Slate Auto is only a few months away from what could become the most consequential moment in its brief existence. It will soon tell the world exactly how much its trucklet will cost. We already know it is targeting the “mid-$20,000 range,” but whether or not that’ll be cheap enough for widespread adoption is an open question.

This week, the startup teased on social media that final pricing for its two-door EV will arrive in late June. In the video, CEO Chris Barman reiterates that the base “Blank Slate” model is still expected to land in the mid-$20,000 bracket.

More: Slate Still Doesn’t Know What Its EV Truck Will Actually Cost

“We’ve been working tirelessly to get the lowest price possible,” Barman said. “While we’re not pencils down just yet, we’re wrapping negotiations on final parts with suppliers. We’re on track to share new info on the price in June. We think it’ll be worth the wait.”

Obviously, the mid-$20,000 range is a break from Slate’s initial promise of a truck that starts under $20,000. That said, its initial promise relied heavily on the now-defunct $7,500 federal EV tax credit. Without it, breaking that price barrier was always going to be a stretch given material costs and industry margins. The updated estimate sounds a lot more realistic, but also far less revolutionary.

The Reality Ahead

Let’s say that the trucklet launches with relatively approachable MSRP. Slate will still need to nail the details. Execution at the manufacturing, service support, parts supply, and consumer education level will be paramount. Other startup automakers have failed on fewer issues.

Then, there’s the competition. We’ve pointed out just how unattractive a $25,000-$28,000 Slate might appear next to something like the Ford Maverick. That isn’t the only compact truck in the market and the Blue Oval brand is already working on an electric version of its own, which it promises to start from $30,000.

And while we’re still light on specifics, it is hard to imagine Ford delivering something as unapologetically stripped back as the Slate, which famously does without even basic features like integrated speakers and power windows.

That all said, a small, affordable, modular EV with tons of personality might just manage to escape the fray. Production is supposed to begin by the end of the year in Indiana.

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The automotive industry never slows down, and EV brands feel that pressure more than most. Lucid is responding to the market and to its own position by cutting 12 percent of its workforce. The move comes as it attempts to tighten spending and move closer to profitability as it ramps up Gravity production.

The layoffs were confirmed to Bloomberg in an emailed statement, following the leak of an internal memo from interim CEO Marc Winterhoff that circulated within the company and was seen by Techcrunch.

In the memo, Lucid addresses the cuts head on. “Saying goodbye to colleagues is never easy,” Winterhoff wrote. “We are grateful for the contributions of those impacted by today’s actions, and we are providing severance, bonus, continued health benefits, and transition support to help them through this period.”

More: Lucid Built Its First $50K Midsize EV Prototypes, But Still Hasn’t Shown A Single One

Bloomberg reports that the majority of workers affected are salaried and corporate roles. Hourly workers tied directly to manufacturing, logistics, and quality operations at Lucid’s Arizona facility are not expected to be part of this reduction. That’s not all that shocking, given the brand’s need to ramp up production of the Gravity SUV and continue development of its Midsize platform.

“Importantly, today’s actions do not affect our strategy,” Winterhoff wrote. “Our core priorities remain unchanged, and we continue to focus on the start of production of our Midsize platform. With disciplined execution, we are also focused on further expansion into the robotaxi market, continued ADAS and software development, and growth in sales of Lucid Gravity and Air across existing and new geographies.”

A Murky Future

Right now, Lucid’s momentum is almost entirely pinned on the Gravity SUV. It undoubtedly broadens appeal beyond the ultra-luxury Air sedan expanding its reach to a more popular segment. That said, it’s not exactly what most buyers would consider mainstream or affordable.

That’s why the Midsize platform is so key to Lucid’s future. Tesla’s Model 3 and Model Y turned a niche player into a volume powerhouse, and Lucid is hoping for a similar inflection point.

Rivian is following a similar playbook with the R2. By the end of the year, we should have a clearer picture of who is getting closer to that goal. In a cooling US EV market, profitability is no longer a nice to have. It is the whole game.

Don’t look now, but Tesla might actually be on schedule, if not slightly ahead, at least for now, with its Cybercab program. The automaker says the first production example rolled off the line on Tuesday, more than a month earlier than Elon Musk previously suggested. Its CEO also confirmed pricing.

Read: Tesla Spent Big On Cybercab Branding, Now Someone Else Owns It

Of course, plenty of hurdles remain if Tesla plans to sell one before the end of the decade. And yes, at least one major YouTuber could end up shaving his head if Musk’s team pulls it off.

Tesla posted a photo on February 17 showing the team at Gigafactory Texas surrounding the first production Cybercab. While there’s still no clear timetable for full-scale production, Musk previously indicated that manufacturing wouldn’t even begin until April. I double-checked my calendar, and it still says February.

Importantly, this is almost certainly a pilot build and not a car destined for a customer. That said, it’s a significant step forward for a brand often associated with shifting timelines.

Public Bets And Pricing

That reputation likely played a role in Marques Brownlee (MKBHD) saying in 2024 that if Tesla launched the car before 2027 at a price below $30,000, he’d shave his head on camera.

https://t.co/0nls5D9FX8 pic.twitter.com/NEGKdfmQOL

— Whole Mars Catalog (@wholemars) February 17, 2026

After Tesla announced the milestone, meme versions of a bald MKBHD quickly spread across X. Musk joined in, replying “Gonna happen 😂” to one such post. In a separate exchange, he also confirmed that Tesla still plans to sell a consumer version of the Cybercab before 2027 for “$30,000 or less”.

Hurdles Ahead

That all sounds promising, but Tesla has to do more than simply build the car. The Cybercab is meant to be the brand’s first true autonomous vehicle sold without a steering wheel or pedals. Since unveiling it, however, Tesla has hinted that those controls could return if regulations require them.

And that’s where the real challenge begins. Federal vehicle safety standards assume a human driver is present, and insurance frameworks do too. The NHTSA may need to grant exemptions for certain rules, while individual states could impose their own restrictions on autonomous vehicles operating on public roads.

In other words, building the Cybercab might prove easier than getting it legally approved. Whether Tesla can clear those hurdles before 2027 remains an open question.

Ferrari is no stranger to controversy, and it rarely shies away from it either. Its upcoming all-electric Luce could turn out to be the most polarizing project yet. The man behind the design, Jony Ive, Apple’s former design chief who shaped the iPhone and several other era-defining products, admits he is feeling the pressure.

That seems like a perfectly reasonable response with a historic unveiling just two months away, especially when you are tasked with redefining what a Ferrari is supposed to be in the modern era.

More: Ferrari’s Luce EV Has A Glass Key And Buttons That Click Like A Rifle Bolt

This isn’t just another EV launch after all. It is Ferrari, a brand built on racing at the highest levels and on exciting V12 supercars, sometimes only obtainable through wild buying rituals, and now venturing into the silent world of EVs.

A Defining Electric Debut

SHProshots

Calling it a big deal would be a massive understatement, which is probably why Ferrari hired Ive and fellow designer Marc Newson for the task of shaping the Luce.

The exterior, in fact, has been penned by LoveFrom, the design house founded by Ive and Australian designer Newson, which makes this less a routine Ferrari project and more a collision between Maranello and Silicon Valley minimalism.

Speaking to Autocar, Ive openly admitted that he’s “anxious” about revealing the car to the world. It’s not concern over the design itself that sparks that feeling, but instead the gravity of just how big this moment is for Ferrari. He called it “still clearly a Ferrari,” but went on to say that “It’s a different manifestation based on some of the beliefs around simplicity and the inherent beauty of something.”

On the flip side, his co-designer, Newson, highlighted the freedom offered with such a project. “One of the great and serendipitous sort of things is that this is an electric vehicle, the first electric Ferrari, right? So that afforded us a degree of freedom that perhaps we would otherwise have not had: literal physical freedom or creative freedom… on many levels here,” he said.

Inside The Luce Philosophy

At this stage, we’ve already seen official bits of the interior. The brand unveiled the dash earlier this month. It’s quite the departure from other modern Ferraris. That’s key because Ive and Newson say that the entire car has a “consistency and a singularity” about it.

Ive has also stressed that there is “no disconnection” between the exterior and interior, noting that both were designed simultaneously rather than by separate departments. In his view, that approach results in a complete package that feels cohesive rather than pieced together.

What we also know so far is that the Luce will be a four-door, four-seat GT with a ride height similar to the Purosangue, and that it will feature a 1000hp four-motor powertrain. Ive has hinted that the car will be “big” in its proportions and just as radical on the outside as it is within.

Will The Luce Use Rear-Hinged Doors?

SHProshots

To that end, we wonder if the exterior will be far more retro-futurist than previously expected. While Ive was talking about the new Luce, our spies caught another heavily disguised prototype undergoing testing in northern Sweden this week.

Like earlier Luce testers, this one was wrapped in makeshift panels from top to bottom, making it extremely difficult to interpret what is happening underneath beyond a general sense of its proportions and size.

