The new Cayenne EV will support inductive charging at speeds of up to 11 kW.
Drivers align over the pad and the suspension automatically lowers for charging.
The option will debut in Europe next year before landing in other markets.
Is plugging in your EV at home a little too difficult? Well, Porsche thinks it has the answer for you, announcing that the forthcoming all-electric Cayenne will debut with an optional inductive charging floor plate, meaning you’ll never have to deal with annoying charging cables ever again. That is, until you have to use a public charger, of course.
Porsche is not the only carmaker to have invested in wireless charging for its EVs, as Tesla’s upcoming Cybercab will also support inductive charging, and even the hybrid McLaren Speedtail included a compact charging pad several years ago. In the case of the electric Cayenne, it will support a receiver unit located between the front wheels, capable of supporting charging speeds of 11 kW.
How It Works
The floor plate contains all the necessary components to initiate charging over the air, although it does need to be plugged in with a cable. Charging will be as easy as driving the Cayenne EV above this plate and when the SUV is in position, the air suspension will automatically lower, reducing the distance between the two charging units to between four and six inches. Helping to guide drivers into the correct position will be the Cayenne’s Surround View parking function.
All energy transferred through the pad is monitored in the My Porsche app, giving owners an easy way to keep track of charging sessions.
Porsche has not said how quickly it will take to charge the electric Cayenne using the wireless charging pad, but 11 kW is the norm for standard household charging units, so it should be more than quick enough for a good overnight charge.
There’s also no word on how much the inductive charging will cost. What we do know is that it will launch in Europe next year before expanding to other regions, including North America.
About That Paint…
The carmaker will showcase the new system at next week’s IAA Mobility Show in Munich, Germany, alongside a camouflaged prototype of the electric Cayenne. The prototype features a striking fluorescent paint made up of five different tones, which glows with bright shades of light when exposed to alternating voltage.
The second quarter was particularly bad for the ID.4 in the US as sales fell 65 percent.
VW is cutting production and furloughing 160 workers at its plant starting late October.
Employees will receive 80 percent of their base compensation and retain full benefits.
The ID.4 was supposed to be VW’s answer to the Tesla Model Y, the world’s best-selling electric vehicle. However, Volkswagen of America has revealed it will reduce production of the all-electric SUV at its Chattanooga plant, indicating that it is simply not selling locally in the numbers the German brand had hoped.
A total of 160 employees will be furloughed at the plant starting in late October. If there’s a glimmer of good news for employees impacted, it’s that VW will supplement unemployment from the state of Tennessee, so workers will be paid 80 percent of their base compensation and continue to receive full benefits.
Production Scaled Down
Speaking with Auto News, a VW spokesperson said that moving forward, fewer ID.4s will be assembled during each production shift.
“This adjustment in no way changes our commitment to the ID4, our growing EV portfolio, or our commitment to our Chattanooga team,” they said. “This is a market-driven decision, based on aligning our production volume to market demand.”
While production of the ID.4 will be reduced, the Atlas and Atlas Cross Sport will still be built at their current in Chattanooga.
Sales Numbers Tell the Story
A quick look at the sales numbers reveals why the production changes are being made. Through the second quarter of this year, US sales of the ID.4 dropped 65 percent. For the first six months of 2025, they are down 19 percent. Clearly, it doesn’t make sense for VW to continue building as many units as it used to if there’s insufficient demand.
It must be noted that it’s not just 2025 that has proven to be a tough one for the electric SUV. The previous year, VW only managed to shift about 17,000 units in the US, a significant fall from the roughly 38,000 that were sold in 2023.
Porsche hasn’t said how long it’ll take to build the models that have been ordered.
The sports cars were axed in Europe in early 2024 for not meeting cybersecurity rules.
Next year, Porsche will launch all-electric versions of both the Cayman and Boxster.
For decades, buyers looking to park a Porsche sports car in their driveway could choose between the Boxster, the Cayman, and the 911. However, as Weissach continues its shift towards electrification, the ICE-powered 718 Boxster and Cayman have been killed off.
The decision isn’t a complete surprise. Enthusiasts have known about the models’ eventual demise for a while, and in some regions, they were already removed from sale. Now Porsche has confirmed that order books worldwide are officially closed. For those still hoping to buy a brand-new example, the only option left will be unsold stock sitting with dealers.
Although new orders are no longer being accepted, as reported by Autocar, Porsche has yet to confirm when production will officially stop. Some reports suggest it could take until 2026 to complete the backlog of 718 Cayman and Boxster builds already on the books. While the company hasn’t addressed those rumors, the final cars to leave the factory may well end up as sought-after collector pieces in the years ahead.
As mentioned above, the writing has been on the wall for the two models for several years. In early 2024, Porsche was forced to stop selling the Cayman and Boxster in Europe because they failed to comply with cybersecurity regulations and it deemed that wasn’t worth updating them to current standards.
An Electric Future
While the ICE-powered 718 twins we know and love is dead, the Cayman and Boxster names will live on as Porsche is currently in the midst of developing all-electric versions of both. Prototypes have been spied testing frequently during the past two years and the production models are expected to launch by 2026.
It’s understood that Porsche will sell the new models in single-motor, rear-wheel drive, and dual-motor, all-wheel drive versions. There’s no word on tech specs just yet, but it stands to reason that they’ll be quicker than their predecessors.
However, while we trust the German brand to ensure the driving dynamics will match those of their predecessors, making them stir the same kind of emotions with an electric, instead of a combustion, powertrain may prove a hard task.
Tesla says the new Model Y Performance needs just 3.3 seconds to hit 60 mph.
Model S Plaid and Model X Plaid both feature standard launch control systems.
Model 3 Performance may also gain launch control through a future software update.
