For Canadians navigating an increasingly pricey auto market, more choices could be part of the solution. The federal government has a range of priorities, but one of them is maintaining a strong, competitive car market. Tariffs imposed by Donald Trump haven’t made that easier, but some dealers have an idea.

They want government officials to open up regulations to allow European market cars into the country. Now, a major electric vehicle advocacy group is on board and joining the push.

Read: 80% Of Car Tariffs Could Be Passed Directly To You

A solid car market has to do with more than just keeping prices down; it requires having options for buyers, too. At the moment, Canada’s safety regulations fall closely in line with those south of the border.

Changing them, or at least expanding them to include cars sold in Europe, would sidestep American tariffs and make several popular models across the pond available in Canada. Of course, Transport Canada, the country’s regulatory body, has its hesitations.

“Right now, there is a blockage, saying that for safety reasons, they cannot let these cars in,” says Daniel Breton, head of Electric Mobility Canada. “Right now, Transport Canada is saying, well, we have to change the bumpers and we have to change the headlights and this and that for safety reasons, which, as far as I’m concerned, is total B.S.,” he continued.

His argument is a simple one¨“If the car is good enough to be driving on European roads, where you can drive much faster than here, don’t come and tell me that they’re not safe enough to be driven in Canada.” That’s hard to debate, and some Canadian dealers agree, but some in the government are trying to argue against it anyway.

Safety Standards, Road Realities

“The certification requirements of other jurisdictions may not be sufficient to meet the safety needs of Canadian road users due to Canada’s distinct driving environment,” said spokesman Hicham Ayoun in an email to CTVNews. “Some European crash testing requirements are not as stringent as the Canadian regime due to differences in their driving environment.” To their point, Canadian roads are very similar to those in the USA.

That means lots of big, wide-open stretches of road. But there’s no reason to believe that’s the only place small cars imported from Europe or China will end up driving. Opening up regulations is one way that Breton sees the nation continuing to support its own goals to get more people into affordable electric cars.

Public Support Builds

A poll of 2,585 Canadians showed that 70 percent were in favor of allowing European-approved EVs into Canada. Now, it’ll be up to the government to decide whether the support it’s seeing is enough to move forward. 

In an EV market overflowing with hype and hopeful startups, Faraday Future is still angling for the spotlight, even if it’s usually more about keeping the lights on than reinventing the wheel. The company may have only delivered 16 units of its FF 91 since 2023, but with fresh funding in hand and eyes still set on redefining mobility, it’s now turning attention to a new concept: a tech-laden minivan aimed at the mass market.

Backed by $105 million in newly secured funding, the electric vehicle startup has introduced the FX Super One, a minivan that leans heavily into AI integration and digital innovation.

More: Faraday Is Coming For The Model Y And Maybe The RAV4 Too

The new model debuted during a special event at Faraday Future’s headquarters in California. It’s pitched as an “affordable mass market MPV,” designed to offer a roomy, thoughtfully constructed interior with premium materials and a wide array of advanced features.

Built on Chinese Bones

Instead of being a clean-sheet design, the FX Super One is actually based on the Wey Gaoshan minivan by the Chinese automaker Great Wall Motors. . Despite those shared underpinnings, the FX Super One comes with several Faraday-specific updates: a refreshed front-end design, black trim, 20-inch alloy wheels, and, perhaps most notably, a new AI-powered digital grille.

This grille houses what the company calls the Front AI Communication Ecosystem, or F.A.C.E., a system that goes beyond displaying emojis or motivational messages. When the vehicle is parked, F.A.C.E. can interact with passengers through voice recognition, visual cues, and even reactive communication, offering something akin to a conversational co-pilot. For those who prefer a more conventional look, a traditional grille will also be offered.

At the core of all this interactivity is Faraday Future’s proprietary EAI Embodied Intelligence AI Agent 6×4 Architecture. This system manages everything from the digital grille to infotainment controls, voice-command features, and the vehicle’s suite of advanced driver assistance systems.

Tech, Comfort, and Customization

Moving to the interior, the FX Super One will be offered in four-, six-, or seven-seat configurations across two or three rows. The four-seat version, called the GOAT Edition, adds several luxury upgrades, including a retractable panoramic display, Dolby Atmos sound system, and Faraday’s upgraded Super AP platform. Comfort gets particular attention here, with zero-gravity seating and leather-like materials designed for long-haul relaxation.

Under the surface, the minivan uses a high-strength steel frame that likely traces back to the Wey Gaoshan, though it’s been adapted to Faraday’s electric-first approach. Initially, the FX Super One will launch with a fully electric powertrain featuring dual electric motors and standard all-wheel drive. Later, it will be joined by what Faraday calls an “AI Hybrid Extended Range” variant, which appears to follow the extended-range electric vehicle (EREV) formula.

Gunning For The Escalade

The stretched version of its minivan twin from Great Wall measures 5,405 mm (212.8 inches) long, and has a wheelbase of 3,275 mm (128.9 inches). That puts it right against full-size SUVs including the Cadillac Escalade which was mentioned as a key rival, even though it has “less interior room, no sliding doors, and no AI integration”.

More: Buick Sub Brand’s Secret Weapon Just Landed But It’s Not Coming To America

The target audience of the FX Super One includes celebrities and starts, visionaries and hard-working professional, but also regular family users. Among the user experience scenarios highlighted in the presentation is a star’s visit to a red carpet, a mobile livestream studio, a vehicle for elite athletes, a mobile AI office or private clubhouse, a golfer’s car, a mobile mansion, and a glamper’s car.

If everything goes according to plan, and that’s a big if, the FX Super One will roll out in early 2026. The model will be assembled at the Faraday Future plant in Hanford, California, allegedly using 50% locally-sourced parts. Faraday Future didn’t reveal pricing but is already accepting pre-orders for a refundable deposit of $100.

The FX Super One is not the only new model coming by Faraday Future. The company has announced the FX 4 which is believed to be an affordable Tesla Model Y competitor, the FX 5 large-space sporty AIEV, and the FX 6 large family vehicle.

