Kia is moving full speed ahead on its EV performance promise, expanding its electric GT range with three new entries unveiled at the Brussels Motor Show. With the covers pulled off the EV3 GT, EV4 GT, and EV5 GT, the brand is sticking to its plan to give every electric model a sharper, sportier twin.

All three, or technically speaking, four newcomers, since the EV4 is offered in both hatchback and fastback bodystyles, sit at the top of their respective ranges, each fitted with a more powerful dual-motor setup, a dedicated GT drive mode, revised suspension tuning, and styling tweaks that bring more edge inside and out.

More: Kia’s EV Sales Collapsed, Yet It Just Did Something It’s Never Done Before

If you’re not yet fluent in Kia’s EV naming scheme, here’s a quick primer: the EV3 is a subcompact SUV, the EV4 comes in hatchback and fastback forms, and the EV5 is a slightly larger compact SUV. In true Kia fashion, even the full-fat GT variants keep things relatively low-key.

Most of the visual changes are subtle, and all three models ride on distinctive 20-inch alloy wheels that hint at their upgraded performance.

Inside the cabin, we find semi-bucket seats, GT-branded steering wheels, striking neon accents, and ambient lighting that changes depending on the drive mode. Equipment is rich, with features such as the Harman Kardon premium audio, head-up display, and Remote Smart Parking Assist included as standard.

How Much Power Do They Make?

Under the skin, all three GTs are built on Kia’s E-GMP platform and share the same 81.4 kWh battery pack. What separates them, though, is how each model tunes its dual-motor system.

Both the EV3 GT and EV4 GT generate 282 hp (215 kW / 286 PS), while the larger EV5 GT gets a slight bump to 302 hp (225 kW / 286 PS). Those aren’t headline-grabbing numbers, but they’re more than enough to give each vehicle a meaningful boost over its standard counterpart.

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Kia says the low-slung EV4 GT delivers “an even more agile and road-focused interpretation of the GT philosophy,” and based on its specs, that might hold up. It’s the quickest of the bunch, clocking 0-100 km/h (0-62 mph) in 5.6 seconds.

Just behind it, the EV3 GT completes the sprint in 5.7 seconds, while the heavier EV5 GT takes 6.2 seconds to do the same. All three are far from slow, especially given their size and class, but Kia seems more interested in fine-tuning the feel than chasing supercar numbers, which makes sense given their positioning.

All three models have a dedicated GT drive mode which sharpens up power delivery, steering response, and the standard electronically-controlled suspension. They also benefit from e-torque vectoring, Virtual Gear Shift (VGS), and active sound design systems aiming to make the driving experience a bit more engaging.

Launch Timeline

Production of the sporty EVs is scheduled to begin in the second quarter of the year. Pricing and details on availability will be announced closer to their market launch.

The EV3 GT, EV4 GT, and EV5 GT will join the existing EV6 GT and EV9 GT in Kia’s growing performance EV lineup. A sixth member, based on the yet-to-launch EV2, is also on the way and made its first appearance alongside the others in Brussels.

Kia

The Volkswagen ID.3 was launched in 2019 as the opening act in VW’s dedicated electric lineup, the ID family. Positioned as a compact hatchback, it received a mid-cycle refresh in 2023. Now, Volkswagen is preparing a more involved update, bringing tweaks to its styling, tech, and battery options.

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According to recent reports, the next-generation electric Golf has been delayed until 2030. That leaves the ID.3 with an extended tour of duty, longer than originally anticipated. Meanwhile, rising pressure from aggressively priced Chinese EVs has set the bar higher for European automakers.

What Is VW Hiding?

Our spy photographers spotted the revised ID.3 undergoing cold-weather testing, ahead of its expected debut in the second quarter of the year. As is often the case with Volkswagen prototypes, the tester wears cleverly applied camouflage to imitate the current model.

Look closely, though, and you’ll notice stickers concealing updated design elements on the grille and headlights. These new front-end components are likely to align with the visual identity of the forthcoming ID. Polo, a model shaped under the guidance of VW’s head of design, Andreas Mindt.

SH Proshots

The side profile and rear of the prototype appear nearly identical to today’s ID.3. That’s not expected to last. As development continues and newer prototypes surface, more visible changes should emerge leading up to launch.

More: VW’s ID. Polo Interior Brings Back Something You Thought Was Gone For Good

Last year, VW’s development boss Kai Grunitz revealed that the updated ID.3 and ID.4 will have a “completely new design language, going back to where we originally came from”. This suggests the revisions will go much deeper than updated LED lighting.

What’s Changing Inside?

Inside, the hatchback will follow the wider VW trend of reintroducing physical buttons and tactile controls, addressing long-standing feedback, echoing the approach taken with the new ID. Polo. Interior quality is also set to improve, with upgraded materials and design elements.

Beyond styling and tech, the MEB-based model will also benefit from technical enhancements, improving its performance, range, and charging times. It’s also likely that the sporty GTX variant will transition to wearing a GTI badge, in line with VW’s evolving branding.

Battery Variety Incoming

The new battery cells won’t be the only option. Volkswagen is reportedly preparing an entry-level variant using a more affordable lithium-iron phosphate (LFP) battery. That move could help lower the starting price, an important strategy as VW faces off against a flood of budget-friendly Chinese EVs.

More: VW’s Cheapest Electric SUV Steps Out Almost Undisguised

What remains uncertain is whether the updated model will keep the ID.3 moniker. VW’s revamped naming strategy includes the use of traditional nameplates for EVs, as seen with the upcoming ID. Polo hatchback and the closely-related ID. Cross SUV.

Could this signal a switch from ID.3 to ID. Golf, and from ID.4 to ID. Tiguan? It’s possible, though nothing has been confirmed. In any case, the facelifted ID.3 is expected to reach customers in the second quarter of the year, with the larger SUV arriving later. The year 2026 is shaping up to be a pivotal one for VW’s electric range, with the rollout of both ID. Polo and ID. Cross models on the horizon.

EV startup Sony Honda Mobility has returned to CES in Las Vegas this year with a fresh glimpse into its future, unveiling both a nearly production-ready version of the Afeela 01 sedan and a new crossover concept. The taller, more upright newcomer is called the Afeela Prototype 2026 and is set to arrive on American roads in 2028.

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The two vehicles share a common mechanical platform and clearly draw from the same design playbook with broad LED light strips front and rear, a display panel built into the front fascia, and smooth, bi-tone bodywork.

Both wear their tech ambitions on their sleeves, though their overall shape leans more conventional than provocative. Still, they mark a visual step forward from the earlier Sony Vision-S 01 and Vision-S 02 prototypes that premiered at CES in 2020 and 2022.

A Cabin Built Around Screens

Inside, the crossover closely mirrors the sedan, with a dashboard lined in multiple displays and two additional screens in the rear, where passengers can dive into PlayStation games. The tech backbone is Qualcomm Technologies’ Snapdragon Digital Chassis, paired with an advanced AI agent developed in collaboration with Microsoft.

The added height should translate into better interior packaging, especially for families or anyone regularly hauling passengers. With LiDAR modules and cameras mounted to the roof, both Afeela EVs aim for Level 2+ autonomy at launch, with built-in capability to support Level 4 once regulations and software catch up.

Technical details on the crossover remain mostly under wraps, though it’s expected to closely track the sedan in terms of performance and equipment.

More: Honda And Sony’s New EV Has Lost Over $360M Before Even Launching

The Afeela 01 has dual electric motors generating 483 hp (360 kW / 489 PS), , fed by a 91 kWh battery. That setup delivers an estimated 300 miles (483 km) of EPA range. Those numbers don’t sound that exciting for 2028 standards, especially when the new BMW iX3 already offers a 400-mile (644 km) range.

