Porsche spent years telling us the future would be mostly electric. Now it’s scrambling to rebuild parts of the combustion lineup it already started phasing out, while simultaneously slashing jobs, shutting divisions, and reshuffling management to steady the ship and improve profits.

Having last month sold its stake in Bugatti and Rimac, the company this week confirmed plans to eliminate more than 500 jobs while discontinuing several electric-focused subsidiaries as part of a broader restructuring effort. Porsche is shutting down Cellforce Group, Porsche eBike Performance, and Cetitec as it narrows its focus back toward its main automotive business.

More: Porsche’s Profits Fell 93%, So It’s Selling Bugatti And Rimac

Cellforce was Porsche’s battery technology venture focused on developing high-performance lithium-ion cells for future EVs and motorsport applications. It “no longer has a sufficiently viable long-term perspective” and closes with the loss of 50 jobs, the company says.

Porsche eBike Performance, as its name suggests, handled electric bike drive systems and related hardware, but “fundamentally changed market conditions for e‑bike drive systems” means it gets the chop, and so do 360 workers. Cetitec, meanwhile, specialized in engineering and technical consulting services for automotive development programs. Sixty people in Germany are now looking for a new paycheck as a result of it being shuttered, along with a further 30 in Croatia.

Getting Back To Cars

“Porsche must refocus on its core business,” CEO Michael Leiters said, announcing the reset. “This is the indispensable foundation for a successful strategic realignment [and] forces us to make painful cuts — including our subsidiaries.”

The €1.4 Million Dashboard

At the same time, Porsche is also restructuring its executive board and folding the standalone Car-IT division into the wider research and development department led by Michael Steiner.

That’s a notable reversal because Porsche created the dedicated software-focused board role a few years ago specifically to recruit Sajjad Khan away from Mercedes-Benz, Automobilwoche reports. Khan had been tasked with modernizing Porsche’s infotainment and digital experience, and his influence is already visible in the electric Cayenne’s redesigned cockpit and connected features. That influence came at a price, though. Last year, Kahn reportedly earned €1.4 million ($1.65 m).

A bigger issue, though, is Porsche’s increasingly awkward product strategy. The company is preparing to kill the combustion Macan this summer despite demand for the gas-powered SUV still massively outweighing interest in the electric replacement in several markets, especially the US.

Porsche reportedly won’t have a new combustion or hybrid Macan (seen below testing in Audi Q5 mule form) ready until around 2028, leaving a painful gap in one of its most important model lines. Meanwhile, Chinese sales continue sliding as local EV brands offer cheaper alternatives loaded with flashy technology. It’s good that Porsche is grasping the nettle, but the pain isn’t going to disappear overnight.

Volkswagen hasn’t even officially launched the electric ID. Polo GTI yet, and already there’s talk of an even hotter Clubsport version lurking in development. Better still, it might come with fake gearshifts and simulated combustion-style power delivery and sounds designed to make EV hot hatch feel less, well, EV-ish.

According to Autocar, VW engineers are exploring a more extreme ID. Polo GTI Clubsport packing roughly 282 hp (286 PS / 210 kW), up substantially from the regular car’s expected 223 hp (226 PS / 166 kW) output. That would immediately put it closer to the upper end of the growing electric hot hatch class.

Related: VW’s New ID. Polo Starts Under $30K And Comes With Massage Seats

While the standard ID. Polo GTI should comfortably match the 215 hp (218 hp / 160 kW) Alpine A290 GTS and its mechanically related 223 hp Cupra Raval sibling, several rivals already bring considerably more firepower. The electric Mini JCW produces 255 hp (259 PS / 190 kW), while Stellantis has gone properly aggressive with the 276 hp (280 PS / 206 kW) Peugeot e-208 GTI and Opel Corsa GSE.

The Opel, unveiled this week, sets a serious benchmark, sprinting to 62 mph in just 5.5 seconds. Current expectations suggest the regular VW GTI might need around a second longer than that, though the Clubsport should give the Opel a real fight.

Performance upgrades reportedly won’t stop at extra power. Autocar says VW’s also considering replacing the current electronically controlled BorgWarner limited-slip differential with a fully mechanical setup for sharper front axle behavior.

Hyundai N-Style Shifts

But arguably the most interesting part is the fake shifting system, something that appeared on the GTI concept back in 2023, but which VW then said would not appear on a production GTI. Of course nobody asked about a GTI Clubsport.

VW dynamics boss Florian Umbach said the company is working on “a similar kind of paddleshift power delivery that the [electric] Hyundai N cars have.” Like the Ioniq 5 N, the setup would use software-controlled power delivery to imitate a combustion engine and transmission.

“It’s all about motor control and an audio soundtrack to match,” Umbach told the magazine, suggesting fake sounds – also featured on the 2023 VW GTI concept – will also be part of the Clubsport package.

Purists will absolutely argue about whether fake shifts belong in a GTI, but the reality is many drivers miss the interaction traditional hot hatches delivered and VW clearly knows engagement matters just as much as raw acceleration numbers.

Images shown below are of the 2023 GTI concept.

VW

Honda’s electric future in North America just took its second major hit in as many months. The company is now hitting pause on plans for a massive EV and battery plant in Canada, and it might not restart anytime soon.

The project, originally announced in 2024, was going to be huge, with $15 billion CAD ($11 bn USD) earmarked for a new factory in Alliston, Ontario. But Honda has decided to shelve the plan indefinitely while it reassesses the market, Nikkei Asia reports.

Related: Honda’s $15.9 Billion EV Disaster Just Delayed The Next Accord, Odyssey, And MDX

It’s not hard to see why the plans collapsed. EV demand in the US isn’t where Honda expected it to be, and that’s forcing a rethink. Instead of going all in on electric, the company is doubling down on hybrids, which are selling strongly right now.

Policy changes haven’t helped either. The removal of federal EV incentives in the US has made electric cars more expensive overnight, while relaxed efficiency rules have reduced the urgency for automakers to push EVs hard. There’s also the issue of tariffs and trade uncertainty between the US and Canada, which adds another layer of risk to any long-term investment.

“American tariffs and changes to US domestic policies are creating real pressures for automakers, prompting some to delay or scale back investments in electric vehicle and battery projects,” Industry Minister Melanie Joly told Canada’s CTV News.