Nowhere is Tesla facing tougher EV competition than in China, a market that has rapidly evolved into a hotbed of electric innovation. While the company maintains a commanding lead in the US, it finds itself contending with a far more crowded and fast-moving landscape in China.

Dozens of EV-only brands are racing to roll out new models at remarkable speed, constantly pushing the envelope in design, technology, and value. To stay competitive, Tesla is preparing to introduce a new version of the Model 3 in China, known as the Model 3+.

Read: Tesla Model Y And 3 Get Surprising Speed And Range Upgrade In China

Details first emerged when Tesla filed for a local sales license for this upcoming variant. The name might suggest something more performance-focused than the current Model 3 Performance, but that’s not quite the case.

Instead, this new version is expected to offer the longest driving range of any Model 3 to date. Further insight came through China’s Ministry of Industry and Information Technology (MIIT), which recently released data shedding light on what to expect from the Model 3+.

Rear-Wheel Drive, Upgraded Battery

For starters, the new model will be sold exclusively in rear-wheel drive guise. However, whereas the current entry-level RWD model in China has a small 62.5 kWh lithium-iron phosphate (LFP) battery from CATL, the Model 3+ uses a more expensive NMC battery from LG.

Tesla already sells an NMC-powered Model 3 in the country, the Long Range version, but that model is only available with all-wheel drive. It’s equipped with a 78.4 kWh battery pack and delivers a CLTC-rated range of 468 miles (753 km). By combining the energy density of an NMC pack with the efficiency of a single-motor, rear-drive setup, the Model 3+ is expected to stretch its range even further.

It remains to be seen whether the Model 3+ will use the exact same 78.4 kWh battery as the Long Range AWD version, but it’s likely. Notably, Tesla already offers a Long Range Rear-Wheel Drive Model 3 in the US fitted with a slightly larger 79.7 kWh NMC pack, which adds weight to the possibility.

It’s understood that the Model 3+ will offer up as much as 497 miles (800 km) of range on the generous CLTC cycle, matching the longest range version of the Xiaomi SU7. We expect to see it released in the coming months and for more details to be provided then.

The global uptick in electric vehicle and plug-in hybrid vehicles continues, but the situation is, understandably, not uniform. Year-to-date sales of EVs and PHEVs have jumped in all major regions and there’s every chance that the momentum will continue through the second half of the year. However, with the US EV tax credit set to expire in just over two months, turbulent times may lie ahead.

It’s been revealed that through the first six months of this year, a total of 9.1 million EVs and PHEVs were sold globally. This represents a massive 28 percent gain from the first six months of 2024 and comes thanks mostly to surging demand for electrified vehicles in China.

Read: EV Sales Just Took A Turn That Should Worry Automakers Everywhere

Rho Motion says that this year, no less than 5.5 million EVs and PHEVs have been sold in the People’s Republic. Unfortunately, the analytics firm does not separate the two categories but bundles them up, so we don’t have a breakup of the mix.

What we do know is that it’s not just China where sales have surged this year. Through the first six months of 2025, 26 percent more EVs and PHEVs have been sold across Europe, hitting 2.0 million units. Last year, sales of EVs in Germany fell dramatically after the first full year without incentives, but they’ve rebounded strongly this year, jumping 40 percent year-to-date. New incentives for electric vehicles recently announced in the country could further this momentum.

Year-to-May electrified vehicle sales also rose 72 percent in Spain, 58 percent in Italy, and 32 percent in the UK.

JAN-JUN EV & PHEV SALES

Canada drags down North America

North America is not performing as well. Sales of EVs and PHEVs are up by just 3 percent this year to ~900,000. Despite what you may think, this isn’t because of the US. Instead, sales have dropped roughly 23 percent in Canada after the nation paused EV subsidies earlier this year. By comparison, sales have grown by 4 percent in the US and by 20 percent in Mexico.

As the $7,500 federal EV tax credit will be scrapped in the US on September 30, Rho Motion expects to see an uptick in EV sales over the coming months, followed by a significant decline in the final quarter of the year.

It’s not quite official, but it’s close. We’ve known for a while that Tesla was working on a six-seater version of the Model Y, and now, thanks to China’s Ministry of Industry and Information Technology (MIIT), we’re getting our first official look.

Read: Tesla Suddenly Wants You To Buy Now After Years Of Opposing EV Credits

Documents filed with the MIIT reveal a long-wheelbase version of the Model Y, dubbed the Model Y L, configured with three rows of seating. But it’s not just about added space. Based on the filings and industry reports, this version brings more power along with the stretched cabin, signaling a meaningful update to the existing lineup. It’s expected to launch in China this fall, with a North American debut potentially following soon after.

A Six-Seat Layout With Extra Room

First and foremost, let’s break down the details. This new Model Y L features six seats, not seven, so expect it to roll out with captain’s chairs in the second row. It’s 4,976mm long or 186mm (7.3 inches) longer than the normal Model Y. It’s also 44mm (1.7 inches) taller. The extra length isn’t just an extended body like we’ve seen in vehicles such as the Ford Expedition Max.

Instead, Tesla extended the wheelbase to 3,040mm, or 150mm (5.9 inches) longer than the five-seat Model Y. In addition to the added length, the new Y L gets unique wheels, an updated spoiler, new seats, and appears as though it’ll be available with a new gold paint color.

The official documents also reveal that it’ll make more power too. The five-seat Model Y makes 443 horsepower (331 kW), but the Model Y L will arrive with 455 ponies (340 kW). That should help with the additional weight on board. Notably, Tesla has hinted in the past that a seven-passenger version of the Model Y is coming.

Based on the MIIT filing, this isn’t that version. Still, it wouldn’t take much, adding a bench seat or tweaking the current layout could easily accommodate seven passengers. What remains unclear is whether the new seven-seater will follow the previous generation’s approach, using the standard wheelbase with two tightly squeezed seats in the rear, or if Tesla plans to do something different this time around.

The email Tesla sent to U.S. owners in June wasn’t the only hint at a North American launch for the Model Y L. Leaks from internal code point to it being a global model. With the debut of the Model Y L, that update now appears to be just around the corner.