How Much Will it Cost?

Sony Honda Mobility has yet to reveal pricing for the crossover variant that will hit the roads in 2028. However, the prices of the closely-related sedan are a good indication of what to expect.

The Afeela 01 sedan will debut in a high-spec Signature launch trim at $102,900, arriving in late 2026. A more affordable Origin base model, priced at $89,900, will follow in 2027. Interestingly, even though production is based in the US, the first customer deliveries are slated for Japan in the first half of that same year.

Sony Honda Mobility

The unveiling of Citroen’s ELO concept, with its stacked LED lights, minivan-like shape, and six-seat layout, immediately stirred speculation. Not just about the prospect of a Citroen-badged people carrier, but also about what it might mean for other brands within the Stellantis umbrella. It landed with a visual impact that invited questions beyond the concept itself.

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Could this be the design foundation for a new Fiat Multipla? At first glance, it may seem like a stretch, but the idea isn’t as far-fetched as it sounds. Fiat is rumored to be bringing back the Multipla name for a family-focused SUV.

Still, the ELO’s shape and proportions prompted a different line of thinking; what if the next Multipla leaned more closely into its original spirit?

The Return of One-Box Thinking

The single-box layout of the Citroen concept feels oddly well-suited to a spiritual successor to the original 1955 Fiat 600 Multipla. The notion doesn’t feel far off, especially since both marques fall under the Stellantis umbrella.

With minimal styling revisions, Fiat could spin off a distinctive variant while still sharing development costs with Citroen, if such a minivan duo were ever to hit the streets.

There’s a clear visual callback in the lighting setup. The concept features round LEDs paired with slim DRLs positioned at the base of the windshield, subtly hinting to the stacked, two-tier headlights that made the 1998 Multipla infamous. A slightly reworked front end, with smoother surfacing and Fiat’s latest badge, completes the update.

Most of the 4.10-meter (161.4-inch) bodywork is carried over from the Citroen ELO, with the exception of the rear. There, the UFO-like split taillights jutting from the corners could be swapped for pill-shaped units that recall the cheerful styling of the Fiat Topolino.

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As a finishing touch, we added a set of vintage alloy wheels from the Fiat 500 anniversary specials, along with a more expressive palette of exterior colors. Finally, discreet plastic cladding around the wheel arches with a matching finish for the bumpers and door inserts make the fictional model look ready to hit the road.

The wide-opening sliding doors and experimental cabin layout of the Citroen concept also make sense here. Six individual seats, a central driving position, and the option to remove chairs or add accessories like inflatable mattresses and modular storage could make this an ideal companion for family adventures.

Packaging like that requires a dedicated EV platform. That means no room for combustion engines. But a compact rear-mounted motor and a modest battery would be more than sufficient for city use and the occasional weekend escape.

The Story of the Multipla

The original Fiat 600 Multipla, designed by Dante Giacosa, was introduced in 1955. It was based on the underpinnings of the Fiat 600 featuring cab-over styling. Despite measuring just 3,531 mm (139 inches) long, it had a spacious interior that could accommodate up to six passengers and their luggage.

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Fiat revived the Multipla name in 1997 for a new compact MPV, and while it may be better remembered for its polarizing design, it delivered genuine functionality. Roberto Giolito’s design, with its two-level headlights and expansive glasshouse, stood out in every possible way.

Despite being shorter than a modern supermini at 3,994 mm (157.2 inches) long, the Multipla offered uncompromising practicality. Rather than stretching it lengthwise, Fiat’s designers cleverly pushed the dimensions outward, giving it a width of 1,871 mm (73.7 inches).

That allowed for two full rows of three seats, making it a genuine six-seater, with a minimum of 430 litres of boot space, plenty of room for luggage, shopping, or a four-legged passenger or two.

And because Fiat made it wide rather than long, the Multipla not only packed in the space but also handled better than most people movers, with a squat stance that gave it a more planted feel on the road.

The second-generation model received a more conventional facelift in 2004 and was discontinued in 2010. However, production continued under license in China by Zotye until 2013.

Is There Room for a Quirky Comeback?

Fiat hasn’t confirmed a new Multipla, but the name keeps resurfacing in product speculation. n. Most likely, it will be assigned to a crossover in the expanding Panda lineup.

That model is expected to use Stellantis’ Smart Car platform, shared with the Citroen C3 Aircross and Opel Frontera, and would likely compete with budget-friendly models like the Dacia Duster and Bigster.

Review: New Fiat Grande Panda Hybrid Makes Budget Look Cool Again

The forthcoming SUV will reportedly be offered with gasoline, mild-hybrid, and fully electric powertrain options, following the example of the Grande Panda subcompact hatchback and a mechanically-related fastback crossover that has been spied testing.

Still, for all the SUV planning, there remains a quiet corner of the internet hoping that Fiat remembers what made the original Multipla special: not just practicality, but a certain willingness to stand apart.

Stellantis Heritage Hub

If you thought Lexus was finished updating the RZ, think again. After rolling out in Europe and North America, the refreshed model has now made its way to Japan, and it arrives with a surprise addition. Headlining the lineup is the new RZ 600e F Sport Performance trim, blending aggressive aero elements with chassis enhancements and a healthy jump in power.

The RZ 600e F Sport Performance borrows its carbon fiber bodykit from the limited-run RZ 450e F Sport launched in 2024, itself inspired by the 2023 RZ Sport Concept.

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That means a vented hood, a front splitter, wider fenders with integrated aero extensions, reshaped side skirts, a pronounced rear diffuser, and a two-piece rear wing that adds both visual drama and functional downforce.

The special edition comes in two colors, Neutrino Gray and Hakugin II, each paired with black as a base, accented by exposed carbon fiber and blue detailing. It rides on 21-inch matte black Enkei alloy wheels, behind which sit larger 20-inch brakes and six-piston aluminum monoblock calipers up front.

Lexus also dropped the suspension by 20 mm (0.8 inches) compared to the RZ 550e F Sport, the base for this version.

Fastest RZ Yet

More significantly, the dual electric motors have been reworked to deliver a combined 420 hp (313 kW or 426 PS), making the 600e the most powerful RZ yet. It now surpasses the related Toyota bZ and Subaru Solterra in output, despite their shared architecture.

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With the extra power on tap, the RZ 600e F Sport Performance accelerates from 0 to 100 km/h (62 mph) in 4.4 seconds. It uses the familiar 77 kWh battery, which provides a driving range of up to 525 km (326 miles) on a full charge.

Inside, the standout feature is the yoke-shaped steering wheel connected to Lexus’s steer-by-wire system, paired with what the brand calls “Interactive Manual Drive” for a more involved feel. The interior also features blue accents on the dashboard and sport seats upholstered in Ultrasuede, part of the F Sport Performance package.

The RZ 600e F Sport Performance will go on sale in Japan on March 2, 2026. Pricing is set at ¥12,165,000 (equal to $78,100 at current exchange rates) for the version in Black with Neutrino Gray, and ¥12,440,000 ($79,900) for the more distinctive Black and Hakugin II finish.

Interestingly, while Lexus limited the 2024 RZ 450e F Sport Performance to just 100 units, the new 600e will have no such production cap. Availability in other markets remains unknown at this time.

The Rest Of The RZ Lineup

Besides the RZ 600e F Sport Performance, Lexus has rolled out updates across the rest of the lineup, including the RZ 350e Version L, the RZ 500e Version L, and the RZ 550e F Sport.

All models benefit from increased power and improved efficiency, alongside a revised charging system. Range now varies from 579 km to 733 km (360 to 456 miles), depending on the configuration. As before, the Lexus RZ is available in both single-motor and dual-motor setups, with battery capacities of 75 kWh or 77 kWh carried over from the previous model.