Already Delayed

Honda had already delayed the Alliston EV project once, pushing the timeline for the car plant and related battery plant back by two years in May of 2025, despite having already acquired the land and locked in financial help from Canada. Now it’s taking things further by putting everything on ice while it watches how the market evolves, though it will still build the Civic and CR-V at its existing Alliston plant that was opened in 1986.

Multiple Future EVs Scrapped

The shift in powertrain philosophy is already showing up in Honda’s new EV product plans. The company is winding down the Prologue EV, which it co-developed with GM, and earlier this year scrapped three exciting new Honda and Acura electric cars and SUVs destined for North American roads, even though they were in the final stages of development. Not long after that, Honda and Sony confirmed they were abandoning their plans to launch EVs under the Afeela brand.

Instead of EVs, Honda will focus on hybrids in North America, which are gaining popularity with buyers, and extend the life of existing models to save cash. That doesn’t mean Honda is abandoning EVs completely. It still has flexible production lines in Ohio that can build gas, hybrid, or electric models depending on demand, having spent $1 billion to upgrade the site. But for a while at least, fully electric models won’t be part of Honda’s future in the US or Canada.

Honda

BMW of North America has dropped two crucial numbers for its new iX3 electric SUV, and they couldn’t have come at a more important time. Up to 434 miles (699 km) of EPA range isn’t just impressive, it might be exactly what the sagging US EV market needs right now. As is the price, which makes the electric X3 SUV cheaper than a less powerful combustion X3.

That headline range figure, which is even better then the 400 miles (644 km) originally estimated by BMW stateside, puts it ahead of most rivals, though it does come with an asterisk. It only applies to cars equipped with the no-cost-option 20-inch summer tires. Stick with the default all-seasons 20-inchers and it drops to 383 miles (616 km).

Related: BMW iX3 Beats Its Official Range By Over 120 Miles In Real-World Test

Here’s where it gets really weird, though. BMW reckons you’ll get 399 miles (642 km) if you upsize to the $600 21-inch wheels and all-season rubber, which actually give you 1 mile (1.6 km) more range than the 21-inch summer tires offer. It sounds all wrong but BMW says the strange numbers are the result of averaging range figures across various tire brands.

You can check out the full range-to-tire stats in the table below, but whichever combo you pick, you’re going to be going further between fills than any other electric SUV in the sector. Tesla quotes 294 miles (473 km) for the base AWD Model Y, 327 miles (526 km) for the Premium AWD, and 306 miles (492 km) for the Performance variant. While we’re still waiting on official figures for the Mercedes GLC 400 4Matic, based on the difference between it and the iX3 in the European WLTP numbers, we’d expect its EPA range to be around 380 miles (612 km) at best.

2027 iX3 Electric Range Vs Tires

It Undercuts The ICE X3 On Price

But range, and an ability to charge at 400 kW, adding 185 miles (298 km) in 10 minutes, isn’t the only thing the iX3 has on its side. It’s also competitively priced. The iX3 50 xDrive costs $62,850 including a $1,350 destination charge, which means it costs less than the brand’s own gas-powered $67,850 X3 M50 xDrive.

It also gives you 463 hp (469 PS) and 476 lb-ft (645 Nm) to the ICE SUV’s 393 hp (399 PS) and 428 lb-ft (580 Nm), and though the six-cylinder SUV gets to 60 mph (97 kmh) a touch quicker (4.4 plays 4.7 seconds) than the EV, we bet it’s the iX3 that feels the more urgent when you jump on the right pedal for a passing maneuver.

That kind of pricing is designed to hook in American drivers who’ve lost interest in EVs lately. BMW’s electric sales sank 16.7 percent last year and cratered by 45.5 percent in the fourth quarter after the Trump administration axed the $7,500 federal tax credit program. Mercedes will now be feeling the heat to price its GLC EV as close to $60k as possible.

M Sport Trim A $2,500 Option

Naturally there are plenty of opportunities to add to the iX3’s $62,850 base price. Standard kit includes BMW’s Panoramic Vision pillar-to-pillar digital display, Perforated Veganza Upholstery, smartphone charger, Digital Key Plus (which uses your phone as a key) and umpteen safety aids. But plenty of buyers will want to add the $1,500 Comfort Package (heated steering wheel, panoramic glass sunroof and multifunction seats), or $1,900 Technology Package (BMW Iconic Glow illuminted kidney grille, 3D head-up display, Harman/Kardon hifi). Or maybe even both.

And the M Sport package is sure to be a big draw. The base version of the package costs $2,500 and nets you BMW M interior and exterior trim, 20-inch M Aero V-Spoke wheels and a sports steering wheel, while the $4,000 Professional version adds the Iconic Glow light-up grille, a proper M sport wheel and M Sport brakes with red and blue calipers. That’s as near as you’ll get to an iX3 M this year, though we expect to see one of those before long.

More Affordable iX3 40 Arrives Later

And if even an options-free iX3 50 is too pricey for your pocket, there may be a solution arriving shortly. Though BMW hasn’t yet confirmed it’s coming to US roads, information that mistakenly appeared briefly on the brand’s website earlier this year before being taken down, suggested the 50 xDrive would be joined by a rear-wheel drive 40 sDrive and all-wheel drive 40 xDrive.

Related: BMW’s Entry-Level iX3 Saves You Over $7K, But There’s A Real Trade-Off

BMW has already debuted the single-motor 40 in Europe in March, revealing that it makes 316 hp (320 PS / 235 kW) and downgrades to a 82.6 kWh battery. The new base model needs 5.9 seconds to reach 62 mph (100 kmh) and going by the 395 miles (636 km) WLTP range, will probably get an EPA rating of around 340 miles (547 km).

You can configure your iX3 50 now and reserve it for $1,000. Get in early and you should get yours when deliveries kick off in September.

BMW

Opel and its badged-engineered British sister brand Vauxhall are rediscovering their hot hatch roots, but with a charging cable this time. The pair dropped their Corsa GSE today, along with a zero to 62 mph (100 kmh) time that says it’s faster than any rival electric hot hatch on the market.

That includes fellow Stellantis company Peugeot’s e-208 GTI whose platform, powertrain and basic chassis setup the GSE shares. Under the skin is a single electric motor that sends 276 hp (281 PS / 207 kW) and 254 lb-ft (345 Nm) of torque to the front wheels through a limited-slip differential, though only in Sport mode. In Normal you make do with 228 hp (231 PS / 170 kW).