To mark the 28th anniversary of their partnership, SAIC and GM have opted for a more grounded celebration, setting aside flashy supercars in favor of a concept vehicle called the Gen-Z Explorer, an electric hatchback aimed at the future of mobility in China.

While it may not offer the thrill of a sleek sports car, a production version, rumored to launch under Buick’s newly created Electra sub-brand, could become a significant model for the group in the Chinese market.

Read: Buick’s New Sub-Brand Teases Its First Sedan But It’s Not For Everyone

The concept was created by the Pan Asia Technical Automotive Center (PATAC) Design, a joint operation between the two automakers, and was unveiled earlier this week. It’s believed to be similar in size to Nio’s Firefly and stands apart from anything else in the Buick or GM lineup. That’s not necessarily a bad thing, as its clean, understated design could help it appeal to a broader range of buyers.

Unique Design Cues, Practical Intentions

Though there’s nothing particularly loud about its design, the Gen-Z Explorer does hide some showpiece features. Both the front and rear sections are reportedly embedded with thousands of micro LEDs capable of displaying images and messages. Look past the bright yellow and blue lighting, and you’ll also see that it has a three-door layout, unlike the Firefly’s five-door setup. A production version could easily add rear doors for practicality.

Powertrain Packs a Punch

According to Chinese media, the pint-sized SAIC-GM concept is packing some serious punch. It’s reportedly equipped with a new-generation powertrain that includes an electric motor at each axle, combining to produce 644 hp (480 kW).

That’s 3 hp more than the much larger Hyundai Ioniq 5 N and over 100 hp more than Renault’s potent new all-wheel drive 5 Turbo 3E. The Gen-Z Explorer can reportedly do 0-100 km/h (62 mph) in an impressive 3.8 seconds.

That’s not all. Its battery pack is said to have an energy density of 350 Wh/kg, and while we don’t yet know its capacity, the concept can theoretically travel 745 miles (1,200 km) on a single charge. It also has an 800-volt electrical system, allowing for 373 miles (600 km) of range to be added in just 10 minutes, as well as wireless charging.

No immediate plans for the car’s production future have been announced, but if it reaches the public roads, it will likely be sold through Buick’s new all-electric Electra brand in China.

Mazda’s partnership with Changan is quickly proving to be a smart move in the electric space. Building on the momentum of the EZ-6 sedan, the new EZ-60 crossover is already drawing strong interest, racking up over 33,000 pre-orders in China before even reaching dealerships. This strong early demand comes ahead of a planned launch in Europe, where the model will arrive under the name CX-6e.

More: Mazda’s Sportier 6e Sedan Launches With A Price Tag That Feels Like A Typo

The EZ-60 made its production debut at the Shanghai Auto Show on April 23, immediately generating significant interest with 10,060 pre-orders within the first 48 hours. According to Chinese outlet NetEase, that figure had climbed to 33,000 by July 11. The official market launch in China is scheduled for September.

Electric Power With Familiar Underpinnings

At 4,850 mm (190.9 inches) long, the EZ-60 is a midsize SUV positioned to compete with other premium electrified crossovers. It will be offered in both range-extender and fully electric configurations, sharing its EV platform with the Changan Deepal S07. While Mazda hasn’t released full technical specs yet, it’s hinting at notable range numbers, thanks in part to a focus on aerodynamics.

The design sticks closely to the 2024 Mazda Arata concept, with split LED headlights, a sleek closed-off grille, and a sharp, modern front end. The interior brings a generous dose of tech, including a 26.5-inch dashboard display, a 100-inch augmented reality heads-up display, digital rearview mirrors, and a 23-speaker sound system. Heated and ventilated seats round out a well-equipped cabin.

Made in China, Priced for Europe

Both the EZ-6 sedan and the EZ-60 crossover are being built by Changan in China as part of its joint venture with Mazda. This production arrangement will also apply to their European versions, which will be sold as the Mazda 6e and CX-6e.

More: Mazda’s New Electric Sedan Costs Double In Europe Compared To China

Mazda hasn’t announced pricing for the EZ-60 yet, but the EZ-6 ranges from ¥159,800 to ¥181,800 (about $22,300 to $25,400) in China. By contrast, the European Mazda 6e starts at €44,900 (around $52,500) in Germany. If that’s any indication, the CX-6e will likely carry a significantly higher price tag in Europe.

That difference is partly due to intense price competition in China, which keeps domestic EV prices low, as well as the added cost of EU import tariffs on Chinese-built vehicles.

Mazda’s Next EV Will Be Built In Japan

In parallel with its Changan-based lineup, Mazda is also developing a fully in-house electric model slated for release in 2027. This future EV will be built in Japan on a new platform and will use battery packs supplied by Panasonic. It will share its production line with Mazda’s existing ICE and hybrid vehicles, streamlining manufacturing as the brand expands its EV offerings.

Changan-Mazda

China’s electric vehicle industry has seen explosive growth in recent years, and much of that momentum has been fueled by generous government incentives. While this support has helped establish China as a global EV powerhouse, a closer look reveals that not all of the subsidies have been fairly or properly claimed.

Read: China Has Poured Over $230 Billion Into EV Industry, Study Finds

Even some of the country’s biggest names in the EV space, including BYD and Chery Automobile, have reportedly received funds they weren’t entitled to.

An audit of China’s EV subsidy program covering the years 2016 through 2020 uncovered that around 864 million yuan (roughly $121 million at current exchange rates) was distributed to automakers that didn’t meet the qualifying criteria. Chery, for instance, claimed 240 million yuan (about $33 million) for approximately 8,860 electric and hybrid vehicles that were not eligible for the subsidy.

Big Names, Big Numbers

Additionally, China’s Ministry of Industry and Information Technology has revealed that 143 million yuan (about $20 million) worth of subsidies were provided to BYD for just 4,900 cars. There’s no word on whether these subsidies have had to be returned to the authorities or if the excess amounts were deducted from recent payments, as reported by Bloomberg.