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The F Sport trim remains visually distinct, marked out by sportier design cues and the same yoke steering wheel linked to the steer-by-wire system.

Pricing for the updated electric SUV start at ¥7,900,000 ($52,000) for the front-wheel-drive RZ 350e Version L and rise to ¥9,500,000 ($63,000) for the all-wheel-drive RZ 550e F Sport. Buyers can also opt for the “Performance Upgrade Boost + Interactive Manual Drive” package at ¥220,000 ($1,500), which increases peak output and adds simulated manual control.

Lexus

When Huawei partnered with JAC to launch the Maextro S800, few took the brand’s aim of challenging Maybach and Rolls-Royce at face value. For a new Chinese marque to set its sights on the pinnacle of automotive luxury seemed like a stretch.

One year on, it’s Maextro that has the last word. Their flagship sedan has become China’s best-selling vehicle priced above $100,000.

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Until recently, foreign automakers had a firm grip on China’s high-end car market. That grip has loosened. Local buyers are increasingly turning to domestic brands, even when shopping in the upper echelons, something that would’ve seemed far-fetched just a few years ago.

European Brands No Longer Lead the Pack

As Bloomberg reports, the Maextro S800 outsold both the Porsche Panamera and BMW 7-Series combined in November. It had already taken the top spot in September.

The S800 also surpassed the Mercedes S-Class and, somewhat ironically, the Maybach variant, despite (or perhaps because of) its resemblance to a mash-up of Maybach and Rolls-Royce.

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Weibo user Chu Xiaomin notes that Maextro received 18,000 orders for the S800 within just 175 days of launch. The company says it’s currently selling more than 2,000 units a month and intends to ramp up production to reach 4,000 per month.

How Did Maextro Pull It Off?

A major part of the S800’s appeal is price. At 215.7 inches (5,480 mm) long, this is a proper full-size luxury sedan, yet it’s priced between ¥708,000 and ¥1,020,000 (equal to $100,600 to $144,900 at current exchange rates).

For reference, the BMW 7-Series starts at ¥919,000 ($130,000), the Porsche Panamera at ¥1.1 million ($156,200), and the Mercedes S-Class at ¥1.47 million ($208,800). A Rolls-Royce Phantom? That’ll be ¥8.47 million ($1.2 million).

But competitive pricing alone doesn’t explain its traction. The Maextro S800 is heavy on features. There’s a triple-screen dashboard, a 40-inch rear projector that turns the back seat into a private cinema, automatic doors, crystal-effect buttons, and a starlit ceiling reminiscent of Rolls-Royce.

The cabin is finished with wood and leather, and the ADAS system comes courtesy of Huawei’s tech suite.

Speaking with CCTV, Richard Yu, Chairman of Huawei’s Consumer Business Group, said: “Maextro S800 is the first time that a Chinese brand has managed to get a foothold in the 1 million yuan ultra-luxury segment. We’re in the intelligence and electrification era and we’re leading through smarter technologies and innovation.”

German Giants Lose Their Footing

Bloomberg reports that BMW, Mercedes, and Audi continue to lose market share in China, struggling to keep up with the local competition in terms of pricing and tech features. Huawei’s challenge now is to maintain this momentum, not just spark early interest.

Meanwhile, rival brand YangWang, owned by Chinese-powerhouse BYD, is also pushing into six-figure territory with models like the U8 SUV, which starts at around $150,000. It also offers the YangWang U7 sedan, positioned slightly lower between ¥628,000 and ¥708,000 ($89,200 to $100,600).

Sources: Huawei, Bloomberg

Renault wrapped up 2025 with an impressive achievement, pushing the outer limits of electric vehicle efficiency. Its ultra-aerodynamic single-seater prototype managed to cover 626 miles (1,008 km) on a single charge. Even more striking, it did so in less than 10 hours, maintaining an average speed of 102 km/h (63 mph) throughout.

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After the run, the EV still had 11 percent of its battery charge remaining. According to the company, that would have been enough for another 75 miles (120 km) at the same average speed, potentially extending the total range to 673 miles (1,083 km).

A Prototype With Unexpected Stamina

The car in question is the Filante Record 2025, a purpose-built concept that made its first appearance back in January. Originally, Renault aimed to attempt the record in July, but meeting the aerodynamic targets proved trickier than expected.

By October, the prototype was ready. Then weather in France got in the way, delaying things again. Eventually, the team relocated to Morocco and ran the test on December 18 at the UTAC high-speed proving ground, where conditions finally cooperated.

The Renault Filante Record 2025 (above) compared to the original prototype (below).

The design draws inspiration from Renault’s past record-setters, notably the 1925 40 CV and the 1956 L’Étoile Filante. Even so, several elements from the original prototype had to be reworked in the wind tunnel to meet the strict aerodynamic targets.

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Changes involved removing the futuristic LED lighting, reducing the number of air intakes, and refining the fender shapes. Still, key features remained intact: the extended hood, transparent canopy, aircraft-style tail, F1-style driving position, and the ultraviolet-blue paint finish all carried through to the final version.

The engineering effort went beyond just slicing through air. Renault also aimed to reduce rolling resistance and weight. To do this, the team used carbon fiber, aluminum alloys, and 3D-printed Scalmalloy components.

Michelin provided a bespoke set of low-drag tires, while the car’s steering and braking systems operated entirely by wire.

French firm Ligier handled the platform, chassis, and carbon tub, integrating an 87 kWh battery pack. For comparison, that’s the same capacity as the battery in the Scenic E-Tech, Renault’s midsize electric crossover.

The Impressive Record

On record day, three drivers rotated in and out of the single seat, covering 239 laps of the 2.6-mile (4.2 km) Moroccan circuit over 10 hours. There were no charging stops, just brief halts for technical checks and driver changes. That consistency helped maintain the 102 km/h (63 mph) average.

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The car posted an energy consumption figure of 7.8 kWh/100 km. That’s nearly half the official WLTP figure for the Scenic E-Tech, which uses the same battery and consumes 14.1 kWh/100 km under standard testing. And unlike those lab figures, this test was run at real-world highway speeds.

Renault developed the Filante Record 2025 not only to celebrate its legacy of record-breaking prototypes, but also to explore ways of improving efficiency in production EVs, particularly for long-distance driving.

The hope is that insights from the project will carry over to future Renault models, helping drivers spend more time on the road as advances in battery and motor technology continue to evolve.

Renault

Hyundai is gearing up to unveil what it calls “the world premiere of its biggest EV yet” at the Brussels Motor Show on January 9. Billed as a major new entry in the company’s global lineup, the model is expected to go larger than the Ioniq 9 crossover, although for now, that’s just about all Hyundai is officially saying.

A single teaser image provides the only visual clue. Still, it strongly suggests what many have already guessed: an all-electric version of the futuristic-looking Staria minivan.

More: Hyundai Gave Its Futuristic Minivan A Makeover Where It Matters Most

Just last week, Hyundai revealed a facelifted Staria with modest design tweaks, upgraded chassis components, and larger interior screens. The silhouette in the teaser closely matches this refreshed gas-powered version, reinforcing the theory that the EV shares its roots with the Staria platform.

If so, the upcoming reveal in Europe will mark the first public debut of the Staria Electric, roughly a year after a prototype was spotted in South Korea.

Built for High-Voltage Power

Hyundai isn’t starting from scratch here. The Staria-based Iveco eMoovy has already confirmed the platform’s compatibility with electric drivetrains. That light commercial vehicle uses a single electric motor rated at 215 hp (160 kW / 218 PS), paired with either a 63 kWh or 76 kWh battery pack.