One detail our photographers did catch appears to be a set of door handles, circled in red, positioned just under the B-column in the middle section. According to our photographer, the Luce may be using suicide-style rear doors that open toward the front of the vehicle, similar to the Purosangue. This has not been officially confirmed, and it could just as easily be Ferrari engaging in a bit of cheeky misdirection.

We will know for certain in May, when Ferrari finally unveils its first EV.

SHProshots

A quick look around the automotive industry would have most thinking that EV adoption is slowing down. Whether that perception holds true or not, Toyota is moving ahead full steam with not one, but three new electric vehicles, and the C-HR might be the most playful of the bunch. Yesterday, we talked about how the bZ Woodland is a great improvement on the old bZ4x. 

Review: 2026 Toyota bZ Woodland Is Quicker Than A GR Corolla, But That’s Not Its Real Trick

Today, the focus shifts to the C-HR, a revived nameplate that now returns exclusively as an EV. It’s a huge deal beyond just the fact that it’s going electric. It’s the first formerly gas-powered Toyota nameplate to go fully electric. Sure, it only beat the new Highlander by a few months, but that’s more than enough. Both will have a big impact on Toyota moving forward. 

While we don’t know what the Highlander will end up selling for, the C-HR is clearly aimed at a different demographic. With a starting price shy of $38,000 before destination and handling, it’s aimed at Tesla Model Y buyers wanting something a touch smaller. Packing standard all-wheel drive, 338 hp (252 kW), and almost 300 miles of range, it’s a new face in the segment that will no doubt blow up one day. 

Quick Facts

Now, all that’s left is to figure out if it’s good enough that it’ll gain a foothold for a long ride, or if it’s still a battery cell or two away from a fully-formed EV. Thankfully, a week of testing it in hilly Ojai, California, helped us figure out the good from the bad. 

Styling

Photos Stephen Rivers/Carscoops

Let’s not play coy. While the C-HR’s nomenclature has always invited comparisons to Honda’s HR-V, the exterior designs couldn’t have been much more different when it first arrived. We’re happy to report that the same playful attitude carries over to this new electric version of the crossover. 

The front end adopts Toyota’s newer hammerhead design language, with a low, aggressive nose and slim lights that visually widen the car. The coupe-like roofline flows cleanly into the rear, and from certain angles, the C-HR almost looks more hatchback than crossover, which works in its favor. It feels athletic despite being clearly compromised on that front. 

Also: New Toyota Highlander Drops Its Biggest Tradition, And I Got A Front-Row Look

Compared to the bZ Woodland, the C-HR looks tighter and more urban. It’s clearly aimed at buyers who want something sporty and expressive rather than rugged or adventurous. The wheel options help sell that image, too, with 18-inch alloys on the SE and aggressive 20-inch wheels on higher trims.

If the old C-HR was bold but polarizing, this one is more mature. It’s still stylish, but it’s less desperate for attention and more apt to provide an experience worthy of an offbeat appearance. 

Cabin Space

Photos Stephen Rivers/Carscoops

Toyota told us early on that we’d see a lot of crossover between this and the bZ Woodland, and it was right. It leverages supportive front seats, an intuitive infotainment setup, a steering wheel that feels good in your hands, and visibility that’s better than the sloping roofline suggests. The driver’s position feels good, though; we’d love a little more adjustability from the steering wheel. 

Photos Stephen Rivers/Carscoops

The 14-inch touchscreen dominates the dashboard and comes standard across the lineup. It’s responsive, cleanly laid out, and avoids the over-complicated UI issues that plague some competitors. Dual wireless charging pads and practical storage touches reinforce that Toyota still knows how to design for daily life.

Material quality is a step up from Toyota’s earlier EV efforts, too. Soft-touch surfaces and ambient lighting keep things modern without crossing into gimmicky territory. And then you climb into the rear seats. Things go from perfectly livable to suddenly only for the smallest around us. 

How Tight Is Too Tight?

I get that as a taller-than-average guy, I won’t fit everywhere, but I was sincerely shocked at just how tight the back seats of the C-HR are. This is a compact crossover, and that’s clear as soon as we compare it to another new crossover in the form of the Mazda CX-5. 

The Mazda has a wheelbase that is just 2.5 inches (63 mm) longer. Despite that, the CX-5 offers 7.7 inches (195 mm) of additional legroom, up to 2.8 inches of headroom, and in total over 10 cubic feet of extra space in the rear seats. Put simply, rear-seat occupants won’t be happy in the C-HR unless they’re relatively small. That said, they’ll fit kids just fine. 

Cargo space fares better, with 25.3 cubic feet behind the rear seats and nearly 60 cubic feet with them folded. That’s perfectly usable for daily life, but the passenger packaging tells you clearly where Toyota’s priorities were.

Driving Impressions

Here’s where the plot thickens, in the best way possible. EVs are well-known for their instant torque, but that doesn’t automatically make one good to drive. The way the C-HR moves about the world is with more authority than one might expect. It’s sharp. The short wheelbase helps it manage bends with confidence. And the steering is more communicative than in the larger bZ Woodland. 

Toyota claims 0-60 mph in 4.9 seconds, and it absolutely feels believable. This thing moves… not with the aggressive chaos of a GR Corolla, but with the smooth, relentless urgency only an EV can deliver. In fact, this might be the quickest pseudo-practical car in Toyota’s lineup right now. It’s not trying to be a sports car, yet it’s faster in a straight line than many cars that are.

The low battery placement keeps the center of gravity down, and the chassis feels planted through corners. Steering is light but accurate enough that you want to push a little harder than you probably expected. There’s a maturity to the tuning. It’s composed, predictable, and easy to trust. The brakes are excellent, too. 

The regenerative braking paddles let you adjust deceleration on the fly, which adds a layer of driver involvement often missing from mainstream EVs. It’s not revolutionary, but it does make the driving experience feel more interactive.

Ride quality strikes a nice balance, too. It’s firm enough to feel sporty without punishing you over rough pavement. The C-HR doesn’t feel like a small SUV pretending to be sporty. It just feels like a well-sorted EV with some genuine personality. No, it’s a far cry from a Hyundai Ioniq 5 N or a Tesla Model Y Performance, but it’s the EV I’d pick from Toyota’s lineup if driving feel was all that mattered. 

More: Toyota Made An Electric Subaru Outback As Powerful As A Supra

From a more practical standpoint, range tops out at 287 miles on the SE trim, dropping slightly with the larger wheels. Charging speeds max out at 150 kW DC fast charging. That’s enough to go from 10–80 percent in roughly 30 minutes under ideal conditions. As we’ve seen in the past, ideal conditions can be rare, but the inclusion of Tesla’s NACS port should help. 

Competition

The C-HR lands in an increasingly crowded space, but its personality gives it, like the bZ Woodland, a unique angle. The Tesla Model Y remains the benchmark for space and usability. It’s roomier, more versatile, and easier to live with if rear-seat comfort matters. The Model 3, while technically a sedan, also beats the C-HR for rear-seat comfort despite looking smaller.

Frankly, comparing it on paper to most cars in the segment makes the C-HR look like a middling choice at best. Even pairing it against its badge-engineered sibling, the Subaru Uncharted, it costs more and isn’t available with front-wheel drive, which unlocks more range. That said, I’m not about to start complaining that we need more front-wheel drive cars.

Where the C-HR stands out is key, though. All-wheel drive is something that plenty of folks want and or need where they live. Second, it’s probably the easiest car in the segment to park, thanks to great sightlines and one of the shortest wheelbases here. That matters. 

No, it’s not the quickest, cheapest, or most spacious. Instead, it’s leaning into the vibe of a compact, economical electric vehicle to the best of its ability in its current form. And that form just so happens to be quite attractive and fun. 

The Verdict

Toyota just launched the new Highlander in all-electric form, which is a huge deal in itself, but let’s not forget that this new C-HR is the first formerly gas-powered Toyota to go all-EV in America. That’s also a big deal, and it makes this little commuter car an important inflection point in history. 

To that end, it’s great to see that Toyota didn’t hold back here regarding performance. The C-HR is properly quick, genuinely fun to pilot, and even fun to look at. The front seats, infotainment, and overall driving position are all excellent, and on the road, it feels composed, lively, and far more engaging than many electric crossovers in its segment.

That said, it’s not without compromise. Rear-seat space is tight enough to be a real consideration, especially if you regularly carry adults. This is a crossover that prioritizes style and driving feel over maximum practicality. And honestly, that might be exactly the point. Here, the fun comes first, and the practicality, while important, comes in second place. Will it be a mix that sells well? Only time will tell. 

Photos Stephen Rivers/Carscoops

Toyota is one of the few brands that still seems intent on giving enthusiasts something to get excited about. Vehicles like the Land Cruiser, GR Corolla, and GR Supra make that clear. But what about the eco-conscious buyer with a family? Until now, that same energy hasn’t really carried over to its EV lineup. The bZ Woodland is meant to change that.