For as powerful and thrilling as the Tesla Model 3 Performance is, it lacks perhaps one of the most obvious settings for a vehicle like it – launch control. The new Tesla Model Y Performance, unveiled late last week, is a little different.
Much like the Model 3, the new Model Y Performance is equipped with a pair of electric motors, ensuring all four wheels have traction regardless of the conditions. Tesla says the new crossover can hit 60 mph (96 km/h) in just 3.3 seconds, or 62 mph (100 km/h) in 3.5 seconds. While Tesla’s release for the most potent version of the world’s best-selling EV didn’t make any mention of a launch control system, a post shared to Reddit reveals that it has one.
A Hidden Performance Trick
The images, captured at what looks like a mall showroom, show the 2026 Model Y Performance’s central infotainment screen detailing how to enable what Tesla calls Launch Mode.
The display says the special mode “provides optimum acceleration for closed circuit driving and surfaces with good traction,” and it appears to function just like pretty much every other launch control system on the market.
Activating it is simple. Drivers press the brake firmly with the left foot while flooring the accelerator with the right. Once both inputs are registered, the display signals with a “Launch Mode enabled” message. The moment a driver lifts off the brake pedal, the Model Y Performance will sprint off the line like a scolded cat.
Given the instantaneous power provided by electric motors, launch control systems on EVs perhaps aren’t as important as they are in combustion-powered cars that need to build revs to get peak horsepower and torque. But, using launch control, even in an EV, is heaps of fun, so it’s nice Tesla has added it to the Model Y Performance.
That leaves the question of the Model 3 Performance. For now, owners don’t have access to the same feature, but given Tesla’s track record of adding capabilities through software updates, it wouldn’t be surprising if Launch Mode eventually makes its way into the sedan sooner rather than later.
Tesla has previously recalled over 1 million vehicles in the US over a similar issue.
The carmaker says the driver’s side window may close with excessive force.
Vehicles with software 2025.26.6 or later are not impacted by the Aussie recall.
A safety issue has prompted Tesla to recall more than 7,000 vehicles in Australia, though the fix is far less disruptive than most owners might expect. Instead of scheduling a trip to a dealership, drivers will simply receive an over-the-air software update that addresses the problem from home.
The recall was announced by the nation’s federal transportation department over the weekend and reveals that the driver’s side window’s automatic protection system may not function as intended. Consequently, the window may close with excessive force even if there’s an obstruction, like a hand or a finger. The department notes that this can increase the risk of injury to a vehicle occupant.
A total of 7,301 examples of the 2025 Tesla Model Y are impacted by the recall, with Tesla confirming that every variant of the SUV is included in the campaign.
The carmaker will reach out to all impacted owners in writing, informing them of the recall. Tesla has noted that any vehicle already running software version 2025.26.6 or later is exempt from the recall. Owners of 2025 Model Ys can view the software version they have by navigating to Controls > Software through the infotainment display.
As with many Tesla updates, the solution is delivered wirelessly. The corrective software will be pushed out to all affected Model Ys, eliminating the need for service center visits and keeping downtime to a minimum.
Lightning Strikes Twice
While this is the first time that the Tesla Model Y has been recalled in Australia for a problem related to the side windows, it’s not the first time Tesla has issued a recall for such a fault elsewhere. Almost exactly three years ago, Tesla recalled 1,097,762 vehicles in the United States because the side windows could close with more force than permitted under Federal Motor Vehicle Safety Standards and may not have retracted once an obstruction was detected.
This recall impacted what was the entire Tesla line-up at the time, consisting of the Model S, Model X, Model 3, and Model Y.
The S7 and P7 have failed to appeal to Chinese customers like Honda would have hoped.
Within a month of the S7’s market launch, its starting price was slashed by roughly $8,400.
The lack of hands-free autonomous driving is considered to be a notable disadvantage.
Legacy carmakers are learning that winning over Chinese buyers requires more than simply shipping in global models. To hold onto market share, they need to design electric vehicles tailored specifically for local tastes and expectations. Nissan has managed this with its Dongfeng-based N7 sedan, while Honda has attempted a similar approach with its locally developed Ye series. The results so far have been less encouraging.
Recent sales data from the country reveal that Honda’s sales in China fell 2 percent during the April-June quarter to a mere 2,900 vehicles. This comes despite the electric S7 and P7 recently landing in the local market. It would appear that the Japanese brand missed the mark with both of them.
Honda’s issues started with its pricing strategy. When launched in China, the S7 started at 259,900 yuan, or roughly $36,300. In most markets, that would be a very good deal. That is not the case in China. Less than a month after the S7’s launch, its price was slashed by 60,000 yuan (around $8,400).
Pricing isn’t the only hurdle. A report from Nikkei Asia snuggests that the performance and features on offer leave a little to be desired. Both the S7 and P7 are equipped with the Honda Sensing 360+ driver-assistance system, but neither includes any form of hands-free driving, which is becoming increasingly common in the People’s Republic new car market.
The Japanese brand isn’t throwing in the towel just yet, though. As a response, it announced a partnership with local firm Momenta to introduce more advanced driving-assistance technologies. Its market-specific EVs are also set to receive advanced artificial intelligence features from DeepSeek, meaning owners will be able to have in-depth conversations with the in-built AI.
Significant mechanical changes are also underway. Honda plans to start using cheaper lithium-iron phosphate (LFP) batteries for its Chinese models, something that will enable it to lower costs.
Honda Suffers, but Nissan Thrives
While Honda is struggling in China, Nissan is gaining strength. Its all-electric N7 was launched earlier this year priced from just 119,900 yuan ($16,800), and it secured 17,000 orders in the first month alone. Demand for it remains strong, and in August, the company delivered 10,148 examples. By comparison, none of Honda’s EVs have sold more than 10,000 units in any single month.