While Hyundai hasn’t detailed the technical specs for its own version, it has confirmed that the model will showcase “state-of-the-art electric technology, including an advanced 800-volt charging system.”

The same 800V setup already appears in the eMoovy, allowing it to gain 100 km (62 miles) of range in just ten minutes when using a 350 kW charger. If Hyundai retains this architecture, it could give the Staria EV a significant edge in both fleet and family use.

More: Hyundai’s Staria Is Getting The EV Powertrain Its Futuristic Face Always Deserved

Visually, the electric Staria is expected to carry over several elements from the recently refreshed combustion version, including the full-width LED light bar. A previously seen prototype also revealed a few EV-specific touches, including a new front bumper design with an integrated charging port and what appeared to be custom wheels unique to the electric model.

Hyundai hasn’t confirmed which markets will receive the electric Staria, but if it follows the footprint of the gas-powered model, North America is likely to miss out.

What Else Is Hyundai Bringing To Brussels?

Beyond the headline debut of its largest EV to date, Hyundai’s stand in Brussels will also include the facelifted Ioniq 6 sedan. Enthusiasts will find a dedicated N Zone showcasing the performance-tuned Ioniq 5 N and Ioniq 6 N models. Adding a dose of concept flair, Hyundai will also present the Insteroid, a gaming-inspired concept based on the compact Inster.

During the press conference, Raf Van Nuffel, Vice President of Product at Hyundai Motor Europe, will share more information about the new model and the company’s EV portfolio in 2026.

“he Brussels Motor Show continues to be an important platform for us to highlight how our electric products and technologies are evolving for European customers,” said Van Nuffel. “Hyundai welcomes the event’s strong focus on electrification, which reflects the technological progress shaping sustainable transportation in the region.”

Hyundai

Nissan has released the updated Ariya in Japan, bringing fresh looks and a few upgrades to the electric crossover nearly four years after its original debut. While the Ariya is bowing out of the North American market, it continues to hold its ground at home, now with enhancements to its design, tech suite, and suspension tuning.

The 2026 model was first previewed at the Japan Mobility Show earlier this year, but Nissan has now revealed the full domestic lineup. The same round of changes is expected to roll out in other markets in the coming months.

New Face, Same Shape

The most noticeable change is up front, where a cleaner, grille-less design replaces the previous fascia. A reshaped bumper and more aggressive LED fangs sharpen the look, though the side profile and rear end carry over unchanged.

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The visual tweaks are complemented by a new set of 20-inch alloy wheels, combining aluminum and resin materials. Buyers can also spec a new Hisuinohikari paint option, pairing a bold Plasma Green body with contrasting Midnight Black accents on the roof, pillars, and lower cladding.

Inside, the cabin layout remains familiar, but the tech sees a step forward. NissanConnect now runs on Google’s software architecture, which supports new functions like Navi-Link Battery Conditioning and Intelligent Distance Control.

More: Nissan Teased A Mysterious Nismo And It’s Definitely Not A Z

The materials team has added a new leather option in a subdued green tone, paired with light gray elements for a softer, more tailored interior finish. Practicality gets a bump as well, thanks to an upgraded AC external power connector capable of supplying 1,500 Watts, even when the vehicle is locked.

Powertrain and Suspension

Mechanically, the Ariya sticks with the existing 66 kWh (B6) and 91 kWh (B9) battery packs, offered with single-motor FWD or dual-motor e-4ORCE all-wheel drive. Nissan says the suspension has been optimized specifically for Japanese roads, prioritizing comfort and delivering a more refined ride.

The Ariya Nismo will also return as part of the updated range. However, it skips the visual updates found on the standard models, sticking with its original aggressive body kit.

More: The Nismo Z Just Got What You Always Asked For

The Nismo variant continues with its dual-motor e-4ORCE setup, tuned specifically for this version. Its updates are limited to the new Google-based infotainment system, the high-output external power connector, and the Intelligent Distance Control feature.

In terms of pricing, the facelifted Ariya starts at ¥6,675,900 (equal to around $42,400 at current exchange rates) for the base B6 FWD and goes up to ¥8,072,900 (roughly $51,300) for the B9 e-4ORCE. That’s an increase of ¥85,800 ($550) compared to the outgoing version. Pricing for the updated Ariya Nismo will be revealed at a later date

Nissan

Airport ground vehicles often come across as quirky and a bit outdated, but Toyota’s latest tug introduces a far more forward-looking approach. Now entering service at Tokyo’s Haneda Airport, the driverless model is equipped with Level 4 autonomous driving capabilities, technology that typically stays well clear of the tarmac.

The project was first announced in March 2021, with trial operations beginning that October. Development has continued under Toyota Industries Corporation, working in partnership with All Nippon Airways (ANA), and the tractor went on to win an iF Design Award in 2022.

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Starting in December 2025, three autonomous towing tractors will be put to work handling baggage and cargo for domestic flights. Another three are scheduled to join the lineup by the end of March 2026.

According to the company, this marks the first practical application of Level 4 autonomous driving within a Japanese airport’s restricted area. Though Level 3 systems have been tested at various domestic airports since 2019, this is a big step up in both scope and capability.

These vehicles are built to tow container dollies between aircraft and terminals, using onboard systems for localization and obstacle detection. A remote monitoring setup supports the autonomous system by handling more complex conditions that might arise near active runways and busy airport lanes.

Visually, the tractor hasn’t strayed far from earlier prototypes. The front bumper and side sills have been subtly updated, but the overall structure remains the same. A Toyota badge sits up front, flanked by car-like headlights, and there’s seating for two in the cabin, even if no human is expected to spend time behind the wheel.

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Multiple sensors, including a LiDAR unit, are positioned on the fenders, the vehicle’s nose, and along the sides. Together, they give the system a full read of its surroundings.

How It Handles the Haul

Toyota hasn’t published specs for the electric motor or battery system just yet. What we do know is that the vehicle’s performance varies depending on whether it’s driving itself or being operated manually.

In autonomous mode, the tractor tops out at 15 km/h (9 mph) and can tow up to 13 tons (28,700 pounds). With a human driver at the wheel, those limits jump to 25 km/h (16 mph) and 27 tons (59,500 pounds).

The primary route these vehicles will cover is about 1.5 km (just under a mile), connecting terminal areas with the cargo shed. Along the way, they’ll pass two traffic signals, which the system is designed to recognize and respond to in coordination with the new management platform.

Alongside the vehicle rollout, Toyota and ANA are introducing a Fleet Management System (FMS). This platform issues dispatch instructions, assigns lanes for departures and arrivals, and integrates with the airfield’s traffic light system to smooth out vehicle movement and minimize delays.

Toyota Industries Corporation

The Rimac Nevera R is already a rarefied machine in the hypercar world, with only 40 units set for production. But for those craving something even more elusive, there’s now the Nevera R Founder’s Edition, a version limited to just ten examples.

More: Mate Rimac’s Next Big Idea Has Nothing To Do With Hypercars

This isn’t your typical limited edition. Customers will gain access to experiences usually closed to outsiders, effectively stepping into Rimac’s inner circle. They’ll be involved in internal strategy and R&D discussions, preview future products ahead of the public, and attend live record attempts firsthand.

What Do Owners Actually Get?

The journey begins at Rimac’s sprawling campus in Zagreb, where each of the ten owners will be welcomed by Founder and CEO Mate Rimac, alongside Design Director Frank Heyl.

Together, they’ll guide customers through a tailored configuration of their Founder’s Edition, using real-time visualization tools to tweak colors, materials, and finishes with an unusual level of control.