It would be easy to look at it and assume this is just another trim level dressed up with black plastic cladding and a roof rack meant to suggest capability more than deliver it. After all, Toyota is still a long way from securing a serious foothold in the all-electric space. This SUV, which actually looks more like a wagon on stilts, not dissimilar to older Subaru Outbacks, pushes the brand more squarely into the conversation.

Positioned above the standard bZ SUV, the Woodland adds nearly six inches of length, unique over-fenders, standard all-wheel drive, and boasts 8.4 inches (213 mm) of ground clearance. That’s just about an inch shy of a base Tacoma, and the pickup doesn’t come standard with 375 horsepower and a 0-60 time of 4.4 seconds either. 

QUICK FACTS

On paper, this could be the vehicle to move Toyota’s EV aspirations higher. It’s a family hauler. It sounds like it’ll be reasonably capable off-road. Clearly, on-road performance is something the automaker considered as well. Does it all actually pay off in the real world, though? That’s what we went all the way to California to find out. 

Rugged Cues With Familiar DNA

Photos Stephen Rivers/Carscoops

From afar, the bZ Woodland looks like it’s gone out into the world in a monotone plaid shirt. It’s trying to stand out and appear rugged, but not shouting for others to look at it. Some will love it and appreciate the understatedness, and others will think it’s trying too hard and is a bit overdone. Personally, I’m not sure the black plastic cladding is doing much good, but once it has some dirt on it, the overall package does appear appropriate. 

Read: Toyota’s Lineup Overhaul Could Include A Surprise Sedan

That said, it’s far from a departure from Toyota’s previous design efforts. The hammerhead nose, first introduced on the widely-loved new Prius design, is here and is complemented by a full-width LED lightbar and DRLs. The sideskirts and rear of the car offer more cladding and even a faux diffuser treatment below another full-width LED lightbar. 

Photos Stephen Rivers/Carscoops

If you’re getting Subaru vibes from the shape, don’t feel bad. This SUV rolls off a Subaru production line with that brand’s Trailseeker SUV. The two share just about everything under the skin, but compare them side to side, and to my eye, it’s the Toyota that seems to have a more cohesive design overall. 

Cabin Design And Layout

In the cabin, this crossover walks a fine line between rugged and refined. The materials feel good overall. They’re not luxurious or even what I’d call premium necessarily, but there’s a lot of thoughtful little touches to enjoy. Take, for example, the visual texturizing of the dashboard edges and upper door cards. 

It elevates what could otherwise be a very plain space. That said, it’s all monotone. Black and more black, unless you opt for Stone Brown. I wish there were a little more visual drama inside, but from a business standpoint, Toyota probably made the smart call.

Also: New Subaru Outback Finally Comes Out As An SUV

The cabin layout is straightforward to the point of being almost clinical. The 14-inch infotainment screen dominates the dash. It’s fast, intuitive, and thankfully backed up by integrated physical controls for key functions. The steering wheel feels tech-forward, with buttons for lane centering, voice commands, regenerative braking adjustments, and more. It’s busy, but logical.

Ergonomics And Everyday Usability

Photos Stephen Rivers/Carscoops

One potential issue, especially for shorter drivers, is that the steering wheel doesn’t have much in the way of maneuverability. My drive partner, Jason Torchinsky from our friends over at The Autopian, specifically remarked on how shorter drivers will struggle to see the entire gauge cluster without having the wheel block a significant portion of it. 

In other words, shorter drivers might have to pick between seeing the whole road or seeing the whole gauge cluster because doing both at once might be impossible. 

Another strange choice is the shifter knob. You have to press down on a ring and then rotate it in the direction you want. It’s not terrible. But it’s not intuitive, either. And it doesn’t feel like it adds anything meaningful. That space could’ve been used more creatively. Ahead of it, dual wireless chargers are a genuinely nice touch. It’s the kind of small usability win that makes daily life easier.

More: Are We Entering A New Era Of Badge Engineering?

Rear seat space is where reality sets in. For a relatively large crossover, comparable in footprint to something like a Crown Signia, it’s tight back there. At 6’6″, I’ve endured my share of cramped rear benches, but I wasn’t expecting to have to slouch this much. Average-sized adults will be fine. Taller passengers should absolutely call shotgun.

Cargo space makes up for it. With 74.9 cubic feet available with the seats folded, it’s genuinely cavernous. I fit a full-size, full-suspension mountain bike in the back, thanks to The Mob Shop, without removing the front wheel. That’s impressive. 

It speaks not only to total volume but to how large and usable the rear opening is. If it swallows a modern mountain bike that I could ride whole, it’ll handle just about anything else you throw at it. If that’s not enough, it can also tow up to 3,500 pounds (1,588 kg). 

Technology And Charging

Toyota loads the Woodland well. The 14-inch touchscreen runs Toyota’s latest multimedia software with wireless Apple CarPlay and Android Auto. The system is quick and easy to navigate. Dual Bluetooth pairing, Wi-Fi hotspot capability, and available JBL audio round things out nicely. 

Charging is handled via a North American Charging Standard (NACS) port, giving access to a broad network of fast chargers. Under ideal conditions, Toyota says it’ll go from 10% to 80% in around 30 minutes. There’s also battery preconditioning and Plug & Charge capability to simplify public charging. That alone is a huge step in the right direction. 

Steering-wheel-mounted paddles allow you to adjust regenerative braking intensity on the fly. It’s a useful way to fine-tune the driving experience depending on terrain or traffic. Toyota Safety Sense 3.0 comes standard, along with features like Blind Spot Monitoring, Rear Cross-Traffic Alert, Panoramic View Monitor with Multi-Terrain Monitor, and Safe Exit Alert.

It’s a comprehensive package that just about all buyers will benefit from. 

Drive Impressions

Here’s where things take another unexpected turn, and this time, it’s decidedly for the better. Testing crossovers often means evaluating a vehicle that starts out compromised by design. What you don’t expect is something that does so many things at an above-average level, but that’s exactly where the bZ Woodland lands from a driver’s perspective.

Within 60 seconds of the opening presentation surrounding this vehicle, Toyota was proudly boasting that it has a 0-60 time of just 4.4 seconds. That’s unusual both in how it’s positioned and in terms of outright quickness.

For context, that’s quick enough to leave a GR Corolla (4.8 seconds) for dead and to almost keep up with a GR Supra manual (4.2 seconds). It actually beats the older four-cylinder version of the Supra (5.0 seconds). That said, this car isn’t really about outright speed. It’s about well-rounded capability.

Photos Stephen Rivers/Carscoops

What matters is how broad its competence is. On steep dirt roads, even with minimal momentum, the Woodland climbed confidently. On an off-road course with deep ruts that frequently lifted a wheel into the air, it slowly and methodically found traction and worked its way forward.

Grip Control functions like a low-speed cruise control for rough terrain, maintaining a steady crawl (roughly 3–5 mph or 5–8 km/h)) without constant throttle or brake input. In my testing, it wasn’t strictly necessary, but I can see it being useful on tight trails where steering precision matters more than pedal modulation.

On pavement, it’s exactly what most buyers want. Quiet. Smooth. Stable. Even on the optional all-terrain tires, road noise is impressively subdued. 

Is it engaging? Not really. It’s more forgettable than fun. But it’s also sharp enough and consistent enough that you won’t complain. Visibility is good. Controls are balanced. Feedback is predictable. It’s faster than most people need, more capable off-road than most buyers will ever test, and more comfortable in daily driving than you’d expect from something with this much performance on tap. That’s a pretty compelling blend.

Range And Real World Efficiency

Toyota says the bZ Woodland will get up to 281 miles of range or 260 with its $0 optional all-terrain rubber. We drove different versions to different degrees of accelerator pedal excess, but managed one key finding in the end. During one restrained trip on a car equipped with all-terrain tires, we managed 3.5 miles per kWh. 

Considering the 74.7 kWh battery pack under the floor, that works out to a potential 261 miles (420 km) on a single charge, assuming conditions stayed consistent. It’s difficult to view that as anything but a win, especially given that this wasn’t a tightly controlled test facility but real-world driving in Ojai, California, where the roads are rarely flat or straight.

Sure, we’d love even more range, but for now, we’ll take just barely beating an EPA estimate. After all, few folks will use up 260 miles of range in a day anyway. 

Market Rivals And Positioning

Unquestionably, the biggest competition for the bZ Woodland will be from the Subaru Trailseeker. Positioned as an electric version of the well-loved Outback, the Trailseeker starts at around $5,000 less ($39,995) than the bZ Woodland ($45,300) and features the same underpinnings, battery, and AWD system. We haven’t sat in one, but based on photos, the cabin looks very similar. We expect the two to drive and handle almost identically as well. 

Beyond the Subaru, there aren’t many EVs in this same niche. Rivian’s upcoming $45,000 R2 is likely the closest as it attempts to pair off-road capability with a premium cabin and on-road performance. Even so, it lacks the brand loyalty and recognition Toyota commands, along with the broader availability and ownership advantages, including a vast dealership network and established service infrastructure, that come with choosing a legacy automaker rather than a startup still finding its footing.