For the 2026 model year, prices for the model will fall from $64,995 to $59,995.
The price reduction means the Scat Pack will be just $2,000 more than the base R/T.
Unfortunately, the Charger Daytona is no longer eligible for a $7,500 leasing incentive.
It’s standard practice among car manufacturers to increase, to some degree or another, the prices of their vehicles with each passing year. However, Dodge is doing something different for the 2026 Charger Daytona, and it doesn’t paint a pretty picture for a model that was supposed to usher in an exciting new era of all-electric muscle cars.
Dodge initially launched the Charger Daytona in R/T and Scat Pack guises. However, after realizing that no one actually wanted to buy a Charger without a V6 or a V8, it ditched the R/T, leaving the $64,995 Scat Pack as the only electric version of the new-age Charger available. It has now been revealed that its price will be slashed to $59,995 for the 2026 model year, which amounts to an 8.3 percent price reduction.
The price cut means the Scat Pack will soon be just $2,000 pricier than the discontinued R/T, which used to start at $57,995. This comes despite the fact that the Scat Pack delivers an impressive 670 hp, whereas the R/T was capped at “just” 496 hp.
CarsDirect uncovered pricing details for the 2026 Charger Daytona Scat Pack through an official order guide. It made no mention of any major equipment changes for the 2026 model, so it should be largely identical to the current car.
No Tax Credit
Sadly, the price cut will not completely offset President Donald Trump’s return to the White House. Although the Scat Pack had not been eligible for the $7,500 federal EV tax credit when purchased, the rebate was available when leased. This will no longer be the case after the Trump administration axed the long-standing EV incentive program.
In addition, the Scat Pack remains pricier than the recently announced Charger Sixpack. Dodge recently announced that the twin-turbocharged, 3.0-liter inline-six version will start at $54,995. For traditional muscle car enthusiasts, it will likely remain the obvious choice, but given that it is capped at 550 hp, shoppers seeking the ultimate in performance regardless of powertrain would be wise to look closely at the Daytona Scat Pack.
New Low Power Model will disable things like Sentry Mode and cabin preconditioning.
If plugged in and charging, Sentry Mode will continue to work with Low Power Mode.
Tesla owners will still be able to access their vehicles using the brand’s smartphone app.
Imagine heading off on vacation, leaving your Tesla parked, and returning to discover the battery has quietly drained itself. It’s a frustrating scenario that owners have dealt with for years, but Tesla is finally rolling out a fix. The new feature is called Low Power Mode, designed to switch off energy-hungry systems when a car is left idle for an extended period.
Introduced with the 2025.32 software update, Lower Power Mode can be accessed through the main infotainment display, navigating through Controls > Charging, and then enabling it. When toggled on, the system shuts off some of Tesla’s most power-hungry features.
Cutting Back The Power Draw
The most important is Sentry Mode. While this system is handy to capture footage should a Tesla be damaged while parked, it’s been shown to quickly drain the battery pack. In addition to Sentry Mode being disabled, Low Power Mode turns off the Summon Standby system, cabin overheat protection, scheduled preconditioning, camp mode, the climate control, defrost functions, the seat and steering wheel heaters, and the power outputs on the Cybertruck.
Owners will be pleased to know that should they enable Low Power Mode while charging their EV, Sentry Mode will continue to function. The climate control and camp mode systems will also remain active when Supercharging.
Don’t Worry, Your Tesla Will Still Be Connected
Importantly, Low Power Mode does not make a new Tesla feel like an old car, far removed from AI, the cloud, or any of the systems that have become so commonplace in new cars. Instead, Tesla vehicles will still remain connected and accessible through the Tesla app. The car will also continue to automatically manage battery temperature.
Tesla has not specified by how much the new Low Power Mode will reduce battery drain, but it’ll likely vary on a case-by-case basis depending on which systems owners elect to keep active and where they park their vehicle, including the climate.
Either way, it’s good news for owners who would have otherwise been worried about returning from a vacation, only to find their Tesla’s battery had been drained.
PROS ›› Sleek design, respectable efficiency, great ride qualityCONS ›› Cheap interior plastics, haptic buttons, no one-pedal driving
The battle in the battery-electric vehicle segment has never been fiercer. A growing number of brands from China have turned the EV industry on its head, forcing legacy automakers to up their game and invest heavily in the sector.
One of Audi’s first entrants into the electric SUV space was the Q4 e-tron, first launched in early 2021 as a rival to the likes of the Tesla Model Y, Volvo XC40 Recharge, and the BMW iX1 and, in Sportback guise, the BMW iX2. Barely two years after being unveiled, in late 2023, the Q4 e-tron was updated, bringing with it new electric motors, improved range, and more equipment.
Despite being on sale in Europe and the US for quite some time, the Q4 e-tron only recently landed in Australia, providing us with our first opportunity to put it to the test. It’s sold locally in SUV and Sportback guises and in 45 e-tron and 55 e-tron quattro forms. We tested the former in its entry-level trim.
QUICK FACTS
› Model:
2025 Audi Q4 45 e-tron
› Starting Price:
AU$86,250 (~$55,800) as tested
› Dimensions:
4,588 mm (180.6 in.) Length
1,865 mm (73.4 in.) Width
1,632 mm (64.2 in.) Height
2,764 mm (108.8 in) Wheelbase
› Curb Weight:
2,240 kg (4,938 lbs)*
› Powertrain:
Rear-mounted electric motor / 77 kWh battery
› Output:
282 hp (210 kW) / 402 lb-ft (545 Nm)
› 0-62 mph
6.7 seconds* (0-100 km/h)
› Transmission:
Single-speed
› Efficiency:
17.4 kWh/100 km as tested
› On Sale:
Now
*Manufacturer
SWIPE
Photo Credits: Brad Anderson/Carscoops
What Makes Up The Q4 e-tron?