On the outside, the special edition wears a two-tone livery accented by ultra-slim stripes along the hood, roof, and rear wing, each featuring circuit board graphics. There’s also a Founder’s Edition emblem stamped with Mate Rimac’s initials on the front fenders, while hand-painted details are open to the owner’s preference.

Inside, the asymmetrical seat treatment nods to Mate Rimac’s personal Nevera. The upholstery is hand-stitched, and nearly every surface can be customized. There’s embroidery on the doors highlighting dates significant to Rimac’s history, MR initials on the headrests, and the Founder’s Edition badge placed between the seats.

Performance-wise, the Founder’s Edition doesn’t tweak the Nevera R’s already staggering numbers. It still features four electric motors that deliver a combined 2,107 horsepower.

Earlier this year, the Nevera R shattered records, sprinting from 0 to 100 km/h (62 mph) in just 1.72 seconds and hitting a top speed of 268.2 mph (431.45 km/h). That figure was eventually eclipsed by the BYD YangWang U9’s claimed 308.33 mph (496.22 km/h), though not in an officially recognized setting.

What Else Is Included?

But more than the hardware, what sets the Founder’s Edition apart are the long-term privileges it unlocks. Rimac describes the offering like this:

“For the duration of their ownership, the ten Founder’s Club members will have priority invitations to product previews, a company card allowing direct access to Bugatti Rimac HQ, invitations to performance showcases and record-breaking runs, involvement in strategy discussions with Mate and the team, and input into the research and development that will create the groundbreaking cars of the future.

This small global group of individuals also receive other exclusive benefits and invitations as a part of their membership, with exact details known only to the Founders.”

So yes, it’s a car, but it’s also an entry point into the inner workings of a tech-forward automotive company, complete with driving instruction from Rimac’s professional testers, to help owners actually handle the car’s potential. And once each vehicle is completed, Mate Rimac himself will personally hand over the keys.

More: Rimac’s New Battery Slashes EV Charging To Just Minutes

Rimac hasn’t released official pricing for the Founder’s Edition, though the standard Nevera R starts at €2.3 million ($2.7 million) before taxes. It’s safe to assume the new version will edge comfortably beyond that figure.

Mate Rimac thanked customers, adding, “Without them, everything we have built wouldn’t have been possible. I wanted to find a way to thank the visionary individuals who helped shape this path – and to invite ten of them to experience our world in a completely new way.”

Rimac

Small cars often wear cute faces to win us over, but some go all-in with the gimmick. That’s exactly the case with the CAM EV Microvan, a tiny electric cargo hauler built for squeezing through tight city streets with a smile on its face. Literally.

Recently unveiled at a show in Malaysia, the CAM EV Microvan is a rebranded version of the Nextem Vaquita from Hong Kong. Aside from a new badge, the most noticeable change is a set of cheerful stickers, transforming it into what might be the happiest delivery van on the planet.

Cartoon Cues and Branding Tricks

The design tweaks are minimal, limited to a grinning mouth on the charging port and cartoon-style eyelashes over the headlights. It’s unclear whether these decals will be offered as factory options or left up to owners with a roll of vinyl, but they’re a clever bit of theater on an otherwise utilitarian platform.

More: Trump Saw These “Really Cute” Cars In Japan And Now Wants Them On US Roads

If you’re curious about the name, Vaquita refers to a type of porpoise, one that’s critically endangered, with fewer than ten left in the wild, according to Wikipedia. Why a commercial van is named after a marine animal on the brink of extinction is anyone’s guess, but sure, let’s go with it.

The LCV itself is pitched as a low-cost, low-maintenance option aimed at small businesses that don’t mind a little existential irony with their deliveries.

The Specifications

CAM EV

In terms of dimensions, the EV measures 3,695 mm (145.5 inches) in length and just 1,220 mm (48 inches) in width. Inside, it’s strictly business: a central driving position, a single seat, a very basic dashboard, and plenty of hard plastics that prioritize practicality over comfort.

More: Renault’s Smallest And Quirkiest EV Is Dead

Where it gets interesting is the rear. The Microvan can be configured as a box van, pickup, garbage truck, sweeper, coffee truck, and more. Depending on the configuration, cargo volume reaches up to 2.8 cubic meters (99 cubic feet), with a maximum payload of 630 kg (1,390 pounds).

Power comes from a single electric motor driving the rear wheels. Top speed is capped at 80 km/h (50 mph), while the 15.97 kWh battery delivers an estimated 150 km (93 miles) of range per charge.

According to Paultan, the market launch of the CAM EV Microvan in Malaysia is scheduled for the second quarter of 2026.

Pricing is expected to start around 65,000 Malaysian Ringgit, or approximately $15,900 at current exchange rates. That’s not exactly bargain-bin territory for a vehicle of this size, which means the smiling decals may have to work overtime to win over budget-conscious buyers.

Beyond Malaysia, the Nextem Vaquita is expected to enter markets in Hong Kong, Indonesia, the Philippines, Thailand, and Portugal.

Nextem e-Moblity Limited

The future of Porsche’s mid-engined sports cars is taking a more complex turn than originally planned. While the next generation of the 718 Boxster and Cayman was initially envisioned as fully electric, market realities have led Porsche to pivot.

Just a few months ago, the brand confirmed that combustion engines would still feature in the flagship variants of the upcoming models. Now, it appears that internal combustion won’t be reserved solely for top-tier versions.

More: Porsche’s Next 718 To Borrow 911 Power But Purists May Not Approve

Sources within Porsche’s Weissach engineering center suggest the company is actively reworking its EV-specific PPE architecture to support gasoline powertrains. This would give the 718 range a true dual-path approach, blending electric innovation with combustion familiarity.

According to Autocar, the reverse-engineering won’t be limited to successors of the Cayman GT4 RS and Boxster Spyder. The internal combustion option is expected to extend across a broader portion of the next-generation lineup, which is slated to debut later this decade.

Platform Revisions In Motion

The strategy centers on extracting maximum efficiency and scalability from shared components across the 718 lineup. According to the report, it marks “one of the most radical drivetrain reversals in Porsche’s history.”

Porsche’s combustion-powered future isn’t limited to the 718 either. A new gasoline version of Macan is in the works and will be sold alongside the existing fully electric model. Both the Panamera and Cayenne are set to retain their combustion engines as well, leaving the Taycan as the brand’s only EV-exclusive offering

Not An Easy Task

Illustrations: Antoine Brigot / Instagram

Porsche isn’t alone in navigating the complications of reversing from EV-only plans. Stellantis faced a similar challenge when it reworked the Fiat 500’s electric platform to accommodate a mild-hybrid variant. But for performance cars, the stakes are higher. Matching the dynamic character of ICE and EV models presents a far tougher engineering puzzle.

More: Porsche Purists Might Want To Sit Down For This Junior Gas SUV With Front Bias

One major issue is structural: the PPE platform relies on the battery pack as a load-bearing element. Without it, rigidity takes a hit. Porsche engineers have responded by designing a new floor structure, along with significant changes to the rear. That includes a redesigned bulkhead and subframe to house the mid-mounted engine and gearbox.

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Furthermore, engineers have to figure out the right packaging for the fuel tank, fuel lines, and exhaust, which are not present in the electric variants.

When it comes to powertrains, Porsche has a few options on the table. One is an upgraded version of the naturally aspirated 4.0-liter flat-six that previously featured in the GTS, GT4, GT4 RS, and Spyder variants. Although this engine was reportedly on the chopping block, it might be reengineered to meet Euro 7 emissions standards.

There’s also speculation around a different solution. Earlier reports pointed to a more compact T-Hybrid system lifted from the updated 992.2 GTS. That setup combines a twin-turbo 3.6-liter flat-six with an electric motor, creating a potential bridge between combustion and electrification.