Other automakers like Tesla, Ford, Chevrolet, and Honda all have two-row crossovers or SUVs that could go up against the bZ Woodland on the road. None of them really has the same off-road capability angle to their game, though. Some, like Tesla, can’t come close to matching Toyota’s 3,500-lb towing capacity either. We expect that it’ll help Toyota capture a portion of the market that these others simply can’t touch. 

Final Thoughts

The bZ Woodland reminds me of something like the Ford F-150. It’s very capable, but very few folks will ever use it to eight tenths of its performance envelope, much less ten tenths. That said, it’s hard to ignore just how much of Toyota’s DNA and ethos managed to find its way into this crossover. The original bZ4x never really felt all that akin to the brand from an identity standpoint. 

Toyota’s newest EV offers serious practicality, objective soft-roading capability, and even a bit of serious performance on paved roads. Yes, the rear seat is tight for tall passengers. Yes, the shifter is odd. And yes, the interior could use a little more visual excitement.

But taken as a whole, the bZ Woodland is a genuinely well-rounded electric crossover that does more things well than it does poorly. And for a first serious swing at an adventurous, all-electric Toyota SUV, that’s a strong place to start.

Photos Stephen Rivers/Carscoops

For many modern electric vehicles, progress has come to mean more. More batteries, more screens, more driver aids, and more weight. Longbow doesn’t see that as a requirement, or even desirable, for that matter.

The company was founded in 2023 by Daniel Davey and Mark Tapscott, both veterans of Tesla and Lucid, so they have seen firsthand how ambitious EV concepts hold up once they leave the presentation slide. At the end of 2025, former X Shore CEO Jenny Keisu joined the leadership team, bringing experience from the electric marine world into the mix.

More: This Company Just Built A Speedster Before Elon Finished His Roadster

Speaking exclusively with Carscoops, Tapscott outlined an engineering philosophy rooted in first principles, lightweight design, and a rejection of the idea that electrification must automatically lead to oversized, tech-heavy vehicles.

Does Every EV Need To Be Built From Scratch?

“I think it’s just a strengthening of resolve, to be honest,” Tapscott said when asked whether shifting industry conditions had forced a rethink. Rather than chasing vertical integration or speculative future technologies, Longbow is focused on building a sports car using proven components that already exist.

That mindset was reinforced early on through conversations with one of Tesla’s original co-founders, Tapscott told us, though he did not specify which one. Tesla was founded in 2003 by Martin Eberhard and Marc Tarpenning. “He sort of explained to us… that it’s exactly how they wanted to build Tesla 15–20 years ago,” Tapscott said. Back then, the supply chain simply wasn’t ready. Today, it is.

Instead of pouring resources into building motors or factories from scratch, Longbow is deliberately sourcing components with millions of miles of validation behind them. “There are so many suppliers making incredible products that we can take advantage of,” he explained. “The industry is helping us in what it’s doing.”

Physics First, Always

Tapscott says Longbow didn’t need to “unlearn” much when forming the company, largely because its founders came from motorsport, startups, and consultancy work rather than traditional OEM bureaucracy. What they did adopt, and continuously return to, is physics-based thinking.

“We always come back to that, which is the ‘why’ every single time,” he said. “It’s always ‘why this, ok, why that,’ until we get to that physics first-principle reason. And very often, there isn’t a reason—it’s just a choice.” A clear example is Longbow’s battery architecture. Instead of layering cells inside multiple cases and mounts, the company questioned whether those layers were truly necessary.

“Cells go into a case. That case is in another case. And then it goes into the vehicle, which is another case,” Tapscott explained. “So you end up having these extra layers of unnecessary weight and volume.”

By stripping those layers away and integrating the battery structure directly into the chassis, Longbow says it has achieved significant stiffness gains. According to Tapscott, the resulting structure is “at least twice as stiff as the Lotus chassis,” often cited as a benchmark for lightweight aluminum sports cars.

Clearing The Air On In-Wheel Motors

Longbow’s CES appearance sparked plenty of conversation around in-wheel motors. The brand touted a potential output of 900 horsepower, but it left us wondering how those motors would affect unsprung mass. Tapscott was quick to clarify that what was shown was a demonstration, not a production specification.

“The vehicle that we showed at CES… was really a demonstration,” he said. The goal was to highlight the flexibility of the underlying chassis rather than preview a finalized drivetrain. For production, Longbow is sticking with what Tapscott described as a “beautifully engineered, tiny little watchmaker’s motor” mounted within the vehicle. Still, he sees long-term potential in hub motors, particularly as technology matures.

“There is development work to be done on in-wheel motors,” he said. “We do think there is definitely a future for them… because it gives you so much more opportunity within the vehicle.” So for now, put a pin in the hub motors, but don’t forget them. They could pop back up in a future Longbow product.

Weight Loss As A Daily Discipline

Ask where weight was spent most reluctantly, and Tapscott doesn’t point to a single component. Instead, he describes an internal philosophy that governs every decision. “Our engineers are given two tasks,” he said. “Every day, they need to lose at least one gram from anything they’re designing. And the second is the best design they can do is no design at all.”

That ethos borrows heavily from Colin Chapman, whose influence Tapscott freely acknowledges. Still, Longbow isn’t pursuing minimalism at all costs. Some elements, like a physical shifter, exist purely to enhance the experience. “There are things we’re adding… for the theatrics,” he said. “Customer enjoyment is important.”

Additive Manufacturing And A Different Production Model

One of the most under-the-radar aspects of Longbow’s approach may be how it’s using additive manufacturing beyond prototyping. “At the moment, a lot of the development prototype cars we’ve been producing have been fully 3D printed on the exterior,” Tapscott said, noting how it enables rapid iteration during development.

Looking ahead, he sees additive manufacturing changing how low-volume cars are supported and customized. Instead of maintaining warehouses full of body panels across different markets, parts could be printed locally, on demand.

Read: 8 Years Later, Tesla’s Still Taking $50K Roadster Reservations Musk Promised For 2020

“You can actually just have one printer that can print off that part in that country immediately, without any delay,” he said. The same approach could also enable personalization without the cost typically associated with bespoke programs. “It could be entirely personalized to you,” Tapscott added. “That’s something that hasn’t been explored as much in production automotive.”

An EV That Puts The Driver First

Ultimately, Longbow’s message is that electrification doesn’t have to erase driver engagement. “An EV powertrain doesn’t mean a D-segment SUV with all of the extra cameras and weight and everything else,” Tapscott said. “Those two things are different.”

Longbow wants its car to be a tool – powerful, precise, and rewarding- but only when paired with an engaged driver. Or, as Tapscott put it, borrowing from the company’s own name: the weapon matters, but the archer matters more. Modern EVs are often defined by their tech-heavy approach, but that leads directly to just being outright heavy. Longbow’s approach to cutting out the fat might be its sharpest edge in the market.

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For over twenty years, the Toyota Highlander has quietly been a heavy hitter. It’s never been wildly flashy, it’s never pretended to be an off-road giant, and yet, it’s been one of Toyota’s most important family haulers. Even with the arrival of the larger Grand Highlander that siphoned off some spotlight (and a fair share of sales), the original has held steady as a central figure in the lineup.

Read: Subaru’s Next SUV Is Big, Electric, And Very Toyota

Now, for 2027, the brand is tearing up what seemed like a tried and true formula for something much bigger and far bolder than ever before. This all-new Highlander is an EV aimed squarely at the heart of the mid-sized market. 

QUICK FACTS

Again, this isn’t just a new generation of the Highlander. It’s like a train switching tracks altogether. Buyers can’t get a gas-powered version, no matter how much they pay. That alone makes this a huge shift but Toyota didn’t stop there. This new SUV arrives with a new platform, larger proportions (color us shocked), and more technology than ever before. 

Bigger And Bolder

Photos Stephen Rivers/Carscoops

Visually, the new Highlander leans heavily into the new styling that we’ve seen from the brand in recent years. Who would’ve guessed that the Prius would spark a styling revolution? Nevertheless, that’s what’s happened, and the hammerhead front-end has slowly moved from Toyota’s most famous hybrid to the BZ line and now to the Highlander. In this case, that equates to an aerodynamically slippery front end, slim LED DRLs, flush door handles, and broad fenders. 

More: Toyota’s Most Forgettable SUV Outsold Mitsubishi’s Entire Lineup

It’s also considerably larger than the last-gen Highlander. Overall length jumps to 198.8 inches (+3.9 in.), width to 78.3 inches (+2.3 in.), and height to 67.3 inches (-0.8 in.). More importantly, the wheelbase now stretches to 120.1 inches (+7.9 in.). Don’t forget that the very first Highlander had a wheelbase of 106.9 inches (2,716 mm).