Underpinning the Q4 e-tron is VW’s familiar MEB platform and an 82 kWh gross, or 77 kWh usable, lithium-ion battery pack. As part of the 2023 update, power for the 45 e-tron was upped from 270 hp (201 kW) to 282 hp (210 kW). It also produces a solid 402 lb-ft (545 Nm) of torque through the rear wheels.
Prices kick off from AU$84,900 (~$55,000) for the base 45 e-tron and top out at AU$107,500 (~$69,600) for the 55 e-tron quattro Sportback. Our tester was optioned with the AU$1,350 (~$870) metallic paint, which brought up its price up to AU$86,250 (~$55,800).
With the exception of the massive faux Singleframe grille, which can be divisive, the Q4 e-tron is quite a good-looking SUV. Similarly, the interior has its pros and (of course) its cons.
Photos Brad Anderson/Carscoops
A Quirky Cabin
One thing I immediately appreciated about the cabin was the dashboard. Having spent plenty of time behind the wheel of new cars coming out of China, it was nice to step inside an SUV that has some personality, rather than a bland dash, a big screen, and not much more.
A 10.25-inch digital gauge cluster comes standard across the range, as does an 11.4-inch infotainment system supporting wireless Apple CarPlay and Android Auto. The screen is nice and responsive, and the menus are easy to understand, as with other Audi models. The software feels a little dated, but it’s usable, and the screen is handily tilted towards the driver.
Positioned below the screen are buttons for the climate control system. While plastic and rather cheap, they’re much nicer than HVAC controls in the infotainment screens of some competitors. Some flashy silver trim on the dash adds to the striking looks, as does the four-spoke steering wheel. However, there are some rather odd features.
Interior Oddities
The most notable feature is the floating console. Finished in piano black, it houses the electronic shifter and drive mode buttons, and while functional, it’s suspended over a weird array of storage cubbies. There’s a small shelf big enough for a pair of sunglasses, two vertical slots where you can put a phone, and then a separate wireless charging pad. But the charger is vertical, so you have to rest your phone on its side to charge it and secure it in position with a plastic clip that, unfortunately, may scratch a phone’s screen. A single, large storage area would have been a more elegant solution.
The haptic buttons on the steering wheel can also be infuriating. You can press the buttons individually, or swipe across them for various functions, but it’s easy to mess up. On several occasions, I accidentally hit the telephone icon while trying to skip tracks, making inadvertent phone calls. I’m also not a fan of the piano black around the door handles, which are prone to scratching.
Photos Brad Anderson/Carscoops
Additionally, for an AU$86,250 (~$55,800) SUV, there are a few too many cheap black plastics spread throughout.
Space at the front is good. The seats are appointed in lovely leather trim and include heating and 4-way lumbar support. Sadly, the front passenger seat is not electrically adjustable, which is a shame at this price point. Our tester also had some worrying signs of wear on the driver’s seat, despite only being driven a few thousand kilometers.
Included among the (welcome) features is an ambient lighting system and an eight-speaker audio system with a subwoofer.
The second row is just big enough for tall adults, but headroom is lacking, as is toe room. It would have also been nice if Audi added a panoramic glass roof, as you’ll find in many other electric SUVs, some of which are significantly cheaper than this. Cargo space sits at 520 liters (18 cubic feet), or 1,490 liters (52.6 cubic feet) with the rear seats folded down.
Photos Brad Anderson/Carscoops
The Drive
Jump into the Q4 e-tron and you can set off in one of two ways. The simplest one is to press the brake pedal, select Drive or Reverse, and set off, just like a Tesla. Perhaps to cater to more traditional buyers, Audi has also added a physical Start/Stop button.
At low speeds, produces a more noticeable hum for pedestrian safety than some other EVs, but it goes away once you build speed. Speaking of speed, I was pleasantly surprised by how rapid the 45 e-tron felt. It’ll run to 100 km/h (62 mph) in 6.7 seconds, which isn’t far off some proper hot hatches, and pulls strongly to highway speeds.
Much like a Hyundai or Kia EV, Audi has positioned paddle shifters on the steering wheel to adjust the level of brake regeneration on the fly. However, there’s no full one-pedal driving mode.
The ride quality is exceptional. The Q4 e-tron suits Australian roads perfectly, providing the right amount of support while ironing out any significant imperfections in the road. And yet, it still manages to retain a slightly sporty edge, so it is quite enjoyable to drive.
A handful of different drive modes are available, including a configurable Individual mode where you can adjust the powertrain and steering. You can also up the brake regen by driving in ‘B’ rather than Drive, which is what I did most of the time during my week with the SUV.
The Q4 e-tron is reasonably efficient. I averaged 17.4 kWh/100 km while I had it, matching the Polestar 4 and Leapmotor C10 I recently tested. This brings the real-world range closer to 450 km (280 miles). The Audi supports both 11 kW AC charging and 175 kW DC fast charging, meaning the battery can be charged from 10-80 percent in 28 minutes. That’s not class-leading, but it should be adequate for most buyers.
All Q4 e-tron models sold in Australia include adaptive cruise control with active lane-centering. Like most other EVs on the market, the Q4 45 e-tron excels on the daily commute. It’s whisper quiet, the steering is light yet direct, and it’s well insulated from outside intrusions.
Photos Brad Anderson/Carscoops
Verdict
The entry-level Q4 e-tron is a solid option for those in the market for an all-electric SUV of this size. But it comes with a premium price tag and doesn’t feel up to scratch in some areas, mainly due to some shortcomings with the interior and the fit and finish.
While not a traditionally shaped SUV, the Polestar 4 we recently drove feels a fair bit more premium, and yet is slightly cheaper. Then there’s the matter of the army of EVs emerging from China that are becoming increasingly compelling for new car buyers across Australia.