Source: Autocar

Renault’s chapter in electric micro-mobility might have started with big dreams, but it is ending rather quietly. The French automaker has pulled the plug on the Mobilize Beyond Automotive sub-brand, effectively killing off the Duo and Bento urban EVs before they had a real shot at proving themselves in the market.

Mobilize was set up in 2021 as a way for Renault to explore “opportunities beyond automotive manufacturing.” The division introduced the EZ-1 concept that same year, which later developed into the Duo and Bento in 2022. These designs eventually became production-ready in 2024.

More: Mobilize Duo And Bento Are Renault Group’s New Subscription-Based Urban EVs

The fully electric heavy quadricycle and its commercial counterpart shared much of their design language, character, and dimensions with the discontinued Renault Twizy, which came before rivals like the Citroën Ami, Opel Rocks Electric, and Fiat Topolino.

The key difference was that the Mobilize-branded models weren’t meant to be sold outright, but instead offered exclusively through subscription-based programs.

End of the Experiment

Just a year after the production versions were revealed, and before they even reached the UK market, Renault pulled the plug not only on the vehicles themselves but on the entire Mobilize brand. The company has now confirmed that Mobilize is “no longer a standalone entity.”

This decision also brings an end to Mobilize’s car-sharing services in Milan, with Madrid’s program to be phased out by 2026. According to Renault, these discontinued activities either lack long-term profitability or don’t align with the group’s strategic direction.

More: Renault Group’s Mobilize Limo Is A High-Riding Electric Sedan Designed For Fleet Use

Even so, not all traces of Mobilize are being erased. Renault still sees clear value in EV charging infrastructure, describing it as a core element for customer satisfaction and loyalty. The company believes these services help drive EV adoption, and they’re not going anywhere.

What Remains of Mobilize?

To that end, Mobilize’s energy-related services will be folded into Renault Group’s commercial portfolio and overseen by Chief Growth Officer Fabrice Cambolive. The goal is to integrate them more closely with the company’s broader electrification strategy.

Among the tangible results of Mobilize’s efforts are access to over a million charging points across Europe for Renault Group drivers, a target of 100 ultra-fast charging hubs in France and another 100 in Italy by the end of 2026, around 90,000 active Charge Pass users, and the introduction of a bi-directional charging service (V2G) for commercial customers.

Despite the wind-down, Renault insists that Mobilize served its purpose, as a space to test new ideas and expand the company’s capabilities in unfamiliar territory. The brand helped surface opportunities with real potential, while clearing the deck of concepts that no longer made strategic sense.

Artificial intelligence is quickly reshaping the way cars are designed, cutting down development time and simplifying once-complex workflows.

Curious to see how far the tech can stretch, one professional designer set himself a challenge: create an entire concept car in a single day, starting with a handful of loose hand-drawn sketches and ending with high-res, photorealistic renderings generated entirely by AI.

More: This Futuristic RWD Coupe Could Have Been Skoda’s Best Throwback Yet

The man behind this experiment is Antonin Cohen (@space_sketch on Instagram), a French automotive designer currently working for Ford Europe in Cologne, Germany. Before that role, he was employed by Kia, where he contributed to the design of the pre-facelifted fifth-generation Sportage.

We spoke to Antonin, who admitted to Carscoops that he wasn’t initially a fan of AI, but his perspective shifted after spending some time exploring what the tools could actually do.

The technology allows him to generate strikingly realistic renderings from multiple angles and quickly explore different colors, materials, and environments. It’s a faster way to communicate and assess early concepts without getting dragged into the time-intensive process of building them out manually.

Shaping a Digital Lexus

Antonin Cohen

Cohen put the new technology through its paces on a personal project developed in his own free time, a futuristic, Lexus-badged EV. He started with a pair of quarter-view sketches showing the front and rear of a sleek, low-slung three-door hatchback. From there, AI took over, generating a complete set of visuals based on his creative prompts.

The car takes the form of a compact three-door hatchback with a streamlined, aerodynamic stance. A short nose, paired with a steeply raked supercar-style windshield and low-mounted LED headlights, gives the front end a planted, athletic look.

More: Buick’s New Concepts Look Suspiciously Ready For Production

The side profile sharpens that impression, with prominent fender flares and sculpted intakes that suggest a degree of performance. At the back, there is a glass canopy, slim LED taillights and an aggressive diffuser made of carbon fiber.

Cohen told us he always tries to give his designs an “impactful face”, describing the look of the concept as “a little robotic”. He imagined the C-pillars like arms that hold the volume together, and the rear end as “practical, upright, and solid”.

Details That Sell the Illusion

Antonin Cohen

Even for trained eyes, it is hard to distinguish the AI-made renderings from actual photos. The reflections and the texture of the materials is top notch, while the setup is close to what you’d expect from a professional photographer.

Cohen also generated “behind-the-scenes” images showing AI humans prepping the car for an imaginary press shoot. The concept looks particularly striking in a deep orange shade paired with contrasting black roof, pillars, accents, and wheels.

Some images even reveal the interior, featuring a sweeping digital cockpit and angled center console. One version pairs white leather-style materials with minimal trim, while another opts for a more textured feel, combining blue upholstery with wood accents.

The Real Benefit for Designers

The prototype Lexus might be purely digital, but the process behind it highlights how AI tools can support, rather than replace, a designer’s vision. When used thoughtfully, they allow ideas to take shape faster and in greater detail, making it easier to pitch or refine early concepts.

More: French Carmaker Unlocks Its Secret Design Vault And The Scale Models You Can Buy Are Wild

Cohen put it this way: “AI allows us to focus purely on the creative side instead of spending time on rendering. I love illustration work – I’ve done sketches that took me three days – but sometimes you just don’t have that kind of time.”

He also offered a piece of advice to young designers: “No sketch is ever chosen for the quality of its reflections or how many hours you spent drawing the wheels. What really matters are the first few lines, regardless of the technique you use.”

We’d like to thank Antonin Cohen for sharing his project with us.

Antonin Cohen

BMW engineers are burning the midnight oil to prepare a wave of 40 new or refreshed “Neue Klasse” models by the close of 2027. Among them is the next-generation X7, recently caught in fresh spy shots out of Germany.

At first glance, the camouflaged prototype might pass for a routine facelift, but the changes run far deeper, pointing clearly to a full generational shift. The current X7, launched in 2018, already underwent a mid-cycle refresh in 2022, so this next step arrives on schedule.

More: BMW’s Next Boss Already Has 40 New Models On His Plate

Unlike other Neue Klasse entries, the X7 will keep its distinctive split LED headlight setup, now framing what appears to be an even larger kidney grille. The headlights themselves are smaller and sit lower on a redesigned bumper that features more squared-off intakes.

In profile, the new X7 adopts cleaner surfacing along its pronounced fenders, and the conventional door handles give way to slim fins that likely improve aero. The glasshouse remains largely familiar, although the D-pillar looks set to adopt a more pronounced take on the Hofmeister kink.

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At the rear, heavy camouflage hides the design, and the prototype still wears placeholder taillights. These will almost certainly be swapped for full-width units in production, borrowing cues from the smaller iX3 Neue Klasse and what’s coming for the next X5 and iX5.

Tech Upgrades and Interior Overhaul

Inside, BMW is expected to introduce the Panoramic Vision display, running across the base of the windshield. It will be joined by a larger central touchscreen, an upgraded AI assistant, and a new-look steering wheel with a more concept-like aesthetic.

More: Two New Premium Contenders Are Coming For The G-Class

Processing capabilities will get a serious upgrade courtesy of BMW’s new “Superbrains,” the central computing architecture that acts as the vehicle’s digital backbone.