Photos Stephen Rivers/Carscoops

The two share little more than a name at this point. That said, the roofline is lower than the outgoing version. Combining that lower roof with a longer and wider body provides a planted stance. 

Toyota says those revised proportions weren’t just about aesthetics. The longer wheelbase allows for a roomier cabin, easier third-row access, and better overall packaging for the battery underneath. Ultimately, it’s all about how the car shuttles passengers, so let’s dive into that interior space. 

Cabin Acoutrement

From the front seats, what stands out most is that this Highlander feels more elegant and straightforward. Everything is centered around a 14-inch infotainment system and a 12.3-inch digital gauge cluster. Thankfully, Toyota includes physical buttons and switches for vital functions like climate controls. 

Both trims come standard with SofTex upholstery, heated front seats, customizable ambient lighting with 64 colors, and Toyota’s latest multimedia system. A panoramic glass roof is available on the base XLE trim and standard on the Limited. It’s the largest ever fitted to a Toyota. 

Photos Stephen Rivers/Carscoops

In the second row, things are pretty stellar as well. Captain’s chairs are standard. Buyers of the XLE AWD can choose an optional bench to increase seating from six to seven. Perhaps the boldest claim from Toyota is that the third row can comfortably fit adults. 

Review: The Toyota Grand Highlander Is A Jack Of All Trades, Master Of Some

After sitting in it myself, I can say that short adults might find it perfectly livable. No question, it has some nice features like USB-C ports, climate vents, and the flexibility to recline the backrest a little. That said, please don’t try to carry around taller folks back there for very long.

Photos Stephen Rivers/Carscoops

Toyota lists cargo space at 45.6 cubic feet (1,292 liters) with the third row folded and 15.9 cubic feet (450 liters) with it upright. For comparison, the gas-powered Grand Highlander offers over 57 cubic feet behind the second row and just above 20 cubic feet behind the third. So while the new EV Highlander is spacious, it’s not quite as roomy as its larger sibling.

Power And Range

While all 2027 Highlanders use an electric powertrain, buyers do have a few options on that front. Toyota will offer a front-wheel drive XLE with a 77.0 kWh battery and 287 miles of range as the base model. It offers just 221 horsepower and 198 lb-ft of torque.

Above that is an AWD XLE with the same battery and 270 miles of range, but buyers can also spec a larger 95.8 kWh battery to acquire up to 320 miles of range. Those who opt for the Limited trim get both the larger battery and AWD standard, along with the same 320-mile range. 

Read: Toyota Just Swapped Its ‘Car Guy’ CEO For An Accountant

Performance varies by configuration. AWD models deliver up to 338 horsepower and 323 lb-ft of torque, while FWD versions make 221 hp and 198 lb-ft. Paddle shifters control regenerative braking, and AWD models add features like Multi-Terrain Select and Crawl Control—yes, even on an EV.

Charging hardware includes a standard NACS port for DC fast charging, with Toyota estimating a 10–80 percent charge in about 30 minutes under ideal conditions (which is a very important qualifier). A dual-voltage home charging cable is included, along with battery preconditioning and Plug & Charge capability.

Tech And Safety

Toyota has long led the way with regard to standard safety tech, and the Highlander gets to continue that legacy. It’s the debut vehicle for Safety Sense 4.0. It bundles updated driver aids, including pre-collision braking, adaptive cruise control, lane-tracing assist, and proactive driving assist. The Limited adds Traffic Jam Assist, Advanced Park, a panoramic view monitor, and lane change assist. 

Of all the big new tech features, vehicle-to-load might be the most likely to fly under the radar. It allows the car to power external devices, such as power tools at a job site, or to act as a backup power source during an outage. That’s a really beneficial feature for a family SUV trying to stand out. 

What’s Left?

Toyota still hasn’t allowed us to drive it, though we have good reason to believe it’ll be a positive experience. More on that in the next couple of weeks. For now, we know that sales begin late this year, but we still don’t have pricing. 

Normally, we’d make pricing the biggest key to success here, and no doubt, it’ll be vital. That said, the EV market in America is cooling off. Federal tax incentives are gone, and plenty of brands are backtracking or ditching EV goals altogether. For Toyota, putting this big a name on this EV says that it has a lot of confidence in how it’ll sell. 

It certainly helps that production will take place in the U.S. at Toyota’s Kentucky facility, with the battery sourced from North Carolina. That should eliminate much of the concern over tariffs and help to keep prices low. That said, it would be shocking to see this thing start at under $50,000.

Is a price above that figure attractive enough in this market? Only time will tell. If it’s lower than that, it’ll probably sell well despite the market thanks to one of the most recognizable names in the segment. 

Photos Stephen Rivers for Carscoops

It’s official: Maserati is in “just get it out of here” territory regarding its electric lineup. A new bulletin sent to dealers authorizes them to serve up $85,000 in EV Assistance Cash on select 2025 Folgore models. And no, that number is not a typo.

More: Maserati GranCabrio Folgore Tignanello Is A Wine-Themed One-Off

Folgore is the Italian brand’s moniker for its EV lineup, and that discount is simply too big not to discuss. Put another way, buyers who once would have shelled out full price for a single Maserati EV could now walk away with that car and a brand-new Chevy Corvette for the same amount.

Sticker Shock Reversed

Leading the charge are the 2025 GranTurismo Folgore and GranCabrio Folgore, both eligible for the full $85,000 incentive when purchased or leased. On the GranTurismo, which carries an MSRP of $199,690, that discount works out to about 43 percent off at $114,690.

According to a report from CarsDirect, it’s the single largest manufacturer-backed discount they’ve ever encountered. That says a lot.

For comparison, the gas-powered GranTurismo starts at $159,495, meaning Maserati originally wanted roughly $40,000 more for the electric version. Now the pendulum has swung violently in the opposite direction.

The GranCabrio Folgore, priced at $208,590, isn’t far behind. Its $85,000 discount equates to roughly 41 percent off MSRP, making it a far more palatable proposition than it was just months ago.

Grecale Joins the Party

Even the far more accessible and practical Gercale Folgore is getting a big cut. Buyers can get up to 33 percent off its $121,290 sticker price, which amounts to $40,000 off. After incentives, that leaves it within just $1,400 of its gas-powered counterpart, which starts at $79,895.

Not only is that a huge change, but the Folgore also comes with a few more bells and whistles that buyers might be interested in if they don’t have to pay a premium.

Where’s the Maserati Magic?

That all said, it’s not too tough to see why these cars didn’t fly off of lots in the first place. For starters, none of them offers especially competitive range. The Grecale is rated for 245 miles, the GranTurismo manages 229, and the GranCabrio tops out at 233 miles.

Really, though, the biggest problem is likely the theater shoppers desire in a Maserati. Sure, these look great… but they don’t sound great.

The next chapter of Toyota’s SUV lineup is about to begin and it’s all-electric. Meet the all-new 2027 Highlander. As we suspected, the latest teaser confirms that Toyota will indeed use the Highlander name for its new three-row SUV.

While the full reveal lands on Tuesday, there’s already plenty to unpack from what we’ve seen so far. Here’s what we know, and what we’re watching for. Full launch coverage will follow as soon as the wraps come off.

More: You’re Looking At What Could Be Toyota’s Highlander Replacement

The new video goes a bit further than the previous two. While we don’t get a full look at the vehicle in question, we get something far more concrete: badges. During a short 11-second clip, we see the Highlander wordmark along with two other logos.

The first is Toyota’s BEV badge, indicating that what we’re looking at is an EV. Second, it’s the brand’s AWD logo, so we can expect that it’ll be a dual-motor SUV. In previous teasers, we saw the general shape of the rear of the Highlander and then a shot from the third row looking forward. Both pointed to what we’ve learned today about what Toyota decided to name this SUV.

In the past, we’d seen a concept named the bZ5x. Based on new renderings of what we think the Highlander will look like, the two seem to be one and the same. To that end, it’s worth noting the abandonment of the bZ and BZ nomenclature.

That’s a trend we’ve seen from other brands lately as well, including Volkswagen, which is bringing back familiar names like Polo and Tiguan for its upcoming EVs.

https://youtube.com/shorts/2LiZOxN-DQE?feature=share

After a less-than-stellar launch of the bZ4X, Toyota revamped the branding to just BZ. It then reused that same name on the upcoming BZ Woodland. Why it ditched the BZ name in favor of Highlander alone probably just comes down to branding and the pull of name recognition.

In the end, it’s a lot easier to sell people on something they’re already familiar with, like the Highlander name, than to build interest around a brand-new one, even if the product itself has little, if anything, to do with the original.

More: Toyota Teaser Confirms Three-Row SUV That May Replace The Highlander

You can be sure that we’ll dig around on that front, though, because as you’re reading this, we’re preparing to see the new Highlander up close and in person at the launch site.

It’ll get unveiled tomorrow at 9:30 p.m. EST. When it does, we’ll have full coverage with photos, video, and hopefully some insider tidbits on one of Toyota’s biggest new SUVs in years. 

