The new model will hit the market next year as the Super-ONE or Super-N in some markets.
Honda has yet to detail the car’s powertrain, but confirmed a simulated seven-speed transmission.
Found in the cabin are a pair of sporty seats clad in blue, white, and gray upholstery.
The Super EV Concept previewed by Honda at the Goodwood Festival of Speed has morphed into this: the Super-One Prototype. Presented at the Japan Mobility Show this week, this model is a close preview of a new production model that’ll essentially serve as a successor to the Honda e.
Presented in Tokyo as the Super-One Prototype, the pint-sized electric city car will be sold across Japan, Asia, and Oceania as the Super-ONE, but sold in the UK as the Super-N. It is based around Honda’s new N-One e: kei cars sold in Japan and has a sporty persona that’s bound to appeal to some performance car enthusiasts.
Honda hasn’t released powertrain details for the model, but says it’s equipped with a simulated seven-speed transmission and an Active Sound Control system that mimics the soundtrack of a “powerful” engine. The virtual gear shifts and the ICE-inspired soundtrack will fire into life when the car is driven in Boost mode. Additionally, there’ll be dedicated interior displays and coordinated lighting sequences to enhance the thrill of driving.
A Sport Design to Match
It’s not just the driver-focused nature of the Super-One that makes it stand out from the old Honda e. It also has a fun exterior design. Looking more like a car that has been tweaked by an aftermarket firm for the Tokyo Auto Salon, the EV includes bulging wheel arches and sporty bumpers. It even has a small wing at the rear.
Found in the cabin are sporty seats trimmed in black, white, and grey upholstery. There’s also a small digital instrument cluster and a large central infotainment display similar to other Honda models.
The production model will hit the market next year, first launching in Japan, before being added to Honda’s UK range and in several other Asian markets.
“The Super-N Prototype promises to offer a great entry point to Honda EV ownership when it arrives in our market next year, building on the excitement we saw for the concept model at Goodwood this summer,” Honda UK head Rebecca Adamson said. “By bringing Honda’s trademark ‘fun-to-drive’ performance to a compact all-electric model, we believe this is a unique proposition and we are excited for people to experience it from 2026.”
The Honda 0 α prototype gives us a clear indication as to what the production model will look like.
Honda refers to the 0 α as a “gateway model” for its 0 Series of electric vehicles.
The model will be sold globally, but focused on the Japanese and Indian markets.
The SUV staring back at you here is the Honda 0 α, unveiled in a world premiere at the Japan Mobility Show and already edging toward production within the next two years.
It’s officially labeled a “prototype,” but as we’ve seen in the past, in Honda terms, that means pre-production rather than pure concept. It joins the 0 Saloon and 0 SUV that made their debut earlier this year, rounding out Honda’s latest attempt to reinvent itself for the electric age.
Honda refers to the 0 α (Alpha) as a “gateway model” for its 0 Series range of electric vehicles. The production model will hit the market in 2027 and be available in markets around the world, with a particular focus on Japan and India.
It has a very similar design to the 0 SUV, but is slightly smaller. And, just like the two other 0 Series models, it looks unlike anything in Honda’s current range.
The most obvious points of difference between the 0 α and the 0 SUV are found at the front. This smaller model rocks a set of different LED taillights and DRLs, but retains an illuminated Honda badge. The lower bumper has also been redesigned and looks slightly more aggressive with a pair of body-colored elements.
From the side, the 0 α looks almost indiscernible from the larger model. It retains the same odd shape with an incredibly high rear window and thick rear pillars.
It also has the same rocker panels, the same basic doors, and the same flush handles. The most obvious difference is that it’s slightly shorter and lacks the tiny window behind the C-pillars of the larger model.
The similarities continue at the rear. Honda has equipped the 0 α with a U-shaped LED lightbar that stretches up the tailgate. Notably, the 0 α has a larger rear window than the 0 SUV, which should improve rear visibility. A curvaceous bumper also catches the eye.
What About The Tech?
Honda has yet to release any technical specifications about the new prototype. We know that the 0 Saloon and 0 SUV will share a platform with the Afeela EV that Honda co-developed with Sony. Presumably, the 0 α will also use the same architecture.
The carmaker notes that the 0 α also adopts the same ‘Thin, Light, and Wise’ approach of the other 0 Series models. Honda has previously said this approach will lead to the creation of an “ultra-thin battery pack” and a compact e-Axle.
The thin battery pack will allow Honda to reduce the height of the floors in its EVs and boost cabin space without impacting ground clearance.
As with the other 0 Series models, the 0 α should hit the market with at least 300 miles or 483 km of range. All 0 Series models are also tipped to hit the market with Level 3 self-driving capabilities that include an eyes-off function for highway traffic jams.
We also know the 0 Saloon and 0 SUV will come standard with NACS charging ports, although it’s unclear if the 0 α will as well given that Honda hasn’t mentioned plans to sell it in North America.
Rivian’s CEO praised the Xiaomi EV’s design after a teardown.
RJ Scaringe said he’d buy the SU7 himself if he lived in China.
He called it a well-integrated, nicely executed technology platform.
Last year, Ford chief executive Jim Farley surprised many when he revealed that his daily driver was a Xiaomi SU7 quietly imported into the United States. Now, another American industry leader has joined the conversation about the Chinese electric sedan that’s been causing a stir both at home and abroad.
Rivian chief executive RJ Scaringe revealed his team recently tore down an SU7, and, likely Farley, he’s full of praise for it. However, he says that developing and building a vehicle like it in China is very different than doing the same in the US.
How Good Is It?
According to Scaringe, the SU7 is a “really well executed, heavily vertically-integrated technology platform” that is “nicely done.” He added that if he were living in China, it’s one of the cars that he’d personally consider buying.