Related: Stellantis Just Decided Which Four Brands Actually Matter And Opel Isn’t One

Zero to 62 mph (100 kmh) takes 5.5 seconds in Sport, versus 5.7 seconds for the e-208 and 5.9 seconds for the 1,550 kg (3,420 lbs) Corsa’s mechanically identical, but 47 kg (104 lbs) heavier crossover brother, the Mokka GSE. That’s pretty damn swift for a small, front-wheel drive hatch, and also makes the Corsa GSE significantly quicker than its key non-Stellantis electric rivals like the Alpine A290 and Mini Cooper JCW, which need 6.4 and 5.9 seconds respectively to hit the 60 mph mark.

Stiffer, lower suspension and uprated brakes with four-pot calipers are part of the chassis package, Opel claiming that both the steering and pedal responses are massively improved over what you experience from the regular EV. Rolling stock is Michelin Pilot Sport 4S 215/40 R18 rubber wrapped around alloy rims whose three-spoke design is there to evoke memories of the 1980s Opel Corsa GSE, which traded blows with the Peugeot 205 GTI almost 40 years ago.

Plaid Buckets? Check!

Climb inside and you’ll find the sports seats have plaid centers to carry on the 1980s hot hatch theme. Other GSE interior details on the 2027 car include Alcantara trim, aluminum pedals, and strong yellow accents, plus a performance data display showing acceleration stats and G-force readings. On the outside, in addition to those three-spoke rims you get a black roof, rear spoiler and sportier bumpers.

As for range, we don’t have numbers yet, but we do know that the GSE uses the same 51 kWh (usable) battery as other Corsas and other Stellantis cars built on the same CMP platform. So we’d expect the GSE to roughly equal the e-208 GTI’s 217-mile (349 km) range, which will be fine for blasting around town, but not so good on longer trips.

VW’s ID. Polo GTI debuts any day, and should deliver more than 260 miles (418 km) of range, though with only 223 hp (226 PS / 166 kW) it won’t trouble the GSE in a race to 62 mph. Which one gets your vote?

Opel/Vauxhall

The BMW Group has just built its two millionth fully electric car, and the speed of that climb is impressive. It took almost 11 years after the first i3 hatch rolled off the line in 2013 to reach the first million, then only about two more to double it.

The milestone car is a BMW i5 M60 xDrive, built in Germany and heading to a buyer in Spain. That destination says a lot, because Europe is leading the way when it comes to EV demand right now. Sales of fully electric cars in the region jumped 28 percent in 2025, and one in every five cars sold in the EU is now an EV.

Related: BMW’s China-Only EVs Solve A Problem Tesla Owners Keep Running Into

Production is ramping fast to accommodate that growth. BMW now builds EVs at all its German plants and mixes them with combustion cars on the same lines. That flexibility lets it react as demand shifts, and lately, demand has been shifting quite a bit, because Europe’s love for EVs isn’t mirrored in other regions.

Globally, BMW delivered 442,072 EVs in 2025, a modest increase that shows growth is still happening, just not at the same pace as before. Because in the United States, BMW’s EV momentum has clearly cooled. Battery electric sales fell to 42,484 units in 2025, down 16.7 percent year over year.

The drop was even sharper late in the year, with fourth quarter EV sales plunging 45.5 percent after federal EV tax credits were axed. At the same time, plug-in hybrids surged more than 30 percent, showing where buyers are heading. China isn’t helping either. Sales there dropped significantly, with the region down double digits overall, dragging on global performance.

Hot New Electric Metal Inbound

But on the plus side, BMW has just begun to roll out fresh EV product with cutting-edge design and technology. The iX3, the first of BMW’s Neue Klasse cars, is already in showrooms, and the i3 electric 3-Series that debuted this spring won’t be far behind. And it’ll be followed by the first-ever electric X5, while Rolls-Royce has its own electric SUV on the way, although the sales numbers will obviously be modest.

That lineup should help keep BMW Group’s EV registrations growing, but it might struggle to keep pace with another big German automaker. VW recently announced it had made its 2 millionth EV only 10 months after rolling out its millionth, and with the ID.3 now much improved and the ID. Polo arriving at dealers soon, its next million could come even quicker.

BMW

BMW is about to do something unusual with its most famous sports sedan. When the next-generation M3 arrives, buyers will get two very different machines wearing essentially the same badge and, crucially, roughly the same price.

According to a new report, BMW intends to sell the electric and combustion M3 side by side in the same price bracket. That might sound straightforward, but it gets interesting once you look at what each version actually delivers.

Related: BMW’s Electric M3 Tries To Simulate Everything It Just Replaced

The electric M3 could deliver close to 1,000 hp (1,014 PS) from its quad-motor setup, though base models are likely to deliver 700-800 hp (710-811 PS) at launch. Meanwhile, the combustion model will stick with an evolved twin-turbo straight-six boosted by mild hybrid tech to somewhere around 552 hp (560 PS).

Visually, the two cars won’t stray far from each other either. BMW wants them to feel like siblings, not alternatives from different worlds. Expect shared design cues inspired by the Neue Klasse look, even though they’re based on entirely different platforms, the combustion car sticking with an updated version of today’s M3’s CLAR platform.

Panoramic iDrive

Inside, both should follow the same minimalist, screen-heavy direction. That means fewer physical buttons and a more digital-first cabin, incorporating BMW’s Panoramic iDrive tech, which may divide opinion just as much as the powertrain choices.

Combustion M3

Sylvia Neubauer, BMW M’s sales boss, is adamant that both cars will deliver what buyers expect. “It’s not only about acceleration and power, it’s about drivability, manoeuvrability and that level of trust and connection between the driver, car and road,” she told Autocar.

She also made it clear BMW knows not everyone will jump ship to electric overnight. “Obviously we will not convince 100 percent out of the petrolhead target group to buy an all electric BMW M3,” she admitted. “But out of 100 people that try it, we will be able to convince some.”

That explains why the combustion version isn’t going anywhere just yet, though some elements of it might be. Reports suggest the manual gearbox option, currently only available on the non-Competition version of the M3, might be retired. If that happens, even the petrol M3 edges further away from its analog roots.

Electric M3

Lead image BMW

Around the world carmakers are u-turning on their plans to go big – or even all-in – on EVs, and Lotus is no different. The Geely-owned brand is developing hybrid versions of its Emeya sedan and Eletre SUV, but until they arrive, dealers have to focus on finding homes for the electric versions. And they’re offering huge discounts.