It’s a new year, and for Porsche, it begins with a leadership shakeup that might reshape more than just boardroom priorities. The brand has a new CEO, Michael Leiters, and within days of stepping in, he’s reportedly reconsidering the future of the all-electric 718 Boxster and Cayman.

That would be a huge reversal of course for the automaker, but here’s the real kicker: new reports suggest the unceremonious end of Audi’s new Concept C sports car before it ever reaches production.

Read: Porsche’s New CEO Might Kill The Cayman, Boxster EVs Before They Even Launch

Leiters has reportedly begun a sweeping review of Porsche’s operations as sales slump in China and profit margins took a big hit. One of the biggest question marks is the electric 718 program, which has been plagued by delays, ballooning costs, and battery supply issues following the bankruptcy of Swedish cell supplier Northvolt.

Electric Sports Cars in Limbo

Insiders told German publication Handelsblatt that the battery issue has become particularly thorny, and finding a viable replacement would come with significant cost increases. Some within Porsche lay blame at the feet of former CEO Oliver Blume, saying he let the program’s problems drag on for too long.

More: Porsche Posts Its Biggest Drop In Sixteen Years

According to sources cited by Bloomberg, Porsche is now actively debating whether continuing development of the electric Cayman and Boxster even makes financial sense.

Audi CEO Gernot Döllner has tied much of his turnaround strategy to a new halo model known internally as Concept C and rumored to revive the TT nameplate and centering much of its future design around it. And the trouble is that it’s engineered around the same Porsche-developed EV platform intended for the electric 718.

Can Audi Go It Alone?

The shared architecture was supposed to deliver cost savings and accelerate development. Without it, Audi may be forced to either shelve the Concept C entirely or buy and finish the platform independently.

Insiders told the German publication indicate that such a move could cost Audi a nine-figure sum. There’s no telling how long it would take Audi to sort out the development and get a production car ready to roll. Help isn’t coming from any other direction, either.

Volkswagen Group’s next-generation SSP platform, which will underpin most future EVs across its brands, isn’t expected to be ready before mid-2028. All of this is going on as Porsche is struggling to manage shifting industry sands. Sales of the Taycan have fallen off a cliff in China, and tariffs are making things a lot harder in the U.S. as well.

Projections for China, once Porsche’s biggest growth engine, have been cut from 100,000 units to just 30,000 to 40,000 in 2026, with the brand recently deciding to shut down more than a third of its dealerships in the country.

More: The Concept C Is So Close To Production Audi Got It Street Legal

Audi, for its part, publicly showcased the Concept C in Milan last September during a high-profile launch event complete with celebrity appearances. At that event, Döllner described it as “the first visible evidence of Audi’s transformation as a company.” He emphasized that the model marks a break from the brand’s past design language and lays the groundwork for what comes next.

Concept C is Key to Audi’s Lineup

That foundation isn’t limited to design either. The Concept C’s tech platform is intended to underpin Audi’s future lineup. Originally, the sports car was scheduled to launch in 2027.

The big question now is whether Döllner will stick with Leiters’ cost-cutting approach or push ahead with Concept C, even if it means spending hundreds of millions to take over and finish the platform on Audi’s own terms by 2027.

For now, both companies are staying quiet. Porsche says no final decisions have been made, while Audi declined to comment on the Concept C’s future.

The last year has been full of stories surrounding dangerous door handle design. Now, China is banning retractable handles, beginning with electric vehicles. A newly uncovered video highlights why. After a collision with a truck, one Dongfeng eπ007 turns into a full conflagration in less than a minute.

While the video went viral today, Dongfeng itself confirmed that the crash actually occurred in Wenshan, Yunnan province, on March 19, 2025.

In it, we see the Chinese electric sedan, which, notably, serves as the base for Nissan’s popular N7, spins and slides off the road before it hits some construction fencing. Nothing about the crash looks particularly devastating, but apparently, somewhere along the line, the battery ends up punctured.

Why Seconds Count

The driver pops out of the car immediately, but can’t open the rear door. The handles won’t extend out of the body of the door itself. Then, his door also shuts and no longer responds to similar attempts to open it. 29 seconds after the initial impact, smoke is billowing from the passenger side of the car, and all of the doors are shut.

More: China Officially Bans Pop-Out Door Handles, And The World May Follow

The driver begins trying to break the window with his elbow. Another individual runs up, and the pair uses rocks to break the side windows. Then, the real work begins as they pull two occupants from the car rather quickly. 52 seconds after the initial crash, flames are clearly visible on the outside of the car, and the cabin is completely filled with black smoke.

A Race Against Time and Fire

Despite the flames, the individual who popped up out of nowhere to help managed to pull the final passenger out of the fully on-fire car. The occupants all have remnants of the fire visible on their clothing and faces.

Read: Dongfeng eπ 007 EV Offers Lambo Doors And Up To 536 hp From Just $22,400

The rescuer later said all three passengers suffered burns, with the injuries described as serious but not life-threatening. He himself sustained severe burns to his hands, saying five fingers were still bandaged months later and that the injuries may prevent him from returning to work as a truck driver.

Company Responds

On February 5, Dongfeng’s eπ brand issued a statement confirming the crash occurred in March 2025 and expressing sympathy to all those involved. The company said its team went to the scene at the time and cooperated with authorities.

Read: Electric Door Handles Face Global Scrutiny After Deadly EV Crashes

According to Dongfeng, the fire was triggered after a high-speed collision with a truck. The automaker also warned that circulating clips may not reflect the full context of the crash and could cause further distress to those involved.

It’s also worth noting that, while some reports from China claimed a front-seat passenger died in the fire, this has not been confirmed.

If it wasn’t clear before why accessible, fully operable manual door handles are important, this incident should clear it up.

It’s official. China has banned electronic door handles on electric vehicles. First popularized by theTesla Model S, these sleek designs have since spread far and wide across the industry. But their safety has come under scrutiny following several high-profile fatal accidents, including incidents where children were reportedly trapped inside.

Starting in 2027, manufacturers will be required to install mechanical door handles both inside and outside electric vehicles sold in China.

More: New Bill Finally Targets Electric Door Handles, But Only One Brand Gets Blamed

The regulation takes effect on January 1, 2027, though models already approved and nearing launch will be given until January 2029 to comply. The decision follows a string of high-profile and fatal crashes in which power failures were suspected to have prevented doors from opening.

What Sparked the Change?

Most notably, two fiery Xiaomi EV crashes drew widespread attention after reports suggested occupants and rescuers were unable to open the vehicles’ electronically operated doors in time. Safety officials in China responded with a sweeping review of design standards for emergency access.

According to Bloomberg, China’s new rules are unusually specific. Exterior handles must provide a recessed handhold measuring at least 60 mm by 20 mm (2.36 inches by 0.79 inches), ensuring rescuers can physically grasp and pull them even after a crash. Inside the cabin, manufacturers must clearly label door releases with visible signage showing how to open the door in an emergency.

Interior signage must be at least 1 cm by 0.7 cm (approximately 0.39 inches by 0.28 inches), and both the interior and exterior door handles must be installed in clearly defined positions. Under the updated guidelines, automakers can no longer rely solely on electronically powered systems, even those supplemented by backup batteries or mechanical pull cables.

How Many Cars Are Affected?

That’s a major shift. Roughly 60 percent of China’s top 100 best-selling new-energy vehicles reportedly used concealed door handles as recently as April, particularly on higher-margin luxury models. The list of affected cars includes Tesla’s Model 3 and Model Y, BMW’s upcoming China-spec iX3, and offerings from Nio, Li Auto, Xpeng, and Xiaomi.

Some automakers have already seen the writing on the wall. Recent models from Geely and BYD have quietly reverted to traditional exposed handles. Tesla’s design head commented months ago, when the Chinese ban was first suggested, that the brand was already working on a solution.

Even so, the redesign process could be steep. A source with knowledge of EV development in China told Bloomberg that adapting existing door systems to meet the new standards might cost upwards of 100 million yuan per model, or about $14.4 million.

One Market’s Rule, Everyone’s Problem

That helps to underscore just what a big deal this ban actually is. While Americans might not ever get their hands on a BYD or a Geely, they’re certainly familiar with Tesla. By requiring EVs to have these door handles, it’ll likely reshape the way automakers design handles worldwide.

To avoid producing separate hardware for different regions, automakers will most likely simply shift to a unified, regulation-friendly handle design across all markets. Standardizing the approach could cut costs and streamline development.

Why Only EVs?

Hilariously, there appears to be one big caveat in this whole situation. The ban in China doesn’t affect cars that aren’t electric. In other words, what the state sees as dangerous door handles can continue on other vehicles that also need a battery to operate.

That’s notable because most EVs use a 12v battery to operate their electric door latches and handles. Put another way, they’re not really any different, in terms of basic function, from a gas-powered car. Despite that, gas-powered vehicles can continue to have these “dangerous” handles under the new law.