One of the SU7’s most compelling advantages is its price. With a starting figure of 215,900 yuan, roughly $30,000, it undercuts much of the competition. After taking the car apart, Scaringe explained that Rivian “learned nothing from the teardown” about how Xiaomi keeps costs so low.
There was no hidden engineering trick or obscure cost-cutting secret waiting inside the panels. The real explanation, he said, is simple: China’s extensive government support.
China Plays By Other Rules
The distinction, according to Scaringe, comes down to the economic landscape in which Xiaomi operates. State backing shifts the financial balance from the ground up, creating an environment that’s nearly impossible to replicate in the US.
“The cost of capital is zero or negative, meaning they get paid to put up plants,” Scaringe told Business Insider. “It’s a very different opportunity.”
Government Grants Alter The Playing Field
While Rivian was provided a $6.6 billion loan for its new production facility in Georgia, Scaringe noted that automakers in the People’s Republic like Xiaomi receive outright grants from their own government, which is “just not something that exists in the US.”
He also noted that China’s lower labor costs further tip the scales.
“When you take the cost of capital down to zero or less than zero and you have a cost of labor that’s very low – you can do the math, you can build a spreadsheet that can arrive at exactly how they’re doing it,” he explained.
Scaringe added that the reality behind Xiaomi’s pricing isn’t mystical or secretive. “I think it’s like Wizard of Oz. I think when people think there’s a Wizard of Oz, it’s not helpful. It’s like there is no magic in the world. Everything could be analyzed and calculated.”
Lucid teases mid-size EV with sleeker styling than the larger Gravity.
It’s expected to start under $50,000 when production begins next year.
Nvidia Drive AV enables hands-off, eyes-off driving with dual Thor chips.
For as good as the Lucid Air and Gravity are, their price tags keep them out of reach for most buyers. Thankfully, the American brand is working on a more affordable mid-size SUV, and this is our first chance to see it from the rear.
The teaser image arrives almost exactly a year after Lucid first previewed the model’s front, timed to align with an important new partnership with Nvidia.
What Are We Seeing?
The image itself is deliberately dark, but there’s enough light to reveal a three-quarter rear view of what could be named the Earth.
Compared to the Gravity, it’s noticeably smaller, with a roofline that slopes sharply into a compact decklid. The more steeply raked rear glass gives it a sportier silhouette, setting it apart from its larger sibling and bringing it closer in profile to Tesla’s Model Y.
Additionally, Lucid has equipped it with simple horizontal LED taillights, no doubt cheaper than the complex units found on the Air and Gravity.
Other important details visible in this teaser include the newly designed door handle sitting flush with the bodywork and distinctive wheel arches.
Lucid plans to release more than one vehicle on its forthcoming mid-size platform, although details about the others are limited.
We know production of this new SUV will be handled by the carmaker’s AMP-2 factory in Saudi Arabia and should start before the end of next year. It’s expected to hit the market for less than $50,000.
Lucid x Nvidia
The company dropped this teaser of the mid-size model alongside a critical new partnership with Nvidia. Moving forward, Lucid will adopt Nvidia’s Drive AV platform, which promises eyes-off, hands-off, and mind-off Level 4 autonomous driving.
Lucid’s existing DreamDrive Pro system was developed in-house and has already been improved in the Gravity thanks to Nvidia’s systems, allowing for Level 2++ semi-autonomous driving.
To achieve Level 4 driving, Lucid will incorporate Nvidia’s full suite of sensors, including cameras, radar, and LiDAR. Starting with its mid-size models, each vehicle will include two Nvidia Drive AGX Thor accelerated computers running the Nvidia DriveOS operating system.
Lucid says “this next-generation AI computing platform, with its centralized architecture and redundant processors, will unify all automated driving functions, enabling a seamless evolution through the autonomy spectrum.”
The strengthened relationship between Lucid and Nvidia will also bring new automated-driving features to the Gravity via over-the-air software updates.
Rivian will pay to settle a lawsuit over 2022 price hikes.
Suit claims it misled investors about costs before its IPO.
Deal covers Class A shareholders from 2021 to early 2022.
For Rivian’s earliest customers, timing proved to be an expensive lesson. In early 2022, the young EV maker frustrated reservation holders by announcing steep price hikes for the R1T pickup and R1S SUV just before their launch. As it turns out, that decision came with a hefty price tag of its own.
This week, Rivian confirmed it would pay $250 million to settle a class-action lawsuit filed shortly after those price increases were made public.
In March 2022, Rivian revealed that prices for the R1T would climb from $67,500 to $79,500, while the R1S would rise from $70,000 to $84,500. Price adjustments aren’t unusual in the auto industry, but few companies raise figures that sharply, Tesla’s occasional curveballs aside.
The real misstep came when Rivian initially applied the new prices to existing reservations. That move hit early adopters who had placed their deposits months earlier the hardest, and it didn’t sit well with them.
Rivian reversed course within days, sparing existing customers from the higher prices and limiting the increases to new buyers. But the damage was done.
Soon after, a lawsuit accused the company of including misleading statements and cost estimates in filings made before its 2021 IPO about the true expenses involved in producing the R1 lineup.
Now, Rivian has agreed to settle the case. The company will pay $250 million in total, with $67 million covered through its directors’ and officers’ liability insurance, and the remaining $183 million drawn from its cash reserves. The agreement still awaits final approval from the court.
Rivian maintains that it denies all allegations and states the settlement “is not an admission of fault or wrongdoing.”
Anyone who acquired Rivian Class A common stock between November 10, 2021, and March 10, 2022, qualifies as part of the settlement group.
The settlement comes at the worst possible time for the car manufacturer. While it had $4.8 billion in cash and equivalents at the end of June, it needs all the money it can get to successfully launch the mid-size R2, which could prove to be a make-or-break moment for the automaker.