Subsidy System Open to Abuse

China launched its EV subsidy program in the early 2010s and provided as much as 60,000 yuan ($8,400) per car. This rebate was paid in bulk to manufacturers who could then use the discount to slash prices for customers. As it turns out, the program was rife for scams, and in 2016 alone, it’s reported that dozens of companies fraudulently claimed roughly 9.3 billion yuan (approximately $1.3 billion) in subsidies.

Government officials are keeping a watchful eye on the local EV market. Car brands have been urged to stop the ongoing price war and to stop using shady sales targets to boost volumes. It was recently revealed that many companies are providing new dealers to traders and dealers in bulk, who then register them so brands can record them as sales. These vehicles then hit the market as “zero-mileage used cars.”

When we first laid eyes on it, we didn’t give the Nissan N7 the kindest of receptions, calling it a straight-up copy of the Xpeng P7. As it turns out, Chinese buyers clearly didn’t have a problem with its looks; they voted with their wallets and made the N7 the most popular foreign-brand car model last month.

Also: Toyota’s New Electric Flagship Sedan Takes A Shot At Tesla Model S

The N7 sedan scored 6,189 sales in June in a tight battle where the top three models were closely matched, and everyone else was two laps behind, so to speak. Buick’s GL8 New energy minivan was right on the N7’s tail, eventually recording 6,082 sales, while Toyota’s bargain-priced Platinum 3X, also known as the bZ3X, found 6,030 buyers.

Tight Competition at the Top

Trailing well behind in fourth place was Volkswagen’s ID.3 with 3,950 sales, according to data from China’s Autohome, and there was another big drop to the fifth-placed Smart #1, which 2,324 buyers took home. BMW’s i3, an electric sedan similar in shape to the N7, proved far less popular. Only 2,270 people snapped up one of those in June.

Though the Maxima-sized N7 wears Nissan badges it’s actually the result of a joint venture between the struggling Japanese company and China’s Dongfeng, and shares components with Dongfeng eπ 007. For a tempting 129,900 yuan, or roughly $17,800, the base N7 510 Pro comes with a 58 kWh LFP battery claims 317 miles (510 km) of range on the Chinese CLTC cycle.

CHINA’S FOREIGN BRAND BEST SELLERS

At the other end of the scale, the N7 625 Max features a much fuller list of standard equipment and a 73 kWh battery that claims a 388-mile (625 km) range. Bear in mind, though, that this is according to China’s testing standards, so take the range claims with a large pinch of salt.

More: Chevrolet’s Latest Electric SUV Has A Secret Chinese Twin

Power output varies by trim. Buyers can choose between 215 hp (218 PS / 160 kW) or 268 hp (272 PS / 200 kW), with pricing and performance adjusted accordingly. Demographics for the N7 skew young and family-oriented: 68 percent of buyers are men, 74 percent are married, and 60 percent are under 35, according to figures released by Nissan.

Currently, the N7 is a China-only model, but Nissan has already confirmed it’s exploring international markets. A global launch could be on the table under a different name, potentially reviving the old Primera badge. Just don’t expect to see it on American roads anytime soon.

Nissan

If you’ve driven an EV you’ll have an opinion on regenerative braking. Some drivers prefer next to none, saying they plan ahead and think allowing the car to sail on when you lift off the gas is better for efficiency. Others love one-pedal mode, where the regen effect is so strong you barely need to touch the brakes at all, but new rules announced in China suggest regulators there aren’t one-pedal fans.

Related: Volvo Warns 12,000 Owners To Halt One Pedal Driving Immediately

A new national standard for passenger cars has just been introduced in China and it has implications for EV drivers who love to do all of their going and slowing using just their right foot. Under the terms of GB 21670-2025, drivers must not be able to set their EVs to a default mode that can bring a car to a complete stop simply by lifting off the gas pedal, though it seems the function isn’t being outlawed altogether.

Safety Concerns Take Priority Over Efficiency

The legislation has nothing to do with improving the driving range of the nation’s EVs, and is more focused on improving safety, according to a report from China’s The Paper. You might reasonably think that one-pedal mode is safer because it cuts out the delay between lifting your foot off the throttle and placing it on the brake pedal.

However, studies have shown that drivers can become so reliant on the regenerative braking effect delivered when lifting off that they develop a delayed reaction in applying the brake pedal in emergency situations when more braking force is needed than the regen alone can provide.

New Rules on Brake Lights and ABS

The laws governing one-pedal mode don’t come into force until January 1, 2027, but some other changes announced as part of the same safety standard become compulsory 12 months earlier, including one that might raise eyebrows.

From next year, new EVs brake lights must illuminate when deceleration caused by energy recovery exceeds 1.3 m/s². This addresses a common concern among drivers following behind EVs, who might not realize a car is slowing significantly without conventional brake light cues.

Also joining the list of must-haves: anti-lock braking systems, which will become mandatory on new EVs in China from 2026. That’s relatively late compared to other markets, as ABS became compulsory in the US in 2011 and in the EU back in 2004.

We’ve been hearing a lot about how tough the Chinese market is for long-established brands that are familiar to us in the West. Automakers like VW, Porsche and Mercedes have all suffered big sales slides in China, but Toyota has proved that’s it’s still possible to beat the increasingly competitive domestic brands at their own game.

Also: How Toyota’s $15K EV Ended Up Costing $48K In Its First Export Market

The bZ3X is an electric SUV built by a joint venture between Toyota and China’s GAC and it’s been selling like crazy following its debut four months ago. More than 200,000 examples have been delivered since March, GAC Toyota wrote on China’s Weibo social media platform, and the company also mentioned it had received over 30,000 orders.

A Price That Turns Heads

So how did Toyota manage to win where many other legacy brands have failed? One reason is the bZ3X’s incredibly competitive sticker. Prices for the electric SUV start at 109,800 yuan, or roughly $15,000 at current exchange rates. That makes it less than half the price of the GAC Toyota Highlander, which starts at 284,800 yuan ($39,300), and also undercuts the 171,800 yuan ($23,700) Camry.