The Velar EV may borrow some tech from the full-size Range Rover.
A pair of electric motors could allow it to out-muscle the supercharged V8.
Land Rover isn’t expected to lift the veil on the latest Velar until next year.
The market for premium all-electric SUVs is continuing to swell and with BMW, Mercedes, and Audi already selling multiple, the folks over at Jaguar Land Rover simply had to respond. In addition to working on an electric version of the full-sized Range Rover, the smaller Range Rover Velar is getting an electric overhaul and it’s already being tested on the Nurburgring.
This prototype may be covered in camouflage, but it’s clear that the overall shape of the Velar EV will be similar to the existing ICE-powered model. Given that the current model is already quite good-looking, Land Rover (wisely) chose not to mess with its design too much.
As such, the front end looks very familiar, complete with thin headlights and blacked-out areas where the front grille and air intakes sit on the combustion Velar.
It’s unclear whether Land Rover will make any major changes to the SUV’s front end. Since electric vehicles don’t need an engine to cool, a traditional grille and large air intakes are largely unnecessary, yet the prototype suggests a grille of some sort will remain, likely a solid black panel. At the center sits a small forward-facing camera, used by the vehicle’s safety and driver-assist systems.
There’s also some interesting stuff going on with the rear half of the prototype. There are some lumps and bumps around the C- and D-pillars, but we expect a more refined rear for the production model.
Powertrain Predictions
Little is known about the EV’s powertrain. We know the larger Range Rover EV will have a massive 117 kWh battery pack, but that’s far too big for the smaller Velar. Instead, something in the range of 85 – 100 kWh seems more likely.
It’s also safe to assume it’ll utilize two electric motors in order to sport all-wheel drive. There’s even a possibility it could out-muscle the current SVAutobiography Dynamic, which uses a 5.0-liter supercharged V8 and has 542 hp and 502 lb-ft (681 Nm).
Major European and British automakers are shifting focus to larger and higher-end EVs.
A growing number of small EVs from China will combat the ever-growing size of new cars.
In June, roughly 10 percent of all new cars sold in the UK were from Chinese brands.
Few could have predicted just how quickly Chinese automakers would come to dominate the affordable EV market. In less than a decade, brands from the People’s Republic have gone from underdogs to leaders, reshaping global competition so dramatically that legacy carmakers have largely stepped back from the lower-cost segment, according to a new UK report.
The study, published by the FIA Foundation, highlights how the rise of small, budget-friendly EVs from China is pushing European and British manufacturers to concentrate on larger and more premium models instead.
China’s Growing Edge
“China, which now accounts for 27pc of global passenger car sales, has secured a competitive edge in manufacturing smaller EVs, with strengths across key aspects of EV production, including battery supply chains, manufacturing efficiency and software,” the report says. “It means China has evolved from a net importer of passenger cars before 2020 to the world’s largest net exporter.”
According to the report, this has led to European and British brands to cede the affordable car market. Of course, whether or not the car manufacturers themselves would admit this remains to be seen.
While EVs from China have been kept out of the US, they are becoming an increasingly common sight in the UK. Of all the new cars sold in the UK in June, roughly 19,000 of them were made by Chinese brands like MG, BYD, Omoda, and Jaecoo. Currently, there are more than 130 EV models available in the country and of these, 33 are priced under £30,000 ($40,200).
Small Cars, Big Potential
The surge in Chinese EVs could help to combat the swelling size of new vehicles. As noted by the chief executive of the RAC Foundation, Steve Gooding, “Our love affair with Fiesta-sized cars might swiftly be rekindled if more small, keenly priced EV models start coming to market,” he told Yahoo!.
Incentives from the nation’s Department of Transport could help to increase the number of small EVs on local roads. Discounts of up to £3,750 ($5,025) are available for new electric cars and more than 100,000 addition public charging locations are in the works.
BYD has already registered more than 20,000 PHEVs in Europe so far.
Similarly, MG has increased hybrid sales and cut EV sales in the region.
The EU is aware of the loophole but doesn’t appear eager to close it.
In a bid to protect its car industry, as well as hit back at Chinese carmakers for receiving unfair subsidies from their government, the European Union has been imposing hefty tariffs on imported EVs from the People’s Republic since October 2024. However, Chinese brands are already looking to circumvent the tariffs as much as possible by setting up local production facilities and, at least for the time being, increasing their focus on hybrids.
Where There’s a Will, There’s a Way
Hybrids sit in a relatively safe zone, since they’re only partially covered by the EU’s tariff system. Combined with the fact that they remain popular with European buyers, it’s no surprise that Chinese automakers are boosting hybrid imports at record levels.
A recent report from Dataforce reveals that BYD registered 20,000 plug-in hybrids in the EU through the first half of the year, more than three times the number of PHEVs it imported during the whole of 2024. In addition, MG has imported more PHEVs across January-June than it did in all of 2024. Lynk & Co is also importing more PHEVs to Europe than ever.
Increasing their focus on hybrids greatly benefits Chinese firms. Every EV that BYD sells in Germany is hit with a base 10 percent duty and then a 17 percent additional duty, bringing the tariff up to 27 percent. For the best-selling Atto 3, these tariffs add about €10,000 ($11,600) to the electric SUV. By comparison, the plug-in hybrid BYD Seal U only has to deal with 10 percent duties, or the equivalent of €3,999 ($4,600) based on its €39,999 ($46,600) starting price.
The impact is even more significant for SAIC, which sells MG models. It has to deal with the highest EU tariffs of 45.3 percent for its imported EVs. So, through the first six months of this year, it has sold 60 percent fewer EVs across the continent, but has increased registrations for the hybrid MG HS, MG ZS, and MG 3.