A total of 437,487 EVs were sold in the US during Q3 2025.
Topping the charts were the Tesla Model Y and Model 3.
Other strong sellers included the Ioniq 5 and the Prologue.
Final sales results for the third quarter are now in, closing one of the most closely watched reporting periods the electric vehicle market has seen in recent years. No doubt, the Trump administration’s move to scrap the federal EV tax credit sparked a final buying spree that sent sales figures sharply upward.
Unsurprisingly, two familiar Tesla models held a commanding lead, but several other notable models experienced significant demand spikes.
How Big Was the Jump?
According to Kelley Blue Book data, U.S. EV sales hit an all-time quarterly high of 438,487 units, up 40.7 percent from Q2 and 29.6 percent higher year over year, surpassing the previous record from Q4 2024 by nearly 20 percent.
Electric vehicles also claimed a record 10.5 percent share of total vehicle sales, up from 8.6 percent in the same period last year.
The Tesla Model Y was still comfortably the most popular EV in the United States, as 114,897 were sold during the period, a 29 percent increase from 89,077 delivered last year. Even so, Tesla’s overall market share slipped to 41 percent from 49 percent a year ago.
In second place was another Tesla, the Model 3, at 53,857 units. That result was actually down 7.8 percent year over year, suggesting some buyers may have shifted their attention toward the updated Model Y.
The first non-Tesla entrant on the best-sellers list was the Chevrolet Equinox EV. A total of 25,085 were sold, a huge 156.7 percent rise from 9,772.
Positioned not far behind it were the Hyundai Ioniq 5 with 21,999 sales, the Honda Prologue with 20,236 sales, and the Ford Mustang Mach-E with 20,177 sales. The VW ID.4 was also a strong performer for the quarter, with 12,470 units, a 176 percent increase from Q3 2024.
A surprise inclusion among the best-sellers was the Audi Q6 e-tron. A total of 10,299 SUVs were sold during the quarter, an impressive result considering that model’s premium positioning that allowed it to outsell the Ford F-150 Lightning (10,005 units).
Other strong performers included the Rivian R1S with 8,184 sales, the Chevrolet Blazer EV (8,089), the Kia EV9 (7,510), and the Cadillac Lyriq, of which 7,309 found new homes.
Still, fewer than 10 models managed to exceed 10,000 sales in Q3 2025, underscoring how top-heavy the market remains. For most automakers, EV volume remains well below the levels needed for profitability.
The Best Sellers YTD
Year-to-date figures show total U.S. EV sales surpassed 1.04 million units, up 11.7 percent from about 935,000 a year earlier.
Tesla continued to lead with 451,160 units, down 4.3 percent year over year but still holding a 41 percent market share. Chevrolet followed in second place with 87,137 units, a 113 percent jump, while Ford ranked third with 69,600 (+2.8%) and Hyundai came in fourth at 57,167 (+31.1%).
Among individual models, the Tesla Model Y led the way with 265,085 units, down 8 percent year over year, followed by the Model 3 at 155,180, up 18 percent. Chevrolet’s Equinox EV climbed into third place with 52,834 sales, a massive 390 percent surge.
Ford’s Mustang Mach-E posted 41,962, the Hyundai Ioniq 5 reached 41,091, and the Honda Prologue recorded 36,553. Tesla’s Cybertruck ranked seventh at 25,973, edging out the Ford F-150 Lightning’s 23,034 and Volkswagen’s ID.4 at 22,125. The Chevrolet Blazer EV closed the top ten with 20,825 units.
What Happens Next
With federal incentives now expired, analysts expect a cooldown. “The training wheels are coming off,” said Cox Automotive’s Director of Industry Insights, Stephanie Valdez Streaty. “The federal tax credit was a key catalyst for EV adoption, and its expiration marks a pivotal moment.”
Cox Automotive projects a temporary dip in EV sales through late 2025 and early 2026 before growth steadies again over the long term.
Lucid owner charged nearly $4,000 for minor scratches and a single wheel.
Charges increased the lease’s effective cost by roughly $200 each month.
Similar complaints accuse Lucid and Bank of America of unfair lease charges.
Lucid has come under fire in the past year for hitting customers with unexpected charges at the end of their leases, often for tiny areas of damage. What began as a few scattered complaints has grown into a avalanche, with more and more owners coming forward to share similar experiences online.
It’s worth noting that Lucid’s leasing arm, Lucid Financial Services, operates in partnership with Bank of America. The bank apparently employs independent inspection firms to assess vehicles when leases end, which adds another layer between Lucid and the customer.
Not too long after we brought you the story of one Lucid Air lessee being charged $2,400 for underbody damage, another lessee has taken to social media to describe their dismay after receiving an even heftier bill.
According to a post on Reddit, they scored a decent deal on an 18-month leases for an Air, but were shocked to be charged $3,800 at the end of the lease for what Lucid describes as “Excess Wear.”
The first charge, $300, makes sense because one of the key fobs was missing. Then came the single biggest of them all: $2,400 for a damaged front bumper. According to Lucid’s inspector, the bumper had two scratches, one six-inch and one five-inch.
Interestingly, the lower front bumper cover has a pair of 15-inch scratches but will be replaced free of charge. That’s the same part a separate lessee damaged recently and was charged $2,400 for.
Then there are the wheels. Lucid spotted a four-inch area of curb rash on the left front wheel and charged $200 to repair it. It then noticed 19 inches worth of curb rash on the right rear wheel, but rather than repairing it, charged $900 for a replacement.
Paint Chips Are Fine, But Not Curb Rash
On the bright side, the company appears to have accepted some areas of wear and tear on the cover. For example, there are some minor chips on the hood and front cowl and a small dent on the left front door that it hasn’t charged the customer for.