The UK’s Autotrader website currently has 15 brand new, unregistered examples of Lotus’s Porsche Taycan rival up for sale at prices that’ll bring tears to the eyes of anyone who paid full price for one of the EVs when they first became available in 2024.

Related: The Rarest Emira Coming To America Has A Name From The Dark Side

Most of the really crazy deals are on the flagship Emeya R, whose 905 hp (918 PS / 675 kW) bi-motor setup gets the emissions-free sedan to 62 mph (100 km/h) in less than 2.8 seconds. The biggest saving we could find was on a Kaimi Grey car at Endeavour Lotus West London. Originally priced at £140,105 ($189,330), it’s now up for £89,950 ($121,550). That’s a 40 percent (£50,155 /$67,900) haircut.

Not far away in Hatfield, another dealer has two new Rs price well below list, one of them promising a £43,755 ($59,130) saving. And a couple of hours away to the north east of the capital, Endeavour Lotus Colchester has a cut the price of another four Emeya Rs by similar amounts.

New Car, But An Old Badge

Technically, the R is an obsolete model, Lotus having now switched up its base, S, R grade structure for 600 and 900 names that reference the power outputs. But the powertrains themselves are carried over unchanged, so these heavily discounted Rs we’ve found look great value next to a new £129,990 ($175,660) 900 Sport or £139,990 ($189,180) 900 Carbon.

And if you’re determined to have your Emeya in the current trim, dealers are offering some healthy savings on those too, including £15,000 ($20,300) off a brand new 603 hp (612 PS / 450 kW) Emeya 600 GT, which should cost £95,000 ($128,400) with options.

Hybrids This Year

Lotus is working on a hybrid Emeya, which is expected to match the spec of the bizarrely-named Lotus For Me, the new Chinese-market petrol-electric version of Lotus’s new Eletre SUV. Combining a 2.0-liter combustion engine, twin-motor 900-volt electrical system and a 70 kWh battery, the Eletre hybrid makes 939 hp (952 PS / 700 kW), and should arrive in Western markets – minus the silly name – this year. the Emeya hybrid shouldn’t ber far behind.

Would these big savings tempt you into an Emeya, would you rather wait for the hybrid, or skip the Anglo-Chinese Taycan rival altogether?

Endeavour Lotus/Autotrader UK

We knew Jeep’s first American EV was having a tough time, but this is something else. A nearly new Wagoneer S Limited 4xe just sold on Bring a Trailer for $38,500 after covering only 91 miles (147 km). That’s roughly $30,000 below its original sticker, and a sharp reminder that EV depreciation can be brutal.

On paper, the deal looks fantastic. The Wagoneer S packs dual motors, all-wheel drive, and a factory-rated output of 500 hp (507 PS) and 524 lb-ft (710 Nm) of torque. The quoted 294-mile (473 km) range from the 100 kWh battery isn’t amazing, but it’s tolerable, and the tailpipe-free Wagoneer is roomy enough for family duty and loaded with kit, making the auction result look like bargain-hunter gold.

Related: Wagoneer S Lost 93% Of Its Buyers, And Gas Charger Outsold Its Electric Twin 7 To 1

This example was a Limited trim finished in white with Jeep’s Dark Appearance package. The Limited stickered at $67,195 including destination and before options, and this one came with a panoramic roof, heated front seats, heated steering wheel, surround-view cameras, adaptive cruise control, wireless smartphone mirroring, a 12.3-inch touchscreen, and an Alpine nine-speaker audio system.

So it’s not exactly a stripped rental special, even if it is a rung below the 600 hp (608 PS), $72,195 Launch Edition.

So why the huge value crash? Because the Wagoneer S has struggled badly since launch. It arrived when automakers believed premium EV demand in America would keep climbing. Instead, the market cooled, incentives changed, and shoppers became more selective about price, charging access, and brand trust.

No More Tax Credits

The biggest blow came when the $7,500 federal EV tax credit disappeared last September. Before that, Jeep reportedly moved more than 10,000 Wagoneer S models across three quarters with the help of some big discounts. In the two quarters after the credit ended, sales fell to just 613 units.

Jeep’s response has been telling. The brand won’t build a 2026 Wagoneer S at all, instead skipping straight to a 2027 model. Stellantis says the pause will allow upgrades to battery performance, software, capability, and interior quality. It’ll also gain a NACS charging port for easier access to Tesla’s growing Supercharger network.

A better Wagoneer S is coming, but we still think whoever bought this one got an absolute bargain. If he can live with uncertain resale and a model facing reboot status, $38,500 bought him a barely driven 500-hp electric SUV with lots of equipment. That’s hard to ignore, even if the first owner probably wishes they had.

Bring a Trailer

Nissan is backing away from its big electric vehicle ambitions in Mississippi, scrapping plans to build battery-powered models at its Canton plant as the US market cools faster than expected.

The decision follows a broader rethink inside the troubled company as EV demand softens and government incentives disappear. Nissan had once positioned the Mississippi factory as a key pillar of its electric future, with multiple models planned before the end of the decade.

Related: Nissan’s New Skyline Is Coming To America As The Q50, And It May Bring Back The Manual

Those timelines had already slipped, having been pushed back by nine months last year, and now the entire program has been shelved. Nissan made the U-turn to “better align with market conditions, customer demand and Nissan’s updated strategic direction,” a brand spokesperson told Auto News.

Instead of building EVs, the automaker is pivoting toward more traditional vehicles, including pickups and SUVs built on a rugged body-on-frame setup. A new generation of products is in the works, starting with a revived Xterra expected later in the decade. More models will follow, all sharing a common architecture designed to cut costs and boost efficiency.

Five New ICE Models

The new ladder chassis will spawn at least five trucks and SUVs, Auto News says, its sources revealing that those vehicles will have 70 percent parts commonality and be identical from the front seats forward.

That shift reflects changing buyer preferences. Gas-powered vehicles and hybrids are proving more resilient, while fully electric models have struggled with concerns over charging infrastructure, range, and upfront cost now that federal tax credits are no longer available. EV sales actually fell last year in the US, even as they continued to rapidly gain ground in Europe.

EV Investment Scrapped

The Canton plant that we were told five years ago was getting $500 million of investment so it could pump out thousands of EVs per year, will remain central to Nissan’s North American plans, just with a different focus. It already produces models like the Frontier pickup and Altima sedan, and the new strategy aims to build on that foundation with larger, more profitable vehicles tailored to US tastes.