Naturally, you’re not getting a fully-loaded, long-range EV for for your $15k, though versions with Lidar-based ADAS are available. The base bZ3X, the 430 Air, comes with a small 50 kWh battery that’s rated at 267 miles (430 km) on the generous Chinese CTLC cycle, but probably only offers 200 miles (320 km) of real range.

For a few yuan more, the 430 Air+ adds extra equipment but retains the base model’s battery, and the 58 kWh 520 Pro and Pro+ stretch the range to 323 miles (520 km) while still using the same single 201 hp (204 PS / 150 kW) electric motor as the lower-tier versions.

More: Toyota’s New Electric Flagship Sedan Takes A Shot At Tesla Model S

Top of the tree is the 610 Max, which gets a bump to 221 hp (224 PS / 165 kW) and promises 379 miles (610 km) of range from its 68 kWh pack. But even that flagship trim will only set you back ¥159,800 (~$22,000).

Momentum Beyond a Single Model

The bZ3X isn’t the only GAC Toyota performing well in China. The joint venture’s total sales reached 364,218 in the first six months of 2025, and importantly they were up 5.6 percent, making the company one of the few similar collabs to make gains.

Camry sales were up 66 percent to 20,358 in June, Ziniu News reports, and the company’s Saina minivan registered 8,846 deliveries in the first half of the year, up 16 percent.

GAC Toyota

Update: Chevrolet has opened pre-sales for the Spark EUV in Brazil, pricing the electric vehicle at R$159,990 (approximately $28,600). That’s more than twice the cost of the identical Baojun Yep Plus sold in China. The original story continues below.

Chevrolet has found a clever (read: cost-effective) way to make the most of its SAIC-GM-Wuling joint venture by rebadging one of China’s most charming EVs, the Baojun Yep Plus. This fully electric urban SUV made an unexpected debut during a special event celebrating Chevrolet’s 100th anniversary in the Brazilian market.

The new model, set to be sold in Brazil as the Chevrolet Spark EUV, is essentially a Baojun Yep Plus with a Chevy badge stuck on the grille—no other major changes to speak of. Despite sharing a name and compact proportions, the Spark EUV has absolutely nothing in common with the Spark EV, Chevrolet’s short-lived electric hatchback sold in select states in the US from 2013 to 2017 before being phased out for the Bolt.

More: 12-Year Old Chevrolet Trailblazer Receives Another Facelift In Brazil

Inside, the Spark EUV borrows the modern digital cockpit of the Baojun Yep Plus, comprising a 8.8-inch digital instrument cluster and a free-standing 12.8-inch touchscreen. It is also expected to inherit the advanced driver assistance systems (ADAS) of the Chinese twin, developed by none other than drone-maker DJI.

The EV measures 3,996 mm (157.3 inches) long with a 2,560 mm (100.8 inches) wheelbase, making it Chevrolet’s smallest offering. While the Baojun lineup includes a five-door version, a three-door variant, and even a pickup concept, it’s unclear if GM plans to bring any of these alternative body styles to the Brazilian market.

Predictably, the Spark EUV borrows its electric powertrain directly from the Chinese-spec twin. A single rear-mounted electric motor generates 101 hp (75 kW / 102 PS) and 180 Nm (133 lb-ft) of torque. The 42 kWh battery pack offers a respectable 401 km (249 miles) of range on China’s CLTC cycle. The Baojun Yep Plus is also available with 32 kWh and 54 kWh battery options, but we don’t know if those will be eventually offered in the Chevy.

More: China-Made 2024 Chevrolet Aveo Unveiled In Mexico

One would think that the most compelling aspect of this tiny off-roader is its affordability. Still, the Chevrolet Spark EUV starts at R$159,990 ($28,600) in Brazil, which is more than double the ¥93,800 ($13,000) price of the identical Baojun model. The little Chevy is also more expensive than the rival BYD Dolphin Mini (Seagull EV) which starts at R$115,800 ($20,700) in the same market.

Deliveries of the Chevrolet Spark EUV are expected to begin this summer. The model will soon joined by the larger Chevrolet Captiva EV which is based on the Wuling Starlight S from China.

While Buick’s presence in the US is now all about crossovers and SUVs, the brand is taking a different route in China, where the traditional sedan still has a place. The all-new Electra L7 joins Buick’s lineup in the world’s biggest automotive market, bringing sleek styling, a high-tech interior, and electrified powertrains.

Electra is Buick’s sub-brand for new energy vehicles; it was formally announced in April 2025, with three concepts: a sedan, an SUV, and a minivan. The Electra L7 is the production version of the sedan, which evolves from the 2024 Electra L concept shown the previous year.

More: Buick’s Electric Crossover Just Got A Lot Better In China

The model retains much of the design language introduced in the concept, though a few features have been streamlined for production. The lighting signature at both ends has been reworked, with more practical LED graphics. Furthermore, the sleek, flush door handles and traditional side mirrors replace some of the show car’s more experimental elements, bringing it closer to real-world usability.

Buick is proud of the wing-shaped “Galaxy” headlights and the turbine-style alloy wheels. The Electra L7 adopts an aerodynamic fastback silhouette measuring 5,032 mm (198.1 inches) long, 1,952 mm (76.9 inches) wide, and 1,500 mm (59.1 inches) tall. This makes it slightly longer than the Tesla Model S and the Mercedes-Benz EQE, and incrementally shorter than the BMW i5.

Buick

Inside, a Tech Showcase Awaits

While Buick hasn’t yet shown the cabin, it promised “class‑leading intelligent driver-assist capabilities, a smart luxury cockpit and best‑in‑class extended‑range technology”.

The Electra L7 is expected to feature a total of eight screens, a massive 50-inch augmented reality head-up display, and an array of AI-driven features. All of this will run on Qualcomm’s 8775 chip, which supports high-end infotainment and connectivity. Driver assistance tech will come from Chinese tech company Momenta, which has developed a suite of sophisticated ADAS capabilities.

New Platform with EREV and BEV Options

The sedan is just one of six new energy models Buick plans to launch in the next year, likely alongside production versions of Electra’s SUV and minivan concepts. All of them will be built on Buick’s Xiao Yao architecture, a flexible platform designed specifically for China. These underpinnings are compatible with fully electric, plug-in hybrid, and range-extender powertrains.