Lucid has offered some compelling leasing deals for the Air, but factoring in the end-of-lease charges, this customer saw their monthly costs effectively increase by $200.
Understandably, people on Reddit weren’t impressed by this incident. “Absolutely crazy! This is equivalent to going to a restaurant and charging for every salt grain added to the dish,” one person wrote.
Another chimed in with their own experience: “I’ve had three Maserati leases, one Ghibli, two GranTurismos that I know Ally/Chase lost a bunch of money from… scrapped them and curbed the wheel and even returned with a crack in the tail light, zero charge and even got my security deposit back on each one!”
If you’ve leased a Lucid yourself, we’d like to hear from you. Did your experience line up with these reports, or was the process smooth from start to finish? Share your story in the comments or reach out to us directly.
Also’s TM-Q quad trades horsepower for human power in urban deliveries.
Rivian’s spinoff designed the pedal-assisted quad Amazon plans to deploy.
Workers pedal to assist electric motors while carrying over 400 lbs of packages.
Amazon already fields thousands of Rivian-built electric delivery vans across the United States, but the next addition to its fleet will be much smaller, lighter, and human-powered. The company plans to deploy new pedal-assist quads from Also, the micromobility firm spun out of Rivian that’s carving its own niche in the urban logistics scene.
The TM-Q quad, unveiled this week alongside the two-wheeled TM-B, will hit the pavement in spring 2026.
Just like the TM-B electric bike that you can buy for a hefty $4,500, the TM-Q quad has a small battery, a generator, and two pedals. These pedals help to power the generator, and the pedal-by-wire drivetrain directs power to the rear.
However, whereas the TM-B has just two wheels, the TM-Q has four and can be configured in a variety of different ways. Amazon’s model has been previewed with a large cargo area at the rear that can reportedly hold more than 400 pounds of packages.
Importantly, it remains small enough to legally use bike lanes and could prove to be perfect for last-mile delivery services, particularly in large, densely populated cities. The e-commerce giant will use the T-MQ throughout the United States and Europe.
Rivian holds a minority stake in Also, and its boss, RJ Scaringe, will serve on Also’s board. The micromobility firm has received $105 million in funding from Eclipse and will make use of Rivian’s retail presence, economies, and scale.
Also says that the TM-Q has been designed, engineered, and tested to automotive standards. Consumer-focused versions of the quad will come without the cargo topper like Amazon’s model, and be available with several different rear beds, including one that has bench seating that fits up to four children.
“Amazon already operates more than 70 micromobility hubs in cities across the U.S. and Europe,” said Emily Barber, Amazon’s Director of Global Fleet.
“Micromobility solutions like pedal-assist e-cargo quads allow us to quickly deliver to customers in dense, urban cities, while helping reduce traffic and noise. Similar to our Rivian EDV partnership, working with ALSO provides an opportunity to continue to innovate in this space, building on our delivery logistics experience, paired with their advanced technology, safety, and performance features,” she added.
Rivian cuts hundreds of jobs amid a slowing EV market and weaker sales.
Most layoffs target sales and service teams across the US and Canada.
The automaker expects 2025 sales between 41,500 and 43,500 vehicles.
A slowing EV market has prompted Rivian to slash more than 600 jobs across its workforce, despite the company’s expansion plans and having several new models in the pipeline.
The layoffs, which represent about 4.5 percent of Rivian’s staff, were announced soon after the company lowered its delivery forecast for the year, now expecting to sell fewer vehicles than in both 2023 and 2024.
Most of the reductions are being made across commercial teams in Rivian’s servicing and sales divisions. Additionally, Chief executive RJ Scaringe told employees in an internal memo that the company is consolidating several departments into a single marketing organization, with Scaringe temporarily taking the helm himself.
“These are not changes that were made lightly,” Scaringe wrote. “With the changing operating backdrop, we had to rethink how we are scaling our go-to-market functions. This news is challenging to hear, and the hard work and contributions of the team members who are leaving are greatly appreciated.”
These job cuts, first reported by the Wall Street Journal, come just a month after Rivian made a separate round of layoffs, cutting approximately 225 jobs, also targeting its sales and service operations in both the United States and Canada.
Sales Crunch
Rivian reported a record 13,201 sales in the third quarter, marking a 32 percent rise over the previous period. That figure, however, was partly inflated by customers rushing to buy before the federal EV tax credit expired.
Deliveries are expected to drop sharply in the final quarter, with Rivian forecasting year-end sales between 41,500 and 43,500 vehicles. By contrast, the company delivered 50,100 units in 2023 and 51,579 in 2024, signaling a noticeable downturn as the broader EV market settles into a slower growth phase.
Next year, the electric car manufacturer plans to start production of the long-awaited R2. The upcoming model will be smaller than the current R1T and R1S and is expected to start at around $45,000. After it hits the market, Rivian will follow it up with the R3, R4, and R5.
GM sells a small, cute SUV in China through partner company Wuling.
Company confirmed the Yep Plus will be sold in Brazil as a Chevrolet.
The Brazilian model uses a 42 kWh battery and 101 hp electric motor.
While some Land Cruiser fans are thrilled that Toyota has added a smaller, more affordable model to the lineup with the FJ, many in America were disappointed to learn the new version won’t be sold locally.
Looking through the photos released by Toyota, we couldn’t quite put a finger on what the Land Cruiser FJ reminded us of, aside from the obvious Hilux Champ it’s based on. Then it clicked, after we came across a GM-built model from China that’s now going global.
The vehicle in question is sold in China as the Baojun Yep Plus and was developed through the GM–Wuling joint venture. It’s not a focused off-roader like the new FJ, nor is it powered by a traditional combustion engine, but rather by an electric powertrain.
