The designer also fitted a tool bag inside the frame (something essential in the pioneering days of motorcycles when maintenance might be required en-route) and finished it in the same leather as the seat.
We love the look of this retro-futuristic Slavia B but sadly, like the other icons reimagined by Skoda’s designers in this series, the concept will remain just that.
A senior Republican has hinted that EV tax credits might be dropped soon.
House Speaker Mike Johnson said they’d more likely than not disappear.
Other countries including Germany and the UK have already killed incentives.
Americans bought 1.3 million fully-electric cars, trucks and SUVs in 2024 and tax credits of up to $7,500 on new EVs was one of the major factors driving take-up. But those credits might to be around much longer judging by comments made by a senior Republican.
“I think there is a better chance we kill it than save it,” House Speaker Mike Johnson said of the tax credit system in an interview with Bloombergthis week. “But we’ll see how it comes out.”
It’s been no secret that the new Trump administration is not a big fan of the credits, which were introduced during Barack Obama’s time in office and have undergone changes during Joe Biden’s era governing which EVs and which buyers are eligible. Other countries, including the UK and Germany, have already scrapped subsidies, believing EV demand is now strong enough for the segment to survive without them (sales are up in the UK, down in Germany).
Axing the credits would fit in with Trump’s policies of promoting fossil fuels and dismantling green initiatives started during the four years before his second stint at the White House began. And dropping credits would also help Republicans meet their target of saving $2 trillion from government spending, though it’s real impact would be almost imperceptible considering ‘only’ $2 billion was spent on EV subsidies in the first 10 months of last year.
The impact of canning the credits on US carmakers and customer demand for EVs, however, could be very significant. Electric cars are currently more expensive to make than gas cars and credits help bring the retail price closer to ICE money, though not all battery vehicles are eligible.
Take-up of EVs was already slower in the US in 2024 than it had been in 2023 and without the credit sweetener buyers might choose to buy a combustion car instead at a time when US-based automakers have invested billions in developing electric cars and batteries, and in some cases creating entirely new plants in which to build them.
Those points may help save the incentives because some Republican lawmakers might be unwilling to vote for something that could lead to job losses in their region, while others are already in favor of safeguarding some existing green initiatives.
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