Changing Tactics to Circumvent Obstacles
“It was only a matter of time before the Chinese manufacturers changed their strategy after the introduction of the special tariffs in order to increase their profitability in Europe,” the director of the Center Automotive Research in Germany, Beatrix Keim told Handelsblatt.
It’s understood the European Commission is aware of the loophole being exploited by Chinese brands, but it does not appear to be concerned. Instead, it remains hopeful it’ll be able to work things out by having talks with China’s aggressively expanding automakers.
This Charger has a misaligned driver’s door, a non-functional trunk, and other faults.
Nicholas Sharrett says the whole car is now “practically useless” due to the issues.
The driver’s seat also slides back automatically, once trapping the owner’s daughter.
Electric muscle cars were supposed to mark a bold new chapter, but the reality has been less than thrilling. Dodge may not want to admit it, but the Charger Daytona has not ushered in an exciting era for all-electric muscle cars as the brand would have hoped.
In the first quarter of the year, just 2,115 were sold in the US and Canada, prompting Dodge to kill off the entry-level R/T model. And for at least one buyer, it seems to be riddled with issues.
This particular Charger R/T Daytona, which we must say looks excellent painted in Peel Out Orange, is currently being leased by a man named Nicholas Sharrett. He collected it in May from Wetzel Dodge in Richmond, Indiana, and says it has been nothing but trouble. In fact, he now describes the car as “practically useless.”
The Trunk That Won’t Open
Sharrett’s biggest frustration is with the trunk. It doesn’t open, and it hasn’t worked from the day he picked it up. Curiously, Dodge has not added a trunk opener to the keyfob, nor is there a button or a latch in the cabin.
Instead, the only way to open it is to press a tiny rubber button on the taillight. That button doesn’t work, so the only way to load things into the trunk is to open the door, lower the back seats, and throw items to the rear.
Doors Out of Line
The problems don’t end with the trunk. Sharrett says the driver’s door is so badly misaligned that it rubs against the body in three different spots, even wearing away the paint at one point. Wetzel Dodge, located more than 100 miles from his home, tried to correct the alignment but told him Stellantis refused to repaint the exposed metal.
Additionally, there’s a fault with the passenger door, and it only works roughly half the time. So, if Sharrett needs to open the passenger door, he has to do so from inside the Daytona. He also says he receives error messages on the Uconnect infotainment system almost every single time he starts up the car.
The driver’s seat comes with an especially frustrating flaw. When someone in the back pulls the strap to move it forward, the seat slides as expected. But once it reaches the end of its track, it won’t stay in place and immediately begins sliding back on its own. This glitch once trapped Sharrett’s seven-year-old daughter as she was trying to climb out of the rear seat.
Sharrett’s experience might be just one case, but it leaves room for a bigger conversation. If you own a Charger Daytona, have you faced similar issues, or has your car lived up to expectations? Share your experience in the comments below.
The new batteries are being used shortly after Subaru launched the all-electric Uncharted.
Maxell’s solid-state cells use a ceramic-like electrolyte rather than a liquid one.
Subaru has previously needed to charge robot batteries every one or two years.
Advanced solid-state batteries have long been regarded as the holy grail for electric vehicles and Subaru has joined fellow Japanese brands Toyota and Nissan by working to implement these advanced new packs. However, rather than using them in any of its EVs, Subaru is instead utilizing solid-state batteries in robots which build engines and transmissions.
The batteries in question come from Japanese electronics firm Maxell Ltd and have been primarily used as backup batteries in industrial equipment, designed to protect against computer memory loss. These solid state cells, like those set to be used by future EVs, have a ceramic-like electrolyte rather than a liquid one. This makes them more energy-dense and allow them to support fast charging than traditional lithium-ion cells.
Why Robots Come First
Maxell’s batteries are less than 1 kWh in capacity, and therefore far too small to use in a vehicle. However, they have been adapted for use with Subaru’s factory robots which usually need battery changes every one or two years. These new batteries can last for up to 10 years.
According to Auto News, Subaru has already introduced the batteries into nine robots at its Oizumi engine and transmission plant north of Tokyo.
“By installing all-solid-state batteries in the industrial robots used at our factory, Subaru aims to reduce both industrial waste and maintenance work for industrial robots by utilizing the long battery life,” the company said in a statement.
Subaru’s EV Balancing Act
A few short months ago, Subaru acknowledged that it was “re-evaluating” its electrification strategy, becoming just the latest in a slew of car manufacturers that have become increasingly concerned with the slowing growth of EV sales in certain markets. However, it recently revealed its second EV for North America, named the Uncharted.
This is the brand’s take on the new electric Toyota C-HR but has a slightly more rugged design. The flagship model has a pair of electric motors that combine to deliver 338 hp and enable it to hit 60 mph (96 km/h) in 5 seconds.
Through the first seven months of this year, Genesis built just 1,367 examples in the US.
Genesis announced an update to the GV70 range for the 2026 model year in November.
The updated SUV includes a larger 84 kWh battery pack, replacing the old 77.4 kWh unit.
Less than two weeks after news broke that Genesis had dropped the Electrified G80 from its US line-up, production of the all-electric GV70 has also been put on hold. The company maintains the pause is only temporary, though the timing raises questions about the SUV’s future. For now, the situation doesn’t reflect particularly well on the brand’s electric strategy.
News of the production pause surfaced earlier this week through Business Korea, which reported that Hyundai Motor’s Alabama plant stopped building the Electrified GV70 back in June. The outlet went further, suggesting the move was not just a pause but the permanent removal of the electric SUV from the assembly line.
Troubled Start For Local Production
Genesis has been building the Electrified GV70 in Alabama since February 2023, and it remains the only EV that it produces in the United States. Sales, however, have been underwhelming. Between January and July this year, just 1,367 units were assembled, a decline of 18.3 percent compared with the same period last year. March was especially weak, with only 93 vehicles completed.