And Nissan isn’t abandoning electric vehicles entirely. It will continue selling existing models like the Leaf (shown below) in the US, but its future lineup will definitely concentrate more on hybrid technology as a stepping stone.

Nissan

Over 20 million Polos have found homes since the nameplate launched more than 50 years ago. Now Volkswagen’s rebooting the whole thing as the ID. Polo, a fully electric seventh-generation hatch built on the new MEB+ EV platform with front-wheel drive, up to 283 miles (455 km) of range and a starting price that keeps it firmly in affordable territory.

More: VW’s 2026 ID. Buzz Adds 335 HP And Real Buttons, America Gets Neither

Pre-sales are already live in Germany, where the entry-level Trend trim kicks off at €24,995 ($29,300). That’s the headline number Volkswagen‘s been keen to shout about, though if you want one right now, the only available order is the mid-spec Life trim, which starts at €33,795 ($39,600). More variants follow in the summer.

There are three power outputs at launch. The 114 hp (116 PS / 85 kW) and 133 hp (135 PS / 99 kW) versions come with a 37 kWh lithium iron phosphate battery offering up to 204 miles (329 km) of range and DC fast charging at up to 90 kW, with a 10-to-80 charge taking around 27 minutes.

The 208 hp (211 PS / 155 kW) variant steps up to a 52 kWh nickel-manganese-cobalt pack, pushing range to a provisional 283 miles (455 km) and accepting up to 105 kW DC charging, shaving that charge window down to roughly 24 minutes. A GTI variant with 223 hp (226 PS / 166 kW) is coming in 2027.

New Front-Wheel Drive Platform

The switch to the front-wheel drive MEB+ platform pays dividends in terms of space because unlike the bigger ID.3 Neo, there’s no motor stashed under the cargo bay floor. Luggage volume jumps 25 percent over the combustion Polo, from 351 to 441 liters, and with the rear seats folded you’re looking at 1,243 liters. The interior also gains 19 mm of extra space that passengers will actually notice, particularly those in the back.

VW’s tape measure says the Polo comes in at 4,053 mm (159.6 inches) long, 1,816 mm (71.5 inches) wide and 1,530 mm tall on a 2,600 mm (102.4 inches) wheelbase. That makes 131 mm (5.2 inches) shorter and 42 mm (1.7 inches) narrower than its most obvious rival, the Renault 5 E-Tech, but as good as identical in size to the Cupra Raval, which like the Skoda Epiq, shares the Polo’s platform and running gear.

On the outside the handsomely chiselled ID. Polo looks almost identical to the 2023 ID.2all concept, right down to its fat five-spoke wheels and blue paint. The rear door handles are hidden near the C-pillar to clean up the lines, and a wide transverse light bar at the tail is crowned with an illuminated red VW roundel to finish what the white lit logo at the front started.

Retro-Digital Interior

Inside, Volkswagen’s “Pure Positive” design language makes its production debut. Chief Designer Andreas Mindt says he wanted the cabin to feel like a familiar friend, and the approach blends a 10-inch digital cockpit with a 13-inch infotainment center touchscreen.

Physical buttons handle climate control, there’s a rotary audio dial between the front seats, and a “retro display” mode transforms the instruments into something that looks straight out of a post-facelift Mk1 Golf, complete with a classic speedo and a power gauge standing in for the rev counter. Nice touch.

Three trim levels cover the range. The Trend gets LED headlights, Side Assist, Lane Assist and a standard 90 kW DC charging capability. Life adds Adaptive Cruise Control, a rear camera, CarPlay, Android Auto and wireless phone charging. Style goes further with IQ.LIGHT LED matrix headlights, 3D tail lights, an illuminated VW logo front and rear, sport comfort seats, two-zone climate and the upgraded ID. Light strip that now runs into the door panels.

Massage Seats

Optional tech potentially worth splashing for includes a 425-watt Harman Kardon sound system, a panoramic glass roof and something genuinely unusual for this class: a pneumatic massage function for the electrically adjustable 12-way front seats, with three programs to choose from. That’s a premium-saloon feature in a sub-€25,000 hatchback.

Also: VW Spent Years Removing Knobs From Its Cars, The ID.3 Neo Puts Them Back

The ID. Polo also supports Vehicle-to-Load as standard, meaning it’ll push up to 3.6 kW out through a Schuko adapter to charge e-bikes or run outdoor kit. Depending on spec, it can tow up to 1,200 kg too.

Cut-Price Charging

On the charging side, Volkswagen’s subsidiary Elli is launching a new city tariff at €0.39 per kWh for public AC charging across more than a million European charge points, aiming to make street charging as predictable and affordable as a home wallbox. A dynamic home tariff called Naturstrom Flex can cut home charging costs by up to 30 percent by automatically charging when electricity prices are lowest.

Aside from next year’s GTI, shown below in disguised form, the ID. Polo lineup feels pretty complete for a launch. It’s practical, it’s priced right, and that retro display alone might sell a few cars.

VW

Over 20 million Polos have found homes since the nameplate launched more than 50 years ago. Now Volkswagen’s rebooting the whole thing as the ID. Polo, a fully electric seventh-generation hatch built on the new MEB+ EV platform with front-wheel drive, up to 283 miles (455 km) of range and a starting price that keeps it firmly in affordable territory.

Pre-sales are already live in Germany, where the entry-level Trend trim kicks off at €24,995. That’s the headline number Volkswagen‘s been keen to shout about, though if you want one right now, the only available order is the mid-spec Life trim, which starts at €33,795. More variants follow in the summer.

Related: VW’s 2026 ID. Buzz Adds 335 HP And Real Buttons, America Gets Neither

There are three power outputs at launch. The 114 hp (116 PS / 85 kW) and 133 hp (135 PS / 99 kW) versions come with a 37 kWh lithium iron phosphate battery offering up to 204 miles (329 km) of range and DC fast charging at up to 90 kW, with a 10-to-80 charge taking around 27 minutes.

The 208 hp (211 PS / 155 kW) variant steps up to a 52 kWh nickel-manganese-cobalt pack, pushing range to a provisional 283 miles (455 km) and accepting up to 105 kW DC charging, shaving that charge window down to roughly 24 minutes. A GTI variant with 223 hp (226 PS / 166 kW) is coming in 2027.