Now, we’re not suggesting the FJ copied the Baojun Yep Plus, but it gives off a similar vibe, and to our eyes, it looks every bit as good, if not better, than Toyota’s baby FJ Cruiser.
From the side, the two share a similar silhouette, though the GM model is noticeably smaller at 157.3 inches (3,996 mm) long, 69.3 inches (1,760 mm) wide, and 68 inches (1,726 mm) tall, with a 100.8-inch (2,560 mm) wheelbase, compared with the Toyota’s 180.1 inches (4,575 mm) in length, 73 inches (1,855 mm) in width, and 77.2 inches (1,960 mm) in height, riding on a 101.6-inch (2,580 mm) wheelbase.
Technically, that makes it a baby version of the baby Land Cruiser FJ.
The Yep Plus has the same boxy proportions as the FJ, though its bumpers are smoother and more rounded since it’s not built for off-roading. It also forgoes the Toyota’s jagged wheel arch extensions, while the positioning of the headlights and taillights appears closely aligned.
That said, the FJ’s taillights sit quite high and jut slightly from the body, while the Baojun’s units are more neatly integrated into the rear fascia.
There’s no doubt that weaving retro cues into a new design, as GM and Wuling have done with the Yep Plus, helps it resonate with a wider audience. Toyota has taken a similar route with the FJ, giving it a retro-modern character that plenty of buyers would likely appreciate. It’s just a shame it won’t reach the United States.
Brazil Gets its own Baojun
In July, GM revealed that it would export the Yep Plus to Brazil, rebadging it as the Chevrolet Spark EUV. It will be sold as standard with a 42 kWh battery pack and a single rear-mounted electric motor with 101 hp and 133 lb-ft (180 Nm) of torque, giving it 249 miles (401 km) of range on the CLTC cycle.
While we’re not convinced it would sell in big numbers if launched in the U.S. as an affordable EV, it could find success with a small, efficient combustion engine paired with a more rugged makeover featuring wider fenders and extra plastic cladding. What do you think?
Xiaomi lost a lawsuit over a misleading carbon fiber hood design.
The owner found no cooling benefit, only minor weight reduction.
Approximately 300 SU7 Ultra owners have reported issues with the hood.
While it might seem like Xiaomi can do no wrong with its much-hyped SU7 and YU7 electric models, the company has been nursing a legal headache since mid-year over one particularly controversial feature: the carbon fiber hood offered for the SU7 Ultra.
What began as a flashy performance upgrade has now turned into a courtroom lesson in customer trust.
Originally touted as a functional component with sizable air ducts designed to improve cooling, the hood turned out to be all show and no substance. Owners soon discovered that the vents had no effect on airflow, and their disappointment quickly became public.
Shortly after news broke about customer concerns, an owner took the Chinese brand to court, alleging it had engaged in false advertising.
They paid 42,000 yuan or $5,800 for the carbon fiber hood, but after removing it and disassembling the front end of the EV, they found its internal structure was virtually identical to the standard aluminum hood.
The Suzhou Intermediate People’s Court in Jiangsu Province has upheld the original judgment ruling in favor of the SU7 Ultra owner, while also dismissing Xiaomi’s appeal.
The consumer electronics giant will now need to refund the 20,000 yuan ($2,800) deposit the owner made for the hood, pay 126,000 yuan ($17,640) in compensation, and cover 10,000 yuan ($1,400) in legal fees.
Other Lawsuits Could Follow
While these figures are just a drop in the bucket for a company like Xiaomi, it’ll no doubt be sweating the prospect of future payouts.
The case in question wasn’t a class action and involved just a single owner. It’s likely that following this judgment, other owners who shelled out for the expensive carbon fiber hood will also sue Xiaomi.
When the dispute first came to light, Xiaomi issued an apology, insisting the hood’s purpose was aesthetic rather than functional, meant to mirror the design of the record-setting SU7 Ultra Prototype.
To placate upset customers, it offered 20,000 Xiaomi reward points to each owner who purchased the hood, worth about 2,000 yuan, or roughly $280. Whether that modest gesture will be enough to prevent more legal action remains to be seen.
Jeep confirms the long-delayed Recon EV will reach production.
Electric SUV rides on the STLA Large platform with Wagoneer S.
Production will take place at Stellantis’ Toluca plant in Mexico.
Electric momentum in the States has hit a few speed bumps. A mix of the Trump administration’s fuel-friendly policies and the loss of the federal EV tax credit has cooled the pace of electric vehicle growth. As a result, several automakers are rethinking their battery-powered strategies, shelving or scaling back certain projects that once seemed inevitable.
Jeep, though, says it isn’t ready to fold. After Stellantis pulled the plug on the Ram 1500 REV, some speculated the same fate might await the Jeep Recon EV. But according to the brand, the project is still alive and headed for production.
When Is It Coming?
Originally teased as a concept in 2022, the Recon EV was supposed to launch in 2024. But then Jeep went quiet. Until now. That timeline has changed, with Jeep chief executive Bob Broderdorf now confirming that the production version will make its debut soon, with sales set to begin next spring.
Built on the STLA Large platform, the Recon will slot just below the Wrangler in Jeep’s lineup of off-roaders. In an interview with Motor Trend, Broderdorf sounded unconcerned about sales figures, suggesting Jeep is treating this model as a learning opportunity rather than a volume play.
“We’ve got a great car. We’ve already built it,” he said. “We should sell it, we should learn. I don’t know how many it will be. I’m not really that worried about it.”
He added it will be built at the Toluca plant in Mexico alongside the Jeep Wagoneer S, Compass, and Cherokee, noting the plant has the flexibility to shift production depending on demand.
“We can shift and move,” he explained. “It is OK if [Recon] is low volume. If I have to sell more Cherokees, so be it.”
What Could Power It?