The automaker has confirmed that production of the Electrified GV70 has indeed been halted in Alabama, but it insists it is only a temporary measure and that manufacturing will resume soon.
Official Response
“Genesis has temporarily paused assembly of the Electrified GV70 at Hyundai Motor Manufacturing Alabama (HMMA) as we optimize our production plans,” a Genesis spokesperson told Carscoops. “Electrified GV70 production is planned to resume for the US market, with details to be announced at a later date. The Electrified GV70 remains available at US retailers at this time without disruption. Along with the GV60 SUV, Genesis will continue to offer an EV lineup that meets the needs of US consumers.”
While Genesis says the electric SUV isn’t going anywhere, it clearly faces pressure to spark more interest among buyers. Toward the end of November, the model was refreshed for the 2026 model year, gaining a larger 84 kWh battery pack to replace the previous 77.4 kWh unit. The upgrade suggests Genesis isn’t ready to walk away from the electric SUV, even if sales have yet to match expectations.
Aston Martin’s first EV will launch sometime this decade with Lucid-based tech.
Fake ICE sounds and simulated gear changes are under consideration for its EVs.
The EV could be a sports car or crossover, but the design remains unconfirmed.
Aston Martin has been steadily laying the groundwork for its electric future. In mid-2023, the company entered a long-term strategic partnership with Lucid, securing access to the American brand’s advanced electric motors and battery packs.
While its first EV is still a few years away, Aston Martin is already considering how to make it feel distinctly its own, even exploring systems similar to those in the Hyundai Ioniq 5 N to capture that signature driving character.
Currently, Aston Martin is focused on the launch of its first-ever plug-in hybrid, the limited-run, mid-engined Valhalla. It promises to rival new hypercars like the McLaren W1 and Ferrari F80, but at a fraction of the cost. It’ll likely also serve as Aston Martin’s final all-new model before it adds an EV to its range, promising to do so at some stage this decade.
Exploring EV Character
During Monterey Car Week, Aston Martin’s chief creative officer Marek Reichman discussed the company’s electric vision in a conversation with CarBuzz. When asked about features such as simulated gear changes and sound profiles reminiscent of internal combustion engines, Reichman did not dismiss the idea.
“If it is a benefit to the driving performance capability of our cars, and therefore it is authentic and real, and we can use a system that allows the driver to have more emotion about driving, then yes,” he said. Importantly, Reichman said such systems need to feel authentic and must add to the driving experience.
“If it is something that is purely artificial, then no,” he said. “Because an Aston Martin is true; it’s authentic. There are only a few companies in the world of Formula One that sell road cars. We have a massive advantage. Imagine the knowledge, the data we’re gathering and how we can use it to make a road car more exciting. Whether it’s gears or some way of using torque vectoring to generate engagement, we are fully embedded to an exciting driving experience.”
As Aston Martin’s first EV is still quite far out, it’s impossible to know what form it could take. The British brand may decide to position it as a direct rival against the Ferrari Elettrica, which is shaping up to be a crossover. Alternatively, Aston Martin may decide to build an all-electric sports car or supercar.
Shoppers who ordered a Foundation Series were supposed to get several accessories.
The highlight of the package was an off-road light bar glued above the windshield.
Lawsuit accuses Tesla of knowingly advertising features it never intended to deliver.
When Tesla launched the Foundation Series version of the Cybertruck, it promised that it would come with a special roof-mounted LED off-road light bar. However, a newly filed lawsuit in the US contends that many owners did not receive these light bars, and says that some wouldn’t have purchased their trucks had they known the light bar wouldn’t be included.
The lawsuit was filed by plaintiff Eric Schwartz in California. He alleges that he purchased a Tesla Cybertruck Cyberbeast in December 2023 and paid an extra $20,000 for the Foundation Series version. These vehicles were supposed to be equipped with several upgrades, including the light bar positioned just above the windshield.
However, according to Schwartz, his Cybertruck was delivered without the LED light bar, and while he has repeatedly contacted the automaker, it has apparently refused to give it to him.
The lawsuit contends that the plaintiff suffered an ‘injury in fact’ because Tesla took his money but did not provide the products it had promised. Through the class action, Schwartz aims to represent all Cybertruck purchasers in California who bought a model that was supposed to include the off-road light bar, but was not delivered with one.
The class action also claims that buyers may not have purchased their Cybertrucks had they known Tesla was advertising the light bars without the intention of delivering them with the vehicles.
Just Another Lawsuit
This isn’t the only recent lawsuit to be filed against Tesla in California. Earlier this week, U.S. District Judge Rita Lin said the automaker must answer to a certified class action that alleges the automaker misled drivers about the self-driving abilities of its vehicles. The lawsuit claims that Tesla failed to live up to the promises made by the company on its website, in blog posts, on social media, and in comments made by boss Elon Musk.
Acura is pivoting away from an EV-only future due to weak customer demand.
Executives confirm hybrids are now a serious part of the brand’s evolving strategy.
Future hybrids could include updates to existing Acuras and all-new nameplates.
Although electric vehicle sales continue to grow, they haven’t surged quite like some industry experts and automakers had expected. As such, a growing number of brands are turning their attention to hybrids, viewing them as an important stopgap between traditional ICEs and EVs. Acura is the latest carmaker to follow this trend.
While parent company Honda has several hybrid models in its family, Acura has long remained committed to ICEs and EVs, largely disregarding hybrid powertrains. Now, American Honda chief executive Kazuhiro Takizawa has acknowledged that due to “customer demand, it’s not realistic” to only focus on EVs moving forward.