New Front-Wheel Drive Platform

The switch to the front-wheel drive MEB+ platform pays dividends in terms of space because unlike the bigger ID.3 Neo, there’s no motor stashed under the cargo bay floor. Luggage volume jumps 25 percent over the combustion Polo, from 351 to 441 liters, and with the rear seats folded you’re looking at 1,243 liters. The interior also gains 19 mm of extra space that passengers will actually notice, particularly those in the back.

VW’s tape measure says the Polo comes in at 4,053 mm (159.6 inches) long, 1,816 mm (71.5 inches) wide and 1,530 mm tall on a 2,600 mm (102.4 inches) wheelbase. That makes 131 mm (5.2 inches) shorter and 42 mm (1.7 inches) narrower than its most obvious rival, the Renault 5 E-Tech, but as good as identical in size to the Cupra Raval, which like the Skoda Epiq, shares the Polo’s platform and running gear.

On the outside the handsomely chiselled ID. Polo looks almost identical to the 2023 ID.2all concept, right down to its fat five-spoke wheels and blue paint. The rear door handles are hidden near the C-pillar to clean up the lines, and a wide transverse light bar at the tail is crowned with an illuminated red VW roundel to finish what the white lit logo at the front started.

Retro-Digital Interior

Inside, Volkswagen’s “Pure Positive” design language makes its production debut. Chief Designer Andreas Mindt says he wanted the cabin to feel like a familiar friend, and the approach blends a 10-inch digital cockpit with a 13-inch infotainment center touchscreen.

Physical buttons handle climate control, there’s a rotary audio dial between the front seats, and a “retro display” mode transforms the instruments into something that looks straight out of a post-facelift Mk1 Golf, complete with a classic speedo and a power gauge standing in for the rev counter. Nice touch.

Three trim levels cover the range. The Trend gets LED headlights, Side Assist, Lane Assist and a standard 90 kW DC charging capability. Life adds Adaptive Cruise Control, a rear camera, CarPlay, Android Auto and wireless phone charging. Style goes further with IQ.LIGHT LED matrix headlights, 3D tail lights, an illuminated VW logo front and rear, sport comfort seats, two-zone climate and the upgraded ID. Light strip that now runs into the door panels.

Massage Seats

Related: VW Spent Years Removing Knobs From Its Cars, The ID.3 Neo Puts Them Back

Optional tech potentially worth splashing for includes a 425-watt Harman Kardon sound system, a panoramic glass roof and something genuinely unusual for this class: a pneumatic massage function for the electrically adjustable 12-way front seats, with three programs to choose from. That’s a premium-saloon feature in a sub-€25,000 hatchback.

The ID. Polo also supports Vehicle-to-Load as standard, meaning it’ll push up to 3.6 kW out through a Schuko adapter to charge e-bikes or run outdoor kit. Depending on spec, it can tow up to 1,200 kg too.

Cut-Price Charging

On the charging side, Volkswagen’s subsidiary Elli is launching a new city tariff at €0.39 per kWh for public AC charging across more than a million European charge points, aiming to make street charging as predictable and affordable as a home wallbox. A dynamic home tariff called Naturstrom Flex can cut home charging costs by up to 30 percent by automatically charging when electricity prices are lowest.

Aside from next year’s GTI, shown below in disguised form, the ID. Polo lineup feels pretty complete for a launch. It’s practical, it’s priced right, and that retro display alone might sell a few cars.

VW

Top Detroit automaker CEOs like Ford’s Jim Farley and GM’s Mary Barra earn hundreds of times what their company’s line workers do, but they look like they’re living on the bread line compared with Rivian’s boss.

Rivian founder and CEO RJ Scaringe was paid a shocking $403 million last year, company filings reveal. That compares with $27.5 million for Farley and $29.9 million for Barra over the same period. Rivian delivered 42,247 EVs in the United States last year, while Ford moved 2.2 million vehicles, GM 2.85 million domestically, and Tesla sold roughly 1.65 million globally in 2025.

Related: Mary Barra’s $29.9 Million Payday Came In The Same Year GM Lost $7.9 Billion On EVs

That makes Scaringe one of the most highly paid automaker bosses in the world, and means his pay package is thousands of times the size of the one awarded to the men and women who make Rivian’s cars and trucks. It’s not quite up there with Tesla CEO Elon Musk’s pay package, which could net him $1 trillion over the next decade, but it’s still huge.

Sales Down, CEO Pay Up

What makes Scaringe’s pay award all the more shocking is that it comes at a time when Rivian hasn’t exactly been going from strength to strength. Yes, it managed to post its first-ever gross profit in 2025 by cutting costs, and began production of the smaller R2 SUV, but its stock price is still way down from its 2021 peak, and sales slumped last year.

Of course, Scaringe didn’t scoop the whole $403 million in cash. The award consisted of $373.5 million in stock options, $26.6 million in stock awards, and a more modest $1.12 million taken as a salary.

Pay Could Hit $4.6 Billion

Rivian’s board last November voted to scrap a previous performance-related pay structure for Scaringe, laid out in 2021, that was later deemed unrealistically ambitious. Under the terms of the new deal, his salary is set to increase to $2 million, and he could net $4.6 billion through stock options if he grows the company’s stock price to $140 over the next 10 years.

But given that the stock has mostly hovered below $20 for the past three years, down from $130 when Rivian went public in 2021, Scaringe has his work cut out.

Chinese consumer electronics brand turned carmaker Dreame hasn’t even delivered its first vehicle, but it’s already talking about what comes next, and it might have rockets attached.

Dreame unveiled the Nebula NEXT 01 JET Edition during the company’s DREAME NEXT event in San Francisco, and yes it looks just like the Nebula Next 01X EV we’ve reported on before, and which is earmarked for sale in 2027.

Also: The Chinese Vacuum Brand That Built A 1,973-HP Sedan Just Showed Up At Berkeley With It

But compared with the production supercar-shaped four-door sedan, this one looks rather different at the rear. That’s where you’ll find a pair of rocket boosters that give the concept a claimed 0-62 mph (100 kmh) time of just 0.9 seconds.

Dreame says the concept, which explores where the company’s car development could go in future, represents more than a decade of development in autonomous systems, motors, AI, and robotics. It also represents someone in marketing being allowed unsupervised access to caffeine and hallucinogenics.

Twin Jets

The headline feature is that custom dual solid-fuel rocket setup mounted to assist acceleration. Dreame claims the system reacts in 150 milliseconds and produces up to 100 kN of thrust. But there’s plenty of other modern or futuristic tech onboard that isn’t just concept nonsense, including steer- and brake-by-wire, and solid-state batteries with an energy density above 450 Wh/kg that Dreame says is nearing production readiness.