The X7 will continue offering a seven-seat, three-row layout, one of the key factors setting it apart from other BMW SUVs and placing it in direct competition with the Mercedes-Benz GLS and Volvo’s EX90 and XC90.

Electric and Gasoline Together

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The latest prototype spotted on the road features quad round tailpipes and sits on sizable alloy wheels, pointing to a mild-hybrid V8 powertrain, likely in an M-badged variant. That said, earlier prototypes confirmed that the new generation will also include a fully electric iX7 model for the first time.

More: New i3 And 3-Series Reveal BMW’s Most Striking Split Yet

In contrast to BMW’s smaller models, where combustion and electric variants ride on separate platforms, the X7 and iX7 will share the same architecture. This will reportedly be a development of the current CLAR platform, adjusted to support both traditional and EV setups.

The lineup is also expected to include high-output variants from both BMW M and Alpina, with the electric versions possibly delivering up to 900 horsepower, according to our sources.

BMW hasn’t locked in a release date for the next X7 and iX7, but the roadmap suggests a 2027 launch. Both models will be built in BMW’s Spartanburg plant in South Carolina, alongside the X3, X5, X6, XM, and a brand-new rugged SUV aimed squarely at the Mercedes G-Class.

Below, you’ll find a speculative rendering of the next-generation X7, created by our own Josh Byrnes.

Illustration Josh Byrnes / Carscoops

A lot has changed since Caterham introduced its fully electric Project V concept all the way back in July 2023. Zero-emission sports cars don’t sound as appealing as they did, with many automakers now rethinking and delaying their electrification plans. But not Caterham.

The British company is preparing to unveil the first working prototype of its EV coupe at the Tokyo Auto Salon next month, a move that signals continued investment in a project it believes has long-term potential.

More: Caterham’s CSR Twenty Is The Priciest, Most Premium Seven Ever

According to the latest update, this initial prototype is being used for “testing and evaluation” as Caterham moves toward full-scale production. The company hasn’t pinned down a new launch window, but it’s understood that the previously suggested timeline of late 2025 or early 2026 is no longer on the table.

The last major update came in October 2024, when Caterham confirmed the Project V would use a Yamaha-supplied e-axle. The concept had originally promised 268 hp (200 kW / 272 PS) from a single electric motor, the same configuration Yamaha previously used on the 2022 Subaru STI E-RA concept. That figure still appears to stand.

A few months later, in December 2024, Caterham shared another technical development: the car will use immersion-cooled battery packs supplied by Xing Mobility. These cells, which use CTP (cell-to-pack) architecture, are said to provide 200 Wh/kg of energy density, outperforming traditional liquid-cooled alternatives. In practice, that likely means more range and less weight to carry around.

What’s Next for Project V?

The company’s next steps include continued evaluation of the electric powertrain, additional testing of the Xing battery system, and a round of chassis durability assessments. All of this will help shape the final production model, which still appears to share much with the original design study.

Besides the rolling prototype set to debut on January 9, Caterham also confirmed that the show car will make its US debut at the 2026 CES in Las Vegas on January 6. It’s likely this will be the same white vehicle displayed at the IAA Mobility Show in Munich last September

More: Another Gas Sports Car Dies So An Electric One Can Live

Having both cars on the circuit at once suggests that the Project V’s exterior and interior designs will carry over largely intact into the next stage of development.

A New Hand on the Wheel

In other news, Caterham announced last month that Bob Laishley had stepped down as CEO after four years at the helm. Laishley, a former Nissan executive, has been succeeded by Kazuho Takahasi, who is also the President and Founder of parent company VT Holdings.

Commenting on the prototype’s debut, Takahasi said:

“This is a significant milestone in the development of Project V, with our prototype making its public debut at the Tokyo Auto Salon. This next step enables us to begin a comprehensive vehicle testing program in collaboration with our technical partners. Our objective remains unchanged: to realise our vision of a pure electric sports car that embodies the unmistakable DNA of a Caterham.”

Caterham

Fiat is stepping into the spotlight once again, this time with a crossover that will expand the growing Panda lineup. The new model carries forward the Panda’s character, scaled up with a larger footprint and shaped by a fastback silhouette.

Two camouflaged prototypes of the production version of the 2024 Fastback concept were recently spotted in a parking lot, offering a clearer look at the exterior and, for the first time, a glimpse inside the cabin. The latest test cars have ditched some of their camouflage, revealing more of what’s in store.

Review: New Fiat Grande Panda Hybrid Makes Budget Look Cool Again

The LED headlights look similar to the Grande Panda, but they are slimmer and have tear-style extensions for a more modern look. These flank a concealed front grille that’s expected to carry over the pixel-like graphics and retro Fiat emblem found on the smaller sibling.

We can also see the lower bumper intake and a discreet skid plate with a metal-style finish. One of the prototypes has a red bodywork and rides on black steel wheels, which if intended for a base trim, are likely to be paired with hubcaps on the final production version.

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The side view reveals standard door handles and sculpted fenders that add some definition to the bodywork. More notably, both the greenhouse and metal panels appear distinct from those on the Citroen Basalt, a related model currently on sale in markets like South America and India.

More: Fiat’s Panda Camper Is Back Pretending It’s An Overlander

Naturally, the standout feature of the Fastback is its rear section, where a sloping roofline meets slim LED taillights for a clean, tapering finish. One of the prototypes has shed its heavy camouflage, exposing the rear glass and an integrated ducktail spoiler. The rest of the tail keeps things more upright, with boxy surfacing, a wide tailgate, and the license plate positioned on the rear bumper.

The model, overall, feels like a natural evolution of the original concept, though its design has been moderated in typical fashion for production. If the Grande Panda is any indication, expect the exterior to include a handful of playful Easter Eggs, likely paying homage to the classic four-stripe Fiat emblem.

How Does It Look Inside?

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Surprisingly, one of the prototypes had an uncovered interior. The interior layout diverges from that of the Grande Panda and even from its mechanical relatives, the Opel Frontera and Citroen C3 Aircross.

The dashboard pairs a compact digital gauge cluster with a larger central infotainment screen. Below that, leather-effect trim lines the dash, while glossy black plastic surrounds the oval-shaped center console for a bit of contrast.

A row of physical buttons sits along the lower part of the console, and the automatic gear selector appears to be the same unit used in several Stellantis models.

Other highlights include the two-spoke steering wheel that has the same shape with the Opel Frontera, and the new seats with a square pattern and semi-integrated headrests.

Multiple Powertrain Options

As with the rest of the future Panda family, the fastback will ride on the budget-oriented Smart Car architecture. It is expected to be offered with gasoline, mild-hybrid, and fully electric powertrain options, most likely shared with the aforementioned Citroen and Opel SUVs.

Fiat plans to offer the model in both European and South American markets, with an official reveal expected in early 2026. A year after that, it may be joined by a more traditionally shaped sibling, an SUV with a boxier rear end and added cargo space.

That model is rumored to revive the Multipla name and could square off against the likes of the Dacia Duster and Bigster.

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Americans aren’t exactly spoiled for choice when it comes to pint-sized urban runabouts. Those Kei cars from Japan that caught Donald Trump’s attention recently are off-limits, and Europe’s laughably compact quadricycles are considered too tiny to share the road with trucks and SUVs.

Still, Stellantis seems ready to test the limits of what American drivers will accept, choosing to bring over the Fiat Topolino, a vehicle so small, it makes the already diminutive 500 look like a family hauler.

Read: Fiat’s Bringing An EV To America So Small It Makes Kei Cars Look Like Cadillacs

To give you a sense of scale, the Topolino measures just 2.53 meters long (99.6 inches), making it seven inches shorter than the already tiny Smart Fortwo. That car, if you remember, looked like a Little Tikes Cozy Coupe next to your average truck.