“We will max production of ICE and hybrid models to meet the needs of our customers in North America,” he told The Drive while speaking at Monterey Car Week. “This means extending key ICE models and adding hybrid products. Our strategy to invest in flexible production in our EV hub in Ohio is proving very smart. This will enable us to make ICE, hybrid, and EV models on the same production lines, and adjust production fluidly based on customer demands.”
Importantly, shoppers shouldn’t expect to see hybrids from Acura for quite some time. When asked why Acura doesn’t simply borrow the hybrid powertrain of the Civic for a car like the Integra, Takizawa-san noted it usually takes several years to overhaul a vehicle to this extent.
More Than An Engine Swap
“When you change the powertrain, with crash tests and all those things we have to start from scratch,” he said. “[Our engineers] say it’s quite difficult. But of course, it’s not impossible, and we have that technology, so it’s just a matter of lead time and development of the models. To have a new vehicle, we usually need four years or more. [With] this lead time, we need to wait. Once we made our decision, it still takes several years. So it’s just a matter of time.”
During a separate interview with Auto News, Acura senior managing director and chief officer of automotive operations at Honda Motor Co, Katsushi Inoue, said the hybrids have “always been an option, but now we are taking this option very seriously.”
He did not specify which Acura models could get hybrid power, but he indicated the automaker is looking at adding hybrids to existing models, as well as exploring potential all-new hybrid models.
The Magma models will be more sophisticated and luxurious than Hyundai’s N products.
After the GV60 Magma, future hot Genesis models will be developed and tuned in Europe.
Like the Ioniq 5 N and Kia EV6 GT, the GV60 Magma will have over 600 hp from twin motors.
A hot new version of the Genesis GV60 is just around the corner, thanks to the company’s new Magma division. While it’ll share a lot of its components with the Hyundai Ioniq 5 N and Kia EV6 GT, Genesis insists that the spicy EV will have a character all to its own, thanks in part to some trick software.
The new GV60 Magma has been developed in Korea, but moving forward, all other Magma cars will be developed and tuned by the Hyundai Motor Europe Technical Center near Frankfurt, Germany. Tyrone Johnson is heading up this facility, and given that he played a pivotal role in the creation of the last Ford Focus RS, he’s the perfect man for the job.
While recently speaking with Top Gear, Johnson noted that Magma models developed in Germany will start to hit the market in 2027, including versions based on the GV80 and G80. He also acknowledged that Magma’s electric models will be designed as more sophisticated and luxurious than the Hyundai Ioniq 5 N.
“N is ‘corner rascal,’” he said. “A Magma isn’t about the track, although it will be track capable. It’s a more sophisticated, luxurious driving machine. It has to be about power, and changes to motors and engines are important. But it doesn’t have to be the most powerful [in its class]. It needs sufficient power. Weight is always important. It’s independent of luxury. You have to have weight in focus, partly because range is important and you get diminishing returns with a larger, heavier battery.”
The Software Revolution
Johnson added that throughout most of his 40-year career in the automotive industry, separating one car from another “was all mechanical engineering.” Now he said, “it’s all software,” adding that it is now possible to “fundamentally change a car with software.” Presumably, this means the GV60 Magma, as well as other Magma products, will have different software to vehicles from Hyundai’s N division, giving them unique driving characteristics.
In all likelihood, the GV60 Magma will feature the same dual electric motors and 84 kWh battery pack as the Ioniq 5 N. As such, it should pump out more than 600 hp, and be capable of hitting 62 mph (100 km/h) in the low-3-second range.
The center includes a 1-mile (1.7 km) race track with a straight long enough to hit 136 mph.
BYD has also built the world’s largest sand dune climbing facility for car testing.
Ticket prices range from $83 to roughly $927 for the VIP package.
Porsche has its Experience Centers, and now Chinese juggernaut BYD has opened a massive, all-terrain driving experience center in Zhengzhou that’s basically a dream theme park for any automotive enthusiast. Many of the brand’s most impressive models are available to test at the site, including the all-electric Yangwang U9.
Perhaps the highlight of the facility is a 1-mile (1.7-km) race track with nine corners and a 1,804-foot (550 m) straight, long enough to let BYD’s flagship models hit up to 136 mph (220 km/h). Situated near the track is a 15,300 square-meter ‘dynamic paddock’ where cars can complete slalom and moose tests, and showcase their automated parking functions.
BYD has also built a large low-friction area with 30,000 smooth basalt bricks that gets covered in water, aiming to replicate driving on snow and ice. It’s even gone ahead and built a huge 70-meter-long pool. The latter isn’t for swimming in, but has been designed to showcase the YangWang U8’s ability to float and move slowly across water thanks to its advanced electric powertrain. Yes, despite the brand’s status and painstaking attention to detail, this isn’t something you’ll find at a Porsche Experience Center.
You also won’t find anything like BYD’s Sand Incline at a Porsche facility either. This massive sand dune has been certified by Guinness World Records as the highest and largest dune climbing facility for car testing, constructed from 6,200 tons of sand mimicking the sand found in the Alxa Desert. It also serves as a proving ground for the U8. The facility also includes a separate off-roading area as well as a large camping and relaxation area for visitors.
Four different tickets are available for those who’d like to experience all that BYD has to offer. The cheapest ticket, priced at 899 yuan or $83, includes a passenger ride in the YangWang U9 as well as experiences in one vehicle from BYD’s Dynasty or Ocean series. A pricier 999 yuan ($139) ticket is also offered, adding experiences with two Denza and Fang Cheng Bao models, including a track drive of the Z9 GT.
Two other ticket options are available. The first costs 1,999 yuan or $280 and includes experiences in both the YangWang U8 and U9, as well as the Dynasty/Ocean series models and cars from Denza and Fang Cheng Bao. A VIP ticket is also available, costing 6,666 yuan or $927. It includes access to all models and areas of the facility, as well as a one-night stay in a nearby five-star hotel.
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