Stephen Rivers for Carscoops

Some already use similar systems. The Infiniti QX80, for example, features pop-out door handles that depend on electrical power to present themselves. If the battery were dead or damaged in a serious crash, those handles could theoretically fail in much the same way as the EV designs China is now banning.

The Beginning of the End for Hidden Handles?

Still, the precedent matters. By drawing a hard line on power-only door access, China may end up stopping this design trend from spreading further across the industry. And if regulators in Europe or the U.S. follow suit, the rulebook could eventually expand to cover all passenger vehicles, regardless of what’s under the hood.

In fact, early signs suggest that may already be happening. Tesla is currently facing a formal investigation into its door systems in the United States, and European regulators have begun exploring restrictions of their own.

It’s official, Lucid has built its first midsize EV prototypes, the production version of which may be called Earth. The details, including hard platform specs and complete styling, are still largely under wraps. That said, one thing is wildly clear. This is the most important piece of Lucid’s path forward.

The update comes straight from Nick Twork, Lucid’s Head of Communications, who shared that he recently spent time in the brand’s prototype build area watching the first midsize vehicles come together. According to Twork, the new EVs retain the same core DNA as the larger Air sedan and Gravity SUV.

More: Lucid Owner Gets A $50,000 Lesson On Depreciation

In other words, expect the same space efficiency, driving dynamics, and lengthy range. According to Twork, this vehicle pushes things forward thanks to “dramatically improved manufacturability and cost structure.” He also teased that the finished products “are going to surprise people.”

Can Lucid Make It Work at Scale?

That last part may sound like standard corporate hype, but the emphasis on manufacturability is the real key to not just the vehicle itself, but the future of the brand.

Lucid has already proven it can engineer some of the most advanced EVs on the market. What it hasn’t proven, at least at scale, is that it can build them profitably. The Air and Gravity have impressed on paper and on the road, but they’ve also come with premium price tags and heavy cash burn behind the scenes.

Spent time in our prototype build area today watching the first full Lucid midsize vehicles come together. Same Lucid DNA as Air and Gravity – space, efficiency, dynamics, and range – paired with dramatically improved manufacturability and cost structure. These are going to… pic.twitter.com/3K4qQ7b3oC

— Nick Twork (@ntwork) January 23, 2026

Lucid has confirmed that the new platform will underpin three different body styles, none of which will be sedans. In that sense, it’s designed to scale in a way that the Air and Gravity simply can’t, at least in their current forms.

That’s why the company’s focus on simplified manufacturing matters so much. If Lucid can preserve even a portion of its signature advantages while meaningfully reducing production costs, it could give it a foothold for the long term that it desperately needs.

Read: Rivian’s New $45,000 EV Is Coming By June

Production is currently slated for late 2026, placing Lucid’s midsize EV just behind the Rivian R2 that will launch “by June” this year. The fact that we haven’t seen it totally unveiled seems to indicate that Lucid has a lot to manage between now and then. Expect pricing to start around $50,000.

Genesis just issued a new recall covering nearly 84,000 vehicles, but there’s no need to worry about misbehaving driver aids, parking outside, or a luxury SUV that might roll away on its own. Instead, owners are being told to disable their high-definition radio.

No, not because it might advertise another car brand, but because it can shut off the entire screen altogether while the car is in motion.

More: Hyundai, Kia, Genesis Recall Nearly Every Single e-GMP EV In America

According to the National Highway Traffic Safety Administration (NHTSA), Genesis is recalling a wide range of 2025 and 2026 model-year sedans and SUVs after discovering that their digital instrument clusters can intermittently reboot and go blank.

When that happens, drivers may lose access to critical information such as vehicle speed, warning alerts, and fuel or battery levels for up to 10 seconds at a time.

Which Models Are Affected?

The recall covers six different Genesis models, totaling 83,877 vehicles in the U.S. These include the 2025–2026 G80, the 2026 G80 Electrified, the 2026 GV60, the 2026 GV70 and GV70 Electrified, and the 2025–2026 GV80. While recalls from Hyundai Motor Group often span multiple brands, this issue appears to be limited strictly to Genesis products.

The heart of the issue involves a software logic error in the vehicle’s head unit and integrated display system. Both HD and analog radio data are being written to the same memory location due to overlapping software routines.

Under certain conditions, that overlap can trigger a data overwrite error, causing the system to reboot and temporarily cut the display output to both the instrument cluster and infotainment screen.

Hyundai says it has received 237 reports related to the issue between late September 2024 and early January 2026, but no crashes, injuries, or fatalities have been linked to the problem so far. 

Also: Ford Recalled More Cars Than The Next 9 Brands Combined In 2025

A permanent software fix is expected by mid-March. Owners will be able to visit a Genesis dealer for an update, or download it over the air if their vehicle supports OTA updates. In the meantime, Genesis recommends that affected drivers disable the HD radio feature while on the road. That’s right. Back to FM and AM folks, at least for now.

Volvo calls the new EX60 a game-changer and for once, that might not be completely marketing hyperbole. This new SUV is the brand’s most important EV yet and it rolls into the segment with some impressive numbers on paper.

More: The New EX60 Is The First Volvo To Talk Back At You

It offers 400 miles of EPA-estimated range, 400 kW fast-charging capability, and native access to Tesla’s Supercharger network. It’s also arriving with a special soft-roader variant.

Volvo Enters Long-Range Territory

The new peak of the EX60 lineup is what the brand calls the P12 AWD Electric. It boasts 400 miles (644 km) of EPA-rated range in North America and a more generous 503 miles (810 km) of estimated range in Europe and other regions around the world, likely due to the differences in testing methods, though Volvo didn’t clarify this in its international release.

That immediately puts it ahead of all other previous Volvo EVs and squarely in the same space as the Tesla Model Y Long Range, if not ahead of it. But wait, there’s more.

Charging at 400 kW enables the EX60 to add up to 173 miles (278 km) of range in just 10 minutes. Keep in mind that you’ll need a charger capable of handling such speed, which is very rare in the U.S. right now. Not even Tesla’s Supercharger network, which this car has native support for, often offers such speeds. Still, the fact that the capability is built in shows where Volvo expects the infrastructure to go.

Powertrain Options

In total, Volvo is offering the EX60 with three powertrains and seven trim levels. The P6 RWD delivers up to 310 miles (499 km) of range, the P10 AWD provides 320 miles (515 km), and then the P12 AWD brings the 400 miles (644 km) we’ve already discussed.

The brand backs its battery technology with a 10-year warranty. That’s a key point, given that this is a completely new and untested platform for Volvo.

Dubbed the SPA3, the brand pairs this new architecture with a HuginCore computing system. This setup introduces several key technologies, including cell-to-body battery construction, mega casting, and next-generation in-house electric motors.

Volvo says this all equates to less weight, better efficiency, better manufacturer scalability, and importantly… lower cost to the consumer. In the end, it matches the carbon footprint of the smaller EX30. While the brand hasn’t publicly mentioned specific pricing per trim, it has said to expect that a well-equipped EX60 to cost around $60,000.

Design Inside and Out

Visually, the EX60 doesn’t reinvent Volvo’s design language so much as it evolves it. The car manages a 0.26 drag coefficient thanks to a low nose, a sloping roofline, and tapered sides. In the cabin, the long wheelbase and flat floor enable extra legroom in the rear along with a large cargo area.

Tech highlights include a 28-speaker Bowers & Wilkins audio system, headrest speakers for all four main seats, and Apple Music with Dolby Atmos built in.

The EX60 Runs Google Gemini AI

Let’s not forget the AI assistant that Volvo says will speak like a normal person and accept the same type of speech inputs. The system runs Google’s Gemini AI atop Android Automotive OS so it should be snappy and smooth, but we’ll have to test it to be sure. The new multi-adaptive safety belt is something else to get excited about, as are the other safety innovations in the EX60.

Volvo leveraged a reinforced safety cage using boron steel, a wide array of sensors, and constant environmental monitoring to go beyond what they say are current regulatory standards. In other words, Tesla might not be the only manufacturer with safety scores that go beyond NHTSA or IIHS ratings in the near future.

A Cross Country Version on the Way

Volvo also confirmed that an EX60 Cross Country model will be heading to the U.S., though it’ll debut in Europe first. This version gets 20mm (0.8 inches) of extra ride height as standard, with another 20mm (0.8 inches) available via an adjustable suspension system. Forty millimeters (1.6 inches) might not sound like much, but the Cross Country packs more than just lift.

There are underbody skid plates, wider arches, unique wheels, and exclusive Frost Green paintwork. It also comes standard with all-wheel drive and will be offered only with the P10 and P12 powertrains

Availability

European customers can already place orders for the EX60. U.S. order books will open in late spring, with production kicking off around the same time at Volvo’s Swedish plant. The P6 and P10 models will arrive first this summer, followed by the long-range P12 not long after.

Plenty of automakers are rethinking their electric vehicle strategies. Some names make it easy to shrug and say, well, they probably bit off more than they could chew. Stellantis, for instance, has struggled to steer its EV plans with any consistency. But it’s not just the usual suspects pulling U-turns.