Key technical specifications about the Recon EV remain uncertain. However, it could share powertrains with the Wagoneer S, potentially including the same 100.5 kWh battery pack and dual-motor, all-wheel drive system.
However, as Jeep is eventually expected to release an all-electric Wrangler, it’s unlikely the Recon EV will match the 600 hp of the Wagoneer S for fear of stepping onto the Wrangler EV’s turf.
As is so often the case, the success or failure of the Recon EV will largely depend on the price. If the Recon EV lands in the right bracket, it could find steady ground among off-road enthusiasts looking for something new. But if it arrives with a steep sticker and limited range, it may struggle to get traction before it even leaves the showroom floor.
DOE canceled over $700M in grants meant to boost U.S. battery production.
China’s dominance in battery innovation may grow further after cancellations.
Democrats accused the DOE of overreach, calling the move illegal and harmful.
It’s becoming increasingly clear that China has taken a commanding lead in the global race for electric vehicle and battery innovation. With the U.S. Department of Energy (DOE) pulling back on major Biden-era grants, that gap could widen even further
In early October alone, the DOE canceled more than $700 million in awards meant to boost domestic battery and manufacturing projects. The timing and scale of these cancellations have sparked frustration across the industry and in Washington alike.
Behind the scenes, reports suggest this may only be the beginning Recently, a list of projects reportedly being targeted by the DOE has been circulating among lobbyists, indicating that as much as $20 billion in awards could be scrapped.
Included in that list, and recently confirmed by the DOE, were $700 million in grants awarded under the previous administration for battery makers Ascend Elements, American Battery Technology Co, Anovion, and ICL Specialty Products. There was also a grant for glass manufacturer LuxWall.
What’s Behind The Cancellations?
In a statement, DOE spokesperson Ben Dietderich said the projects “had missed milestones, and it was determined they did not adequately advance the nation’s energy needs, were not economically viable, and would not provide a positive return on investment of taxpayer dollars.”
As noted by Politico’s E&E, the cancellation of these grants impacts plans to build large factories in states including Missouri and Kentucky.
Of the $700 million in grants, $316 million was awarded to Ascend Elements to support manufacturing components from recycled EV batteries at a $1 billion plant in Kentucky.
Additionally, $57.7 million was bound for American Battery Technology to support the construction of a Nevada plant producing lithium hydroxide for batteries. Elsewhere, $117 million was awarded to Anovion to support the production of synthetic graphite for lithium-ion battery anodes.
Energy Secretary Chris Wright is believed to be spearheading many of the cancellations, noting that “If they’re not in the interest of the taxpayers, if they’re not a good expenditure of the money, you always have the ability to cancel these projects.”
Democrats Hit Back
Unsurprisingly, Democrats quickly voiced their opposition. In a strongly worded letter to Wright, 37 Democratic and independent senators accused the DOE of overstepping its authority.
“The illegality of your cancellations is the only thing as indisputable as the harm your cancellations will wreak,” the letter stated. Lawmakers argued that the department “must expend these funds and faithfully execute the law, including many programs that have strict requirements for the timing of fund expenditure, purposes, and contractual expectations.”
GM reports sharp EV demand decline after federal tax credit removal.
Company expects market to stabilize once incentives fade completely.
CEO Mary Barra calls EVs GM’s “North Star” amid political pressure.
Under the Biden administration, carmakers enjoyed four years of predictable policy and a clear push toward electrification. Since 2005, some form of tax credit has existed to reward buyers of low-emission vehicles. Then came January.
Donald Trump’s return to the Oval Office promptly threw a wrench into that setup, with his administration scrapping the EV tax credit, lifting penalties for exceeding emissions targets, and generally adopting an anti-EV posture that left automakers recalibrating overnight.
Now, car manufacturers are facing an uphill climb. Following the removal of the federal EV tax credit at the end of September, General Motors says it has already seen a “significant” decline in demand. Even so, the company expects things to settle into a more predictable rhythm soon enough, lbeit at a lower pitch than before.
“EV demand is going to be pretty choppy for the near future, we think, as we come out of the $7,500 and what we’ve already seen in October with some pretty significant pullback in demand,” GM chief financial officer Paul Jacobson said during a recent earnings call. “We do think that the EV market is going to stabilize from a supply standpoint.”
Jacobson added that emissions regulations had turned parts of the EV market into a clearance aisle, with some brands practically giving away electric cars just to rack up environmental credits.
“We had a number of competitors out there that really were selling EVs for whatever they could get for them because they really wanted to get the credits on the environmental side,” he said.
While he didn’t call anyone out by name, Jacobson was referring to the regulatory credits automakers could earn from selling EVs under the previous scheme. If they failed to bring about enough credits or didn’t purchase them from a brand like Tesla, they faced fines.
GM’s EV Future
Moving forward, GM appears confident in the future of EVs. Chief executive Mary Barra refers to them as the company’s “North Star” and said the company won’t “know what true EV demand is” until early next year.
Despite the uncertainty, GM doesn’t plan to discontinue any of its current models and will focus on reducing costs over the coming years. For example, it’s working on reducing complexity and commonizing parts across its dedicated EV platform.
“We’re [also] investing in new battery technologies, LMR (lithium manganese rich), that will allow us to take cost out of the vehicle in a significant fashion,” said Barra.
Denza’s Z EV could feature three electric motors with over 900hp.
Prototype was caught testing at the ‘Ring with semi-slick Giti tires.
Fixed rear wing and diffuser suggest serious aerodynamic performance.
BYD isn’t content with simply selling affordable EVs and plug-in hybrids to the masses. Through its high-end Denza brand, the company is out to challenge Europe’s luxury carmakers, with vice president Stella Li even claiming its vehicles are “ten times better” than those from Porsche and BMW.
Well, those words will soon be put to the ultimate test as Denza is preparing a new sports car targeting the likes of the upcoming Porsche 718 Electric and even the 911.