For ADAS duties, the company introduced its DHX1 LiDAR unit. Dreame says it can detect objects from up to 600 m (1,970 ft) away, Autohome reports, and deliver detail clarity rather than traditional rough outlines of obstacles. The plan includes advanced assisted L2+ driving and eventually more advanced L3 autonomy.

Inside, the car is intended to act as a rolling smart-home hub. Dreame’s AI assistant is designed to connect with robots, appliances, and other devices, turning the vehicle into a mobile command center for your gadgets. Perhaps surprisingly for a car from a brand famous for its vacuum cleaner and robot window washers, the car isn’t capable of washing itself.

Dreame says vehicle manufacturing begins in 2027, but don’t expect rockets to be part of the specification when those first cars hit the road.

Dreame

The classic muscle scene is seriously tribal, but the one thing guaranteed to get GM, Mopar, and Ford fans to unite is a race between a V8 and a modern EV. And that’s exactly what’s served up in this surprising video, where a Tesla Cybertruck ventures onto a drag strip.

In the left lane is a 1970 Chevrolet Chevelle Malibu, and while we don’t know the full details of the car in question, it’s obviously not rocking that year’s base inline-six. It rolled to the line wearing fat sticky rear rubber, aftermarket wheels, and the sort of stance that says this thing doesn’t spend much time below full throttle.

Related: In Florida, 148 MPH Gets You Arrested. In California, It Gets You A Ticket

The biggest factory motor available in 1970 Chevelles delivered 454 cubes (7.4 liters) of displacement, and modern builds on that big-block base can easily generate 500-600 hp (507-608 PS) in naturally aspirated form.

Cybersnooze

We’ve all seen enough EV videos to expect the Cybertruck to hook up instantly and erupt from the line, leaving the Chevelle struggling to get its tires hooked up. A few seconds later, the Tesla would be flashing across the finish with the Chevy trailing behind, its pride in tatters.

But that’s not how it worked out here. When the lights change, the Chevy gets the jump immediately and charges ahead, opening enough daylight to make it seem like the race might be over before the Tesla has fully woken up. For the first half of the quarter mile, the old-school muscle car looks comfortably in command.

Then the Cybertruck gets its act together. Once it’s moving and the motors are fully delivering, the giant stainless wedge storms downtrack and begins hauling in the Chevy at an alarming rate. What had looked like an easy Chevelle win suddenly becomes a blink-and-you-miss-it finish line showdown.

Times Come Second

You’ll need slowed playback to separate them by seeing whose numbers come up first, but the Chevelle appears to nose ahead at the line. In drag racing, that’s what counts. First across wins, even if the stopwatch tells a slightly different story.

And the stopwatch did tell a different story. The Cybertruck completed the quarter in 11.39 at 118.6 mph (191 km/h), that ET and trap speed suggesting it’s the top-spec Cyberbeast, which has a tri-motor setup and 845 hp (856 PS / 630 kW). The Chevelle registered 11.69 seconds at 114.9 mph (185 kmh).

So on this occasion, muscle fans got to celebrate taking an EV’s scalp, but you just know that if the Cybertruck sorted his reactions for a rematch, it would be a different story.

YouTube/@Wheels

Audi gave its Q4 e-tron electric SUV a major update in 2023, but now it’s time for another one. You’ll spot the new version by its segmented digital LED lights and body-color grille, but the important tweaks are inside and underneath, including the controversial decision of removing some physical controls.

More: Audi’s New RS6 Could Steal Its V8 From A Very Different Brand

A revised rear motor, new power electronics, smarter software, and lower-friction transmission oil combine for efficiency gains of around 10 percent over the outgoing model. The headline figure belongs to the Audi Q4 Sportback e-tron performance, which can travel up to 367 WLTP miles (591 km). The same model’s 82 kWh battery can now charge at up to 185 kW up from 175 kW before, which is enough for a 10 to 80 percent top-up in around 27 minutes.

That’s still well below the 250-ish kW you can shovel down the neck of a Genesis GV60, which can do the 10-80 sprint in less than 20 minutes, but it’s a welcome improvement all the same. As is the 18 additional miles (29 km) added to the range of the base 201 hp (204 PS / 250 kW) trim with the 59 kWh battery, though since Audi only quoted 263 miles (424 km) before, it’s still not exactly a road-trip weapon.

The base model is only available with a single motor and rear-wheel drive, as is the 282 hp (286 PS / 160 kW) mid-spec car, despite it previously being offered with a choice of two- or all-wheel drive. The top-line 335 hp (340 PS / 250 kW) is Quattro-only.

Bi-Directional Charging

The biggest practical upgrade for campers and outdoors people is bidirectional charging, a first for Audi, though one other brands have offered for a few years already. In select European markets, Vehicle-to-Home also allows the battery to feed energy back into a house, helping store solar power or trim electricity bills.

Another practical improvement comes in the form of a much more useful towing allowance. Quattro versions now tow up to 1,800 kg (3,970 lbs), up by 400 kg (882 lbs). The trunk still offers 520 litres, expanding to 1,490 litres with the rear seats folded, and an electric tailgate is now standard too, which you kind of expect with a premium car these days.

Passenger Screen And AI

Inside, Audi’s given the Q4 a more premium cabin with a panoramic display combining an 11.9-inch driver screen and 12.8-inch central touchscreen. There’s also an optional 12-inch passenger display, augmented reality head-up display, and ChatGPT integration. It brings the Q4’s cabin into line with other recent Audis like the bigger Q6 e-tron and the A5 and A6 sedans.

Wireless charging gets a boost with two cooled 15-watt pads up front, while Android Automotive underpins the infotainment system. Criticisms of the Q4 at launch focused heavily on the interior quality but Audi says the cabin’s been improved with softer materials, ambient lighting, and a redesigned centre console that should make daily use easier.

The controls story remains slightly conflicted. In the facelifted model, Audi has walked back some of the steering wheel’s touch-sensitive inputs, replacing them with proper scroll wheels. At the same time, the physical climate controls have been removed, leaving those functions buried in screen menus.

Audi

Hyundai barely let the paint dry on its wild Venus concept before rolling out the production version in Beijing. Meet the new Ioniq V, a China-focused EV that arrives just weeks after its show car preview, skipping the usual year-long tease-and-wait routine.