Stellantis has been dabbling in the heavy quadricycle category since 2020, starting with the Citroen Ami, followed by the Opel Rocks Electric in 2021, and most recently the Fiat Topolino in 2023. All three share the same platform, and all three are designed with urban mobility in mind rather than highway cruising.

That got us wondering: what if this squat little EV were rebadged as a Dodge, Chrysler, or Jeep? Would American buyers warm up to it with a familiar name on the front?

Officially, Stellantis has no plans to expand the model lineup in North America. But given how freely these micro-EVs swap badges in Europe, it’s not much of a leap to imagine a domestic version. Maybe if it wore the right logo, this pocket-sized commuter could stand a better chance on American streets.

So we sketched out a few ideas: what would it look like if Dodge, Jeep, and Chrysler each took a swing at the format?

Jeep TrailBug: Like A Golf Cart For The Apocalypse

Based on the rugged Citroen Ami Buggy – more specifically, the Rip Curl concept with grippy tires, an LED roof bar, frame doors, and other accessories – the Jeep version was an easy win.

Using the Citroen Ami Buggy as a starting point, and specifically, the Rip Curl edition with its chunky tires, roof-mounted LEDs, and open-air doors, we imagined a Jeep-branded version that leans fully into rugged charm.

More: 2025 Citroen Ami Gets Funkier With Bulging Eyes And 2CV-Style Gills

The reworked front fascia includes a five-slot grille (sorry folks, room constraints nixed the full seven), with circular Wrangler-style LED headlights and Jeep-branded alloys. Matte plastic panels and a spartan cabin keep it functional, while the aesthetic reads more off-road pit crew than farmer’s market errand runner.

No, it wouldn’t come with Trail Rated credentials, but the TrailBug could still inject some Jeep attitude into cul-de-sac crawls and campground loops.

Dodge Lil’ Demon: Tiny Muscle Car Attitude

Our Dodge concept starts from the Opel Rocks Electric but pushes it in a more aggressive direction. The front gains a retro-style Cross Hair grille and a sharper lower bumper design.

More: Updated Opel Rocks Is A Mild Refresh Of The Citroen Ami Twin

Other touches pull directly from the brand’s muscle playbook, including Challenger-inspired quad headlights, Charger Daytona wheels, and a red paint scheme with full-length black stripes.

Chrysler AeroMini: A Retro Armchair On Wheels

The Chrysler version stays closest to the Fiat Topolino, as the retro aesthetic works great regardless of badge. We added a Chrysler wing emblem up front, U.S.-spec yellow indicators, chrome disc wheels, whitewall tires, and vintage mirrors.

The result is part mid-century cruiser, part bubble car. Its glossy navy finish paired with satin silver accents looks more like something from an airport lounge in 1958 than a modern EV.

As with their European siblings, all three of our fictional variants would share the same EV drivetrain and hardware underneath.

More: Tiny Jeep Dune Digital Concept Wants To Conquer Your Sidewalks

A single electric motor puts out 8 hp (6 kW / 8 PS), drawing power from a 5.4 kWh battery that offers up to 46 miles (75 km) of range. Hardly numbers that will worry Tesla, but then again, this thing looks more like a powered shopping cart than a proper car , and it performs accordingly.

In the US, these would likely fall into the “Neighborhood Electric Vehicle” category. They’re legal on certain public roads, but only at low speeds. European regulations follow a similar pattern, as under the L6e quadricycle class, models like this are capped at 28 mph and must weigh under 425 kg (without the battery).

So, from our imaginary garage, which of the three would you bring home? Would you take the Jeep TrailBug with its post-apocalyptic vibe, the sporty Dodge Lil’ Demon, or the Chrysler AeroMini channeling the Eisenhower era? Let us know which one you’d most like to wheel down the block.

Who knows, maybe someone from Stellantis is listening.

Photos Stellantis, Illustrations Thanos Pappas for CarScoops

There was a time when Europe’s roads were dotted with compact and subcompact minivans, purpose-built to juggle space, versatility, and daily practicality. That era faded fast once SUVs rolled in and pushed the category toward near extinction. But Citroen isn’t quite ready to let the minivan disappear quietly into the past.

The French automaker has unveiled the Citroen ELO, a concept it calls a “laboratory of ideas,” blending a boxy, unmistakably van-like silhouette with a modular six-seat cabin that is, by all accounts, very orange.

Review: We Drove The New C5 Aircross And Lost Our Jeep’s Compass To Citroen’s Comfort

While not a direct preview of an upcoming production vehicle, the ELO hints at where Citroen’s design language may be heading, and perhaps at how the brand still sees a future for vehicles shaped around utility rather than what sells fashion.

The name of the concept originates from the words rEst, pLay, and wOrk, communicating some of its use case scenarios. Measuring 4.10 m (161.4 inches) long, it is about the same size with the discontinued C3 Picasso and the previous generation C3 Aircross. However, it looks nothing like these models, adopting single-box proportions.

Reinventing the Urban MPV

Its name is an acronym of sorts, built from the words rEst, pLay, and wOrk, each pointing to one of the concept’s imagined roles. Measuring 4.10 meters (161.4 inches) in length, it roughly matches the size of the now-discontinued C3 Picasso and the previous C3 Aircross.

In shape, though, it’s a clean break, leaning into a single-box form that has little in common with those models.

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Up front, the ELO wears squared-off LED lights and a large, illuminated Citroen badge, bookended by a utilitarian front bumper that’s mirrored around the back. The windshield has a weird curve and is joined by a small glass roof. The profile is dominated by the large greenhouse and the sliding doors that create a 1.92 m (75.6-inch) wide opening.

The concept rides on 21-inch wheels with futuristic covers. There are horizontal cutouts above the fender on the beltline, while the roofline drops towards the rear section. The rear has an asymmetrical door and glass, with split LED taillights mirroring the shape of the headlights.

Four Or Six Seats

Inside, the ELO is configured as a “modular living space,” designed to hold either four or six people. The layout is unorthodox: the driver’s seat is mounted in the center, with two removable passenger seats positioned slightly behind it, and a three-person bench completing the rear row.

The front seat can swivel, creating a living room or a work space for meetings. The rear section of the cabin can transform into a sleeping area thanks to a pair of inflatable mattresses.

These are made of a durable material called Dropstitch and can be stored in the trunk. Furthermore, a drop-down screen turns the EV into a home theater.

The ELO doesn’t have a dashboard in the conventional sense. In its place, the ELO features an open section ahead of the driver and a slim display mounted beneath the front windshield.

The steering wheel juts out from the front wall in a futuristic shape, equipped with two joystick-style inputs and traditional stalks, replacing the need for a touchscreen. Door cards and side panels incorporate clever storage solutions, as expected in a van shaped around practicality.

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The concept rides on a fully electric architecture, which is beneficial for packaging. Citroen hasn’t shared the specifications of the electric motors or the battery pack, but said that the “natural habitat” of the concept is urban areas.

It Could Spawn a Subcompact Offering

The concept will make its first public appearance at the Brussels Motor Show in January 2026. While it’s not destined for production in this form, French outlet L’Argus reports that it could influence a future subcompact model expected in 2028. That vehicle would slot somewhere between the C3 hatchback and the C3 Aircross SUV.

Citroen’s Design Director, Pierre Leclercq, referred to the ELO as “a burst of energy,” describing it as a design experiment built around practicality, efficiency, and a touch of whimsy. CEO Xavier Chardon echoed that, calling the concept both “a laboratory of ideas” and “a powerful message that carries our vision of what Citroen should be”