The upcoming model, known simply as the Z, has already been spotted at the Nürburgring, where a prototype of the all-electric coupe is undergoing testing. The question now is, what exactly can we expect from it?
Denza has been working on this sports model for quite some time, and earlier this year, unveiled it in concept guise. This prototype, despite the camouflage, looks virtually identical to the show car, which is a good thing.
It may not be the most beautiful two-door sports car on the market, but it definitely looks unique and should pack some serious performance.
Concept Car Looks
From a visual standpoint, the front end includes two large air intakes, a small central grille, and LED headlights. There’s also a prominent front splitter to aid in the aerodynamics, as well as a pair of small aero flaps below the bumper. Viewed from the side, the Z looks quite long and has PorscheRS-like louvers on the front wheel arches.
Baldauf
These spyshots also show it sitting on a set of sticky GitiSport GTR3 semi-slick tires, measuring a massive 325/30 at the rear and 275/35 at the front. Clearly, Denza is targeting top-notch performance, necessitating the use of semi-slick tires like these.
The rear of the car is the most intriguing. It features a massive fixed rear wing, a prominent diffuser housed within the bumper, and LED taillights.
What’s Underneath?
Many important technical details about the Z remain under wraps. Denza never specified what kind of powertrain the concept had, but local media speculates the production model will feature a triple-motor system.
The existing Z9 GT already uses this setup and delivers 952 hp. Some sources had suggested power for the Z would be capped at 536 hp, but we’d be surprised if Denza wanted its sleek estate to have more power than its first proper sports car.
If the Z has upwards of 900 hp, it’ll probably be able to hit 62 mph (100 km/h) in 3 seconds or less. But, as evidenced by it being tested at the Nurburgring, it won’t just be about straight-line performance. This prototype has a massive set of brakes and will also include Denza’s trick suspension system.
This setup will include a double-wishbone setup at the front with magnetorheological shocks that can change the damping force in 10ms. We have no doubt this will work wonders on a demanding circuit like the Nordschleife.
A Tech-Focused Cabin
The cabin of the Denza Z should be similar to the concept. That likely means a digital instrument cluster, a central infotainment screen, and a small display for the passenger. There will also be loads of plush Alcantara and leather to ensure it has a really premium feel.
Chinese automakers can develop new models in as little as 22 months.
GM president admits the company must learn from China’s faster pace.
Western automakers are racing to shorten their development times.
The auto industry has entered a new phase, one where old hierarchies no longer guarantee dominance. Long gone are the times when legacy automakers could dismiss emerging new rivals from China.
Now, a company like General Motors knows it needs to move faster and think sharper to keep pace with China’s electric vehicle powerhouses. According to its president, that means building new models at a speed that would once have seemed impossible.
On average, a new model from a Chinese EV brand has a typical development cycle of between 22 and 28 months, far quicker than the 32–48-month average for western automakers. GM president Mark Reuss knows the speed of its new competitors is something they need to match.
How Fast Is Fast Enough?
“I would say we can learn a lot from the speed,” he told InsideEVs during a recent podcast. “I don’t think that copying each other and trying to price each other out of the market is necessarily a great thing.”
Reuss noted that Chinese brands often use the same base of suppliers and can quickly adopt innovations, helping to speed up development times. However, he acknowledged that it can be difficult for these carmakers to make money unless they also sell batteries.
“They benchmark the heck out of each other, and then they will copy it and put it into production, so it’s a very rapid cycle because of that,” he said. “There are a lot of companies that come and go, and they come and go often. Unless you’re selling batteries, it’s a pretty tough financial deal to make money over there.”
GM is far from the only car manufacturer that needs to speed up development times. Last month, Audi said it was going “China speed” with the development of the next-generation TT, aiming to launch it just 30 months after the project was approved
Less than two weeks later, BMW raised the stakes, claiming that even Chinese firms can’t match its momentum as it develops the Neue Klasse vehicles. The Bavarian company has pledged to roll out 40 new and updated models within the next two years, signaling again that the global race for speed in electric vehicle development is very much underway
BYD stored more than 1,600 cars at Jamberoo Action Park without approval.
Kiama Council states that the water park can’t legally operate as a car storage facility.
BYD’s rise in Australia has been swift, its local debut with the Atto 3 only a couple of years behind it. Since then, the brand has expanded into a full lineup that now includes the Shark 6 among several others, with more launches still to come this year.
However, recent events suggest the momentum may be getting ahead of itself. That’s because BYD has reportedly been caught storing vehicles illegally at a New South Wales water park.
Where Are All These Cars Coming From?
More than 1,600 BYD vehicles have been sitting in parking lots at Jamberoo Action Park, about 90 minutes south of Sydney.
The water park, closed during the winter, is reopening this week as the local summer approaches, yet its carparks have quietly been filling up with BYD models, including the Shark 6, Sealion 6, Sealion 7, and Seal.
While it’s not unusual for carmakers or dealerships to store excess inventory, the scale of BYD’s operation is unusual. Also unusual was that it didn’t actually receive any council approval before it started trucking vehicles arriving from the nearby Port Kembla shipping terminal to the water park.
The local Kiama Council has been aware of the growing number of BYD vehicles being stored at the facility for two to three months. While the property is privately owned, the car park can’t be used for purposes “not associated with the recreation facility,” local media reports.
It’s understood that the owners lodged a Development Action (DA) with the council in early September, wanting to turn the carpark into a storage facility.
However, the council is continuing to review this application, and recently issued the property owner a warning to stop using the land for car storage.
“Council is working with the owners of Jamberoo Action Park to ensure the site is only operated for authorised uses,” a spokesperson confirmed.
BYD itself has stated that its New South Wales storage operations are handled by a third-party logistics partner, though it has yet to identify who that partner is.