More: Buick’s New Sedan Concept Rivals The S-Class In Size

While Buick has yet to reveal the specifications of the Electra L7, documents from MIIT reveal the details of the EREV version. The SAIC-sourced powertrain combines dual electric motors with a 1.5-liter gasoline engine that works as a generator. The combined output is 502 hp (374 kW / 509 PS), with the electric motors sending power to all four wheels. The EREV is expected to be joined by a fully electric version using a CATL-supplied battery.

Pricing and Availability

The Electra L7 is described as a “300,000-class vehicle”, meaning it will be priced close to ¥300,000 ($41,800) in China. Buick hasn’t announced a date for the market launch, but is already accepting applications of interest for test drives.

As with other Electra-branded models, the L7 is likely to stay exclusive to China, so a US launch doesn’t seem to be in the cards. Production will take place at the factory of the SAIC-GM joint venture in Wuhan.

Buick has sold over 10 million vehicles in China since 1998. Its local lineup offers a much wider choice of models compared to that in the US, including four SUVs, four sedans, one hatchback, and a range of minivans.

Plans for global growth rarely follow a straight line, especially when politics and international trade come into play. For BYD, one of the world’s fastest-rising automakers, a much-anticipated expansion into Mexico has been put on hold.

The reason? A mix of shifting geopolitical winds and concerns over U.S. trade policy, particularly in light of Donald Trump’s return to the White House. Still, the company isn’t slowing down entirely, and has just opened its first factory outside of Asia, located in Brazil.

Read: Major Carmaker Sued Over One Toilet Per 31 Workers And Other Horrors

As we reported last year, had been scoping out three locations in Mexico for a new factory. However, it paused its search in September to wait to see the outcome of the 2024 US presidential election, likely anticipating that a victory for Trump would likely shake up the status quo of international trade. That’s exactly what the 45th and 47th President has done.

While recently speaking at the opening of BYD’s new factory in Brazil, executive vice president Stella La said the surging automaker is rethinking its strategy.

“Geopolitical issues have a big impact on the automotive industry,” she told Bloomberg. “Now everybody is rethinking their strategy in other countries. We want to wait for more clarity before making our decision.”

BYD’s efforts to establish a base in Mexico were hampered in March, even before President Trump announced sweeping tariffs. That month, China’s commerce ministry delayed approval of the Mexican factory due to concerns the carmaker’s technology could be accessed by the US.

From Pause in Mexico to Progress in Brazil

Although Mexico is no longer in play for the moment, BYD is still moving forward in the region. The company’s new facility in Camaçari, Brazil , is now operational and has room to grow. It currently produces up to 150,000 vehicles a year, with plans to double that figure to 300,000 within two years.

However, the site has not been without controversy. Late last year, Brazilian authorities reported that some international workers at the plant had been living in conditions likened to modern-day slavery.

In response, Li emphasized the company’s commitment to reform. Going forward, she said, BYD will work more closely with local partners to uphold labor and human rights standards.

“We should slow down, step back from the focus on speed,” Li said. “It will take longer, but that’s OK.”

The electric vehicle boom in China has reshaped the global automotive landscape, but not every player in the field is built to last. While China’s automotive industry has grown into a formidable force, a new report suggests that only a fraction of the country’s EV brands may survive the coming years.

Read: China’s Auto Industry Is A One-Way Street As Exports Boom And Imports Collapse

With hundreds of startups already gone and consolidation gaining momentum, China’s EV market is headed for a major transformation.

Industry Faces Sharp Consolidation

In 2018, it was estimated that over 500 companies in China were developing and planning to build “new energy” vehicles. Many of these companies failed to get off the ground and quickly folded. As of 2024, it’s understood that there were 129 companies selling NEVs in China.

According to consulting firm AlixPartners, just 15 of these are expected to remain financially viable through 2030. While the consultancy firm didn’t name which companies it expects to thrive, these 15 brands could account for roughly 75 percent of China’s total EV and plug-in hybrid market. Some of them have already reached full-year profitability.

According to the head of AlixPartners’ automotive practice in Asia, Stephen Dyer, some local governments may support non-viable companies to protect jobs and economies. As such, consolidation may proceed more slowly across the industry in the coming five years.

Intense Competition and Rapid Innovation

“China is one of the most competitive new energy vehicle markets in the world,” Dyer said. “It is experiencing a fierce price war. Its rapid innovation speed is constantly being refreshed by new forces. Such an environment drives significant breakthroughs in technology and cost efficiency, but it also makes it difficult for many businesses to become sustainably profitable.”

As we reported in March, only three EV brands in China are believed to have achieved profitability. These are BYD, Li Auto, and the Seres Group, which includes the Seres, Aito, and Landian brands. Some other local companies are edging towards profitability, including Zeekr, Xpeng, and Leapmotor.

Aiming at both Tesla and Xiaomi’s recently launched YU7, a new electric SUV has just landed in China with a surprisingly accessible price. Xpeng has introduced the new G7, a high-tech alternative to the Model Y, which starts at ¥195,800 (around $27,325). That makes it ¥67,700 ($9,448) cheaper than Tesla’s established offering.

That’s a significant savings, but the G7 is pretty generic. That being said, the model features a shark nose front end with Xpeng’s “X Face.” The latter is represented by a full-width light bar that resides above headlights with angular daytime running lights.

More: Xpeng’s Latest EV Looks Like A Lamborghini Sports Sedan

Moving further back, we can see curvaceous bodywork and flush-mounted door handles. They’re joined by frameless side mirrors, black cladding, and 18- or 20-inch wheels.

Out back, there’s a power liftgate with an angular window and wraparound taillights. The model is also notable for incorporating blue lights, which indicate when the car is being driven autonomously.

In terms of size, the model measures 192.6 inches (4,892 mm) long, 75.8 inches (1,925 mm) wide, and 65.2 inches (1,655 mm) tall, with a wheelbase that spans 113.8 inches (2,890 mm). To put those numbers into perspective, the G7 is 4 inches (102 mm) longer than the Model Y, despite having the same wheelbase.