On the other side of that coin, you’ll find Porsche, which, like Stellantis and other mainstream brands, is now backtracking hard on its EV plans. The brand’s former CEO just openly admitted that making the Macan an EV-only model was a mistake. Porsche has plans to fix its foible, too.

A Misstep in the Macan Playbook

Former CEO Oliver Blume, who stepped down at the start of 2026, revealed that making the next-generation Macan electric-only was a mistake. Speaking with Frankfurter Allgemeine Zeitung, Blume said, “We were wrong about the Macan,” reflecting on Porsche’s 2019 decision to retire the gas-powered Macan in favor of a fully electric model.

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

We were there when the EV launched in early 2024. While purists didn’t love it, plenty of folks figured that most Macan buyers cared more about the badge than the engine. But cooling demand for pricey luxury EVs and regulatory hurdles made the all-electric Macan a tougher sell than some expected. Blume acknowledged that hindsight is 20/20.

“Based on the data at the time, we would have made the same decision,” Blume said, “but the situation today is different. We are responding by adding combustion engines and hybrids.” Porsche now plans to reintroduce a gas-powered compact crossover but it won’t be called the Macan.

What Comes After the Macan EV?

The new model, arriving no later than 2028, will occupy the same segment below the Cayenne SUV and is expected to use Volkswagen Group’s Premium Platform Combustion architecture, which underpins the Audi Q5. Blume described the upcoming crossover as “very, very typical Porsche” and deliberately distinct from the Macan EV.

More: Porsche Purists Might Want To Sit Down For The Next Macan With Front Bias

The Macan misstep isn’t the only one the brand is handling. Porsche also confirmed that future 718 sports cars, initially slated to go EV-only, will offer combustion and hybrid options.

It turns out that even one of the world’s most famous and focused brands can misread the market and industry to an almost embarrassing degree. In the end, we all just end up with more Porsches in more flavors and I can’t say I’m sad about that.

Tesla owners aren’t strangers to modifying their vehicles. Sometimes, that action comes out of a desire for additional safety. Other times, it’s because Tesla itself didn’t deliver on a previous promise. And occasionally, those two aspects of design come into fierce opposition. That’s what happened here.

A father of four needed space for his entire family, and when it became clear that Tesla wouldn’t offer a six-seat Cybertruck, he took matters into his own hands. He commissioned a custom version and later shared the results in a Tesla group on Facebook.

More: Cybertruck’s $16K Range Booster Is Dead And Tesla Isn’t Saying Why

The custom setup removes the center console of the truck and replaces it with a narrow upright seat wedged between the original pair. It comes complete with a seatbelt, but that might be where safety ends. We’ll come back to that, though. Let’s focus first on the design itself.

It’s a far cry from the angular unit Tesla once teased, but at least the upholstery matches. Some folks might not even realize that it’s an aftermarket addition because of that.

What Killed Tesla’s Center Seat Plans?

At the same time, it’s tough to call this a big win for now. While Tesla originally showed renders of a similar setup, it never came to pass. Many believe that’s because of safety regulations regarding the center seat.

Some observers have noted that the truck includes a driver’s side inboard airbag, which could strike anyone seated in the center. There’s also no airbag directly in front of that position. And beyond the lack of protection, there’s always a chance the seat may not be anchored to mounting points strong enough to hold up in a crash.

To be clear, this isn’t a knock on the owner’s intentions. Wanting to carry your entire family with you is obviously normal and easy to understand. But it does highlight a recurring Tesla theme. The brand and CEO often make bold promises, offer flashy renderings, and then production vehicles quietly walk things back a bit.

Tesla once showed a front bench. That version never reached production, and now an owner has stepped in to fill the gap with a custom modification. In doing so, he’s taking on a level of risk that some might find concerning in a six-figure vehicle. Maybe the solution here is to just get the Model X since it actually has room for the whole family.

Negative YouTube reviews of cars have earned a certain reputation over the years. Some are so brutal they’re blamed, rightly or not, for helping to sink entire automakers, like the high-profile case of Fisker about a year ago. This time, though, a critical video sparked something different. A public takedown led not to fallout, but to potential fixes, and not just for one frustrated owner.

Jason Fenske of Engineering Explained leased a Lucid Air, ended up having issues with it, and has now been in direct contact with the brand. The result is going to benefit countless Lucid owners in the future.

A Critical Eye Meets a Willing Ear

When Jason Fenske published a blunt video detailing his disappointment with a newly leased Lucid Air Touring, it wasn’t a rage-bait takedown or a viral stunt. It was a long, technical breakdown of how a mechanically brilliant EV was being kneecapped by frustrating software, clumsy UX decisions, and some puzzling hardware quirks.

Read: Lucid Promised Luxury But All This Owner Got Was Regret And Nightmares

Rather than simply ignoring it and continuing on with its plans, the EV maker reached out. According to Fenske, what followed was a constructive discussion with engineers and even the SVP of engineering, Imad Dlala.

Evidently, the team at Lucid provided insider details and previews of upcoming changes. That’s where this story really takes its biggest turn. Lucid owners have a lot to look forward to if Fenske’s information proves reliable.

Lucid Plots a UX Overhaul

The biggest news is software. Lucid confirmed it’s actively improving phone-as-key reliability, door handle behavior, mirror positioning in reverse, percentage-versus-miles range inconsistencies, and Tesla Supercharger Plug & Charge support.

More significantly, a full UX 3.0 overhaul is planned for early fall 2026, bringing multitasking, faster profile switching, improved CarPlay stability, better voice commands, and a more intuitive interface. Owners with newer hardware, or those willing to pay to upgrade, will get access.

Lucid also confirmed vehicle-to-home power capability is coming in the first half of 2026, promising up to 17 kW peak output without requiring a separate home inverter, an area where Lucid’s hardware advantages could genuinely shine.

Fenske estimates that his Lucid could power his home for four days if they lost power, and that’s without changing any of the behavior his family is accustomed to.

Not All Feedback Gets a Reply

At the same time, he remains cautious, and rightly so. Promises aren’t fixes, and the Lucid Air still struggles with daily usability today. But admitting problems, engaging with informed criticism, and outlining concrete changes is more than many automakers manage.

In addition, this isn’t how most customers get treated. Fenske runs Engineering Explained, has a massive audience, and speaks the same technical language as Lucid’s engineering team. That context matters. Still, what Lucid outlined is meaningful. Especially for current and future owners.

Screenshot Jason Fenske

On Christmas night, the driver of a Tesla Cybertruck allegedly piloted their vehicle into oncoming traffic and hit a Toyota Corolla. Inside that car was 14-year-old Malachi James, who died as a result. Now, his family is raising questions about whether or not the U.S. should follow Europe’s lead and keep the Cybertruck off public roads.

“We are going to do our best to look at some ways to see if we can get them removed from the streets,” said Royael Saez, Malachi’s aunt, to WTNH.

“We don’t believe in something like this; this is a tank.” The family argues the Cybertruck is simply too big and too fast to safely share the road with normal traffic. “From our understanding, it’s already banned all over Paris, so obviously they know something like this shouldn’t be on the road,” Saez added.

More: Tesla Cybertruck Too Unsafe To Be Sold In Europe, German Authorities Say

While the vehicle meets U.S. safety standards and boasts a five-star rating from the National Highway Traffic Safety Administration, experts note its size and weight remain significant factors in crash severity. We’ll circle back to those factors, though.

Trucks Are Growing, and So Are the Risks

Dr. Eric Jackson from the Connecticut Transportation Institute explained, “They are very large vehicles, they are very heavy vehicles…a unibody structure, so it’s one solid frame throughout.”

He added that the Cybertruck is equipped with 11 cameras that record sensor data during collisions, helping investigators analyze accidents. The lightest Cybertruck model weighs 6,634 pounds, according to Tesla’s website.

While the James family’s concerns have focused on Tesla’s futuristic truck, it’s worth noting that the Cybertruck is far from unique in its size or weight. The Rivian R1T weighs roughly 6,800 pounds. Standard-sized pickups from Ford, GM, and Stellantis can all weigh as much, if not more.

Heavy-duty trucks like the Ford F-350, GMC Sierra 3500 HD, and RAM 3500 can weigh over 7,000 pounds and are considerably larger than any Cybertruck.

Regardless of powertrain or shape, heavier cars are worse at just about every important metric on public roads. Braking, handling, and visibility all suffer when compared to everyday commuter vehicles.

Critics are quick to call out the angular nature of the Cybertruck, but the reality is that all trucks probably deserve a lot more scrutiny than they receive.

As for the case that has broken the hearts of the James family, police now have their suspect in custody. He has 11 pending cases preceding this one, including one for reckless driving. Video from the scene appears to show him speeding and overtaking cars in the oncoming lane moments before the fatal crash. That type of behavior is dangerous in any car, not just a big angular pickup.