It’s a bad look for the car manufacturer and comes at a time when it is facing growing competition from other Chinese brands. This year, its local sales have been outpaced by those of GWM.
Daytona owner reports serious charging and braking system issues.
Stellantis has so far refused to buy back the faulty Charger Daytona.
Others have complained about problems with the sliding front seats.
Dodge was confident that the all-electric Charger Daytona would spark a new era for muscle cars, but the reality has been far less electrifying. Reality, however, has been less kind. Reception has been lukewarm at best, and increasingly troubled as early issues begin to surface.
Not only has Dodge already dropped the base R/T models, but a growing number of drivers are now voicing concerns about serious faults with the car.
One owner describes the new Charger Daytona as a car that “drives and performs phenomenally,” but only when it works. And, it seems it doesn’t work as it should much of the time. Among the most troubling issues is inconsistent charging performance.
What’s Wrong With Charging?
Writing on Reddit, the driver explains that they’ve never managed to charge the vehicle reliably at public stations. Sessions frequently stall, forcing them to unplug and reconnect every 5 to 10 percent, which is understandably maddening.
At one charging station, he said he had to trick the app into thinking his Charger was a Cadillac Lyriq just to get the session started. He also mentioned that the home charger included with the purchase has yet to arrive.
There’s also an issue with the rear seat, as we’ve reported previously. When you pull forward the front seat to allow a rear-seat passenger to get out, the front seat will slowly slide forward before automatically sliding backward, potentially pinching someone trying to climb out from the rear.
Terrifying Brakes
The “last straw” was a fault they experienced with the brakes. While stopped outside a store, the brake pedal was pressed firmly to the floor, yet the car attempted to surge forward several times
Moments later, the dashboard lit up with multiple warning lights, traction control switched off on its own, and the Daytona eventually shut down completely. It stayed that way for several minutes before it would restart.
Stellantis hasn’t been much help, according to the poster. The company denied a buy-back request but did agree to cover a rental while the Charger is being repaired. Unfortunately, the allowance is capped at $60 a day, while the least expensive rental available costs $80.
“I’m at a loss with options, and I just want to warn anyone considering purchasing or leasing this vehicle,” they added. “I unfortunately went the purchase route since I drive so many miles a year.”
Given the extent of these problems, his best option may now be to pursue legal help under lemon laws to force a buy-back.
Slate Auto’s electric truck may lease for over $500 per month.
Removal of EV tax credits has pushed the truck’s price higher.
Competitors like Ford’s Maverick may offer cheaper leases.
The big selling point for Slate Auto’s electric pickup truck was always going to be its price, promising to start at under $20,000 in the United States. However, the removal of the federal EV tax credit has forced Slate to jack up the truck’s estimated starting price, and it may also be shockingly expensive to lease, considering how few features you get.
While the company has yet to confirm a final price for the model, Cars Direct speculates that it could cost upwards of $500 per month. The outlet has come to this conclusion by estimating a $27,500 price tag, which, over a typical 36-month lease with no money down, could work out to be $468.
Add in the first month’s payment and an estimated acquisition fee of $700, and this will effectively jump to near $500 per month, before taxes and fees. Had the EV tax credit still been around, the equivalent price would drop to $341 a month, a hefty difference of $127.
However, it’s worth noting that actual lease prices for the truck may be different. The publication based its estimate on a money factor of 0.00292 or 7 percent APR and assumes a residual value of 55 percent.
This or a Ford Maverick?
If Slate Auto wants the back-to-basics EV to be successful, it’ll have to convince many shoppers to buy it instead of a Ford Maverick. It’s currently possible to lease a 2025 Maverick XLT AWD with the EcoBoost engine for as little as $289 per month over 36 months with $3,709 due at signing.
Admittedly, leasing a hybrid version of the Maverick is more expensive. Depending on location, the hybrid Mavericks generally start at around the $430 per month mark, and that usually doesn’t account for a hefty $3,000+ payment due at signing, bringing effective monthly payments to over $500.
2027 Chevrolet Bolt debuts with 65 kWh LFP battery and 150 kW charging.
Reuss confirms multiple affordable EVs planned under a low-priced lineup.
The long-awaited 2027 Chevrolet Bolt arrived earlier this month, carrying a host of mechanical upgrades while retaining a shape that feels immediately recognizable.
Only time ans sales will tell if this new model proves to be a success, but GM is eager to follow it up with several other affordable EVs. Evidently, it has the confidence that demand for cheap electric cars will rise.
What’s Coming Next?
While recently speaking about the company’s future plans, GM president Mark Reuss said a family of new EVs is on the cards, but he kept many important details close to his chest.
“What comes after this, whether it’s called a Bolt or not, will be a family of things that is low-priced,” Reuss told InsideEVs. “And when I say family, they won’t be adopted. They’ll be in the same vein of size and price.”
What this likely means is that some of these models will probably be Bolt-based, while others will be distinct models, likely similar in size and price to the Bolt. According to Reuss, some of these models will slot into “white spaces” across the industry.
“I also think there’s some white spaces in size, class, of forms—not only the Bolt that we just introduced but also some different things, for different people’s styled tastes,” he noted.
Bolt Tech
The new Bolt is underpinned by a 65 kWh lithium-ion phosphate battery pack, offering up 255 miles (410 km) of driving range in standard guise.
The new battery also supports 150 kW DC fast charging, a big increase from the 50 kW of the old model. Future affordable EVs from GM could be offered with the same battery.
Reuss noted that their new EVs will use different cell technology from old models, potentially indicating the wider adoption of LFP batteries like the Bolt.
GM is also known to be developing lithium manganese-rich batteries that are expected to launch in 2028. These new batteries promise improved range and higher energy density than LFP cells.
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