A Minimalist Interior With Some Cool Touches

The interior is elegantly minimalist, and it features a heated two-spoke steering wheel and a floating 15.6-inch display. The latter acts both as a digital instrument cluster and an infotainment system.

Despite the affordable pricing, even the entry-level model comes nicely equipped with power front seats that have heating, ventilation, and massage functions. Buyers will also find a floating center console with dual 50-watt wireless smartphone chargers.

Elsewhere, there are wooden armrests, a massive panoramic glass roof, and a 20-speaker audio system. They’re joined by a digital rearview mirror and a fragrance diffuser.

Rounding out the highlights are a microfiber roof liner, a 256-color ambient lighting system, and 39 storage compartments, including a washable frunk and a password-protected glove box. Speaking of storage, the G7 has a cargo capacity of between 28.9 and 80.4 cubic feet (819 and 2,277 liters).

Rear seat passengers haven’t been forgotten as they’re treated to heated, ventilated, and massaging outboard seats. They’re accompanied by an 8-inch display and a fold-down center armrest that has two cup holders and a wireless smartphone charger.

Interestingly, there are fold-down tables that are mounted on the front seatbacks. They have integrated magnetic panels, which flip up to securely hold smartphones or tablets. The panels can be tilted between 0 and 90 degrees, ensuring a comfortable viewing angle.

Long Ranges And Rear-Wheel Drive

Three different trims are available, known as the 602 Long Battery Life Max, 702 Ultra-Long Battery Life Max, and 702 Ultra. As you’ve probably guessed, the numbers refer to CLTC ranges of 374 miles (602 km) and 436 miles (702 km).

Regardless of which trim is selected, all G7s are powered by a rear-mounted motor producing 292 hp (218 kW / 296 PS) and 332 lb-ft (450 Nm) of torque. This enables the crossover to accelerate from 0 to 62 mph (0-100 km/h) in 6.5 or 6.6 seconds, depending on the configuration. The crossover also has a top speed of 126 mph (202 km/h).

Charging stops promise to be relatively quick thanks to a 451 kW DC fast charging capability. It enables the crossover to get 271 miles (436 km) of range in as little as 10 minutes. If you can spare an extra two minutes, the battery can go from 10% to 80%.

AI And Numerous Driving Assistance Systems

Xpeng made a big deal about chips and artificial intelligence, claiming the G7 is the “world’s first AI car with L3 computing power.” We’ll save you the marketing malarkey and note the crossover has radar and ultrasonic sensors as well as an assortment of cameras and up to three Turing AI chips.

They allow for a host of advanced features, including “human-machine co-driving” and “high-speed intelligent assisted driving.” There’s also a summon function and remote parking.

Besides the semi-autonomous driving tech, there’s a host of familiar assistance systems including adaptive cruise control, lane centering, blind spot warning, rear cross traffic alert, and traffic sign recognition. The crossover is also notable for having an automatic emergency braking system that works at speeds up to 81 mph (130 km/h).

Another cool feature is the “light-chasing” panoramic head-up display, which was jointly developed with Huawei. It’s an augmented reality display that projects up to an 87-inch image in front of the G7.

This is most useful for navigation, but Xpeng also mentioned an awesome AR movie viewing mode. It can project videos when the vehicle is parked, effectively replicating the feel of a drive-in theater.

The EV race isn’t just heating up, it’s turning existential for legacy automakers. At the Aspen Ideas Festival last Friday, Ford CEO Jim Farley made that reality clear. If American car companies can’t keep up with China’s EV momentum, he warned, Ford’s future may be in jeopardy.

“We’re in a global competition with China, and it’s not just EVs,” he said before dropping the hammer. “If we lose this, we do not have a future Ford,” he said. This man isn’t speaking from hearsay either. He’s speaking from experience.

More: Thousands Of Chinese Cars Sank With This Ship And The Bill Keeps Climbing

His warning comes after a string of trips to China, six or seven in the past year, he says. There, he saw firsthand how fast Chinese automakers are outpacing the West. It’s the most humbling thing I have ever seen,” he explained.” Why be so blown away by a nation that can’t sell cars in the USA? It comes down to production.

Chinese EVs: High Volume, High Quality

According to Farley, not only is China making more EVs than anybody else, but their quality isn’t lacking either. “Seventy percent of all EVs in the world, electric vehicles, are made in China,” Farley said. That statement comes not long after Xiaomi launched the YU7, a $35,000 luxury SUV that allegedly has 200,000 orders already.

“They have far superior in-vehicle technology. Huawei and Xiaomi are in every car. You get in, you don’t have to pair your phone. Automatically, your whole digital life is mirrored in the car. Beyond that, their cost, the quality of their vehicles is far superior to what I see in the West,” Farley says.

So the message is clear. Farley wants to see the U.S. catch up with China as quickly as possible. Despite that, Ford is adapting its strategy to produce fewer EVs, not more. That’s because the markets Ford caters to seem more interested in hybrids right now. Business Insider points out that Ford’s shares are up by more than 9 percent so far this year.

Still, the larger question lingers: will adjusting course be enough to compete long-term in a global EV market increasingly defined by China’s dominance? Farley isn’t waiting for the answer; he’s already sounding the alarm.

Tesla’s new Model Y only made its debut a few months ago, but faced with flagging sales and aggressive rivals, the automaker is already making changes to make it and the Model 3 more appealing to buyers – specifically Chinese buyers.

Long Range AWD versions of the facelifted Model Y and Model 3 sold in China now go further on a charge and are faster from stoplights thanks to minor tweaks announced this week. Without changing the size of the battery, Tesla now claims the Y can do 466 miles (750 km) on a single charge, up from 447 miles (719 km) under China’s CLTC testing cycle.

Related: A Model Y Drove 30 Minutes To Deliver Itself To Its New Owner

And the Model 3 enjoys an even bigger boost, gaining 25 miles (40 km) to take total claimed range to 468 miles (753 km), though these numbers are Chinese CLTC figures and not comparable with more honest EPA estimates. Tesla quotes 327 miles (526 km) for a US-spec Y LR AWD and 346 miles (557 km) for a Model 3.

The Model 3 is also much faster following Tesla’s spec adjustment, needing just 3.8 seconds to hit 62 mph (100 km/h), rather than 4.4 seconds. It’s not clear how this was achieved, but Car News China speculates it could be because Tesla has made standard the Sports acceleration feature that was previously a ¥14,100 ($2,000) option.

The Model Y is far less speedy, requiring 4.3 seconds. Neither of those acceleration figures matches up with the numbers Tesla advertises in Europe, where the Model 3 claims a 4.4-second 0-62 mph time, but the Y is said to need 4.8 seconds.

The upgrades come at no extra cost on the Model Y, which stickers at ¥313,500 ($43,800), but they add ¥10,000 ($1,400) to the price of a Model 3 Long Range AWD, which is now ¥285,500 ($39,900). For context, the equivalent Model Y in the US is $2,310 cheaper than in China, though only when factoring in the $7,500 federal tax credit, while the Model 3 is just $90 more expensive.

It remains to be seen whether these upgrades will make their way to other markets. Tesla hasn’t confirmed any plans yet, but buyers in Europe and North America will likely be watching closely to see if the same range and performance improvements roll out beyond China.

Tesla

The new-age Leaf might be the spark that Nissan needs to capture public attention again, but it’s not the only model working in the brand’s favor. Another EV has been quietly gaining traction, and it might be an even more immediate success story.

We are, of course, talking about the N7 that was recently launched in China. Built through the Dongfeng-Nissan joint venture, it received more than 20,000 orders within six weeks of its release. Yes, that’s nothing compared to the 289,000 YU7 orders that Xiaomi claims to have locked in within just one hour, but over 20,000 is a respectable figure for Nissan and shows it’s at least done something right with its new EV.

Read: Nissan’s $17K Maxima-Sized EV Took Off In China And Now It’s Going Global

In a social media post, Nissan confirmed that after N7 deliveries began in China on May 17, it’s now celebrating the handover of its 10,000th unit to a customer after 45 days While that number isn’t especially notable for a new EV in China, it does stack up well against Mazda’s EZ-6.

According to Chinese media, Nissan reportedly delivered 3,034 N7s in May, while Mazda moved just 1,821 units of the EZ-6 during the same period.

Part Japanese, Part Chinese, All Successful

One reason the N7 seems to be gaining traction is its approach, which aligns with that of many successful Chinese EVs. It delivers a well-rounded package, combining modern features and everyday usability at a highly accessible price. Depending on the trim, it starts at 119,900 yuan (around $16,800) and tops out at 149,900 yuan (about $25,100), making it a compelling option for budget-conscious buyers who still want a full-featured electric vehicle.

The N7 features a sleek, contemporary exterior that’s likely to resonate with a wide range of buyers. Inside, the cabin takes a minimalist approach, anchored by a large central infotainment screen, a digital gauge cluster, dual wireless smartphone chargers, and a clean, flowing dashboard. The two-spoke steering wheel, fitted with a pair of toggles, mirrors the design language seen in many other EVs currently on the Chinese market.

Encouraged by the strong response in China, Nissan now plans to bring the N7 to global markets. Although specific countries haven’t been officially confirmed, Japan and Australia are expected to be among the first. There’s also a strong possibility the model will be introduced in Malaysia and select European markets, if not across the region.

Unless your daily commute involves chasing down a Cannonball Run record, chances are you’re not rolling around with a 70-gallon (265-liter) fuel cell in your car. Most of us don’t need to knock out 1,860 miles (3,000 km) in one uninterrupted stretch. But according to Huawei , that kind of range might soon be possible in an electric vehicle.

The Chinese tech giant claims its new battery technology could enable a future mid-size EV to cover that distance on a single charge.

Related: BYD’s New 1,000 kW EVs Fill Up As Fast As Gas Cars

Like Toyota, VW, BMW, Stellantis and other big players in the tech and automotive space, Huawei has spent the last few years working on solid state batteries, which most experts agree will bring a step-change in EV usability. And this month Huawei filed a Chinese patent for solid-state battery chemistry that comes with some bold claims.

The cells, whose sulfide electrodes are doped with nitrogen to reduce lifespan-shortening side reactions, have an energy density of 400-500 Wh/kg, the filing says, or triple the figure for current conventional cells. Huawei reckons that would allow a typical midsize sedan to cover 1,860 miles on a single charge. Oh, and that charge – to full, not 80 percent – would  take just five minutes.

The 1,860-mile figure would be based on China’s hopelessly optimistic CLTC calculations, so would probably translate to a 1,300-mile (2,090 km) EPA number. Slightly less spectacular, sure, but still around three times what the rangiest 2025 EVs can deliver on a single charge.

It all sounds incredible, but I have some reservations about it actually happening, and not because I doubt Huawei’s tech. No one buying an EV is going to need to travel that far between charges, especially if that EV can be charged in less than five minutes (being able to do that depends on having the infrastructure, but there’s no doubt that will come). And automakers won’t want to build one, anyway, since associated costs will be, at least at first, quite high.

Even in a future where we can sleep while our car does the driving, we’re still going to need bathroom breaks and to stretch our legs with a quick stroll to keep the DVT at bay. And making an EV with an unnecessarily long range means making an unnecessarily heavy and expensive EV because batteries are heavy and expensive, though Huawei expects prices and weights to fall. As TG notes, even with the clever cells, an 1,860-mile EV would still need a battery pack that weighed as much as a Mitsubishi Mirage.

What’s far more likely is that automakers will use the tech to put smaller, cheaper batteries in their cars that still deliver plenty of range – say 600 miles (1,000 km) – but make those cars lighter, and so more efficient, and also less expensive to build and buy. When automakers can deliver an EV that costs less than a gas car, goes further in one hit and refuels faster, electric cars will really take off, infrastructure willing.

Toyota has already talked of its future EVs having a 750-mile (1,200 km) range and that sounds like more than enough to us. What do you think the optimum range is for a family-sized electric car?

Source: Car News China