More: Hyundai’s N Rule Was Simple Until The Ioniq 3 Made It Inconvenient

And yes, it still looks like Hyundai raided several design studios at once. There’s a wedgy nose, razor-thin lighting, a tall crossover stance, and more than a hint of Italian supercar drama up front. We can see everything from the Toyota Prius to the Tesla Cybertruck and Lamborghini Temerario in the design without having to squint too hard.

The V is the first dedicated production Ioniq model created specifically for China, and it launches a new styling direction Hyundai calls Origin. It also forms part of a much bigger plan. Hyundai says it will launch 20 new models in China over the next five years, covering battery EVs and range-extended EVs, while targeting annual sales of 500,000 vehicles.

One of those vehicles is an SUV coming next year, which is believed to be a production version of the Earth SUV concept Hyundai is showing alongside the V at Beijing.

Size matters in China, or to be more precise, the amount of rear legroom, and Hyundai says the V comes properly prepared. It measures 4,900 mm (192.9 inches) long, 1,890 mm (74.4 inches) wide, and rides on a 2,900 mm (114.2 inches) wheelbase, meaning it has a similar footprint to the Ioniq 6. That should give passengers plenty of space to stretch out, and make the driver thankful for a full set of parking sensors and cameras.

27-Inch Display

Inside, we get a new kind of screen treatment from Hyundai. The dashboard is dominated by a 27-inch ultra-thin 4K panoramic infotainment display, backed up by a head-up display that projects information directly into the driver’s line of sight. There’s also an eight-speaker audio system with Dolby Atmos and ambient lighting.

Average Range

No battery or powertrain specs were revealed, but 800-volt charging is confirmed, and Hyundai says the long-range version claims more than 600 km (373 miles) of driving range under China’s CLTC test cycle. Given that the CLTC test is notoriously optimistic, a likely real-world figure of less than 320 miles (483 km) doesn’t look very impressive in an era where BMW EVs can top 400 miles (644 km).

Whether the V eventually heads to Europe or America, perhaps as a replacement for the slow-selling Ioniq 6, remains unclear, but Hyundai is openly treating China as both laboratory and launchpad, so expect at least some of the ideas developed there to appear in your local showroom in the West soon.

Porsche is cashing out of one of the automotive world’s most fascinating collaborations. The German sports car maker has agreed to sell all of its holdings in Bugatti Rimac and Rimac Group, clearing the way for founder Mate Rimac and a new investor group to steer the next chapter.

The deal sends Porsche’s 45 percent share of Bugatti Rimac and its 20.6 percent holding in Rimac Group to a consortium led by New York investment firm HOF Capital. BlueFive Capital joins as the largest investor, alongside other institutional backers from the US and Europe.

Financial details remain private, though we should eventually discover how much money changed hands when Porsche reveals its own year-end results down the road. 

More : Porsche’s New Cayenne Coupe EV Hits 60 As Fast As The 911 Turbo S And Can Still Tow Your Boat

Once approvals are complete, likely before the end of 2026, Rimac Group is set to take control of Bugatti Rimac while partnering with the new investors to support its expansion. HOF Capital will also become the largest shareholder in Rimac Group alongside founder Mate Rimac (pictured below). That’s a tidy result for someone who started by electrifying old BMWs in his garage, and hasn’t even turned 40 yet.

Focusing On The Core Business

Porsche says the sale lets it concentrate on its core business. That’s a diplomatic way of saying the company has other priorities right now, including improving profitability and focusing resources on its own lineup.

The German brand’s operating profits dropped by 93 percent in 2025, in part due to its u-turn on its EV-heavy strategy in favor of more combustion and hybrid models. Porsche’s underperformance also hurt its parent company VW Group, so it’s definitely under pressure to get back on track.

Porsche exits then, but not without having played an important role in Rimac’s development, along with Hyundai, which still holds a small piece of the Rimac pie. Porsche’s early investment helped legitimize Rimac as a serious engineering force while the 2021 joint venture gave Bugatti a path beyond the Bugatti Chiron era. The joint-op also benefited Porsche’s own EVs.

For Bugatti customers, it should pretty much be business as usual. The company already operates with substantial independence, and its upcoming Bugatti Tourbillon, the successor to the Chiron is already locked in with a naturally aspirated V16 and hybrid system developed under the current structure.

General Motors spent years telling us electric pickups were the next great American migration. Now the convoy appears to have missed an exit because reports claim GM has indefinitely paused development of its next-generation full-size EV trucks.

According to a piece by Crain’s Detroit, GM had been developing updated and lower-cost successors for the electric Chevrolet Silverado EV, GMC Sierra EV, Cadillac Escalade IQ, and GMC Hummer EV lineup, with production previously targeted for 2028.

Related: GM Pauses Production Of Two Hyped-Up EVs, Sending 1,300 Workers Home

But suppliers were reportedly told the program has been halted, with no replacement timeline offered. Industry watchers now don’t expect fresh full-size GM electric trucks before 2030, and they could end up arriving much later.

That doesn’t mean GM’s current EV trucks are dead. Existing models will continue rolling out of the under-utlilized Factory Zero in Detroit-Hamtramck, the story says, and experts think the Escalade IQ is important enough to Cadillac’s plans to keep in production. But it does suggest GM wants to spend more R&D time and money on products customers are actually buying in larger numbers right now. Ones that run on gasoline.

The company is said to be redirecting resources toward its upcoming T1-2 internal-combustion truck platform, which is expected to power future full-size pickups and SUVs. Orion Assembly, once earmarked for electric trucks, and now thriving after switching to ICE versions, is now reportedly preparing for future gas-powered models.

Hybrids And Range Extenders

Crain’s Detroit sources also claim plug-in hybrid versions of the Silverado and Sierra are in the mix, while GM has discussed range-extended EV tech with suppliers. It’s an idea rivals are already chasing. Ram is expected to launch a range-extended pickup first, while Ford has signaled similar plans after backing away from the idea of renewing the all-electric F-150 Lightning.

No More Federal Handouts, Or Directives

None of this is happening in a vacuum. EV tax credits have been rolled back, emissions rules have softened, and demand for expensive electric pickups hasn’t exactly set sales charts on fire. Big batteries and six-figure stickers remain a hard sell for many truck buyers, though GM refused to comment on the report that its EV plans have been axed.

“We have not disclosed any potential plans or timing for any next-generation battery electric trucks and we’re not going to engage in speculation,” a GM spokesperson told Crain’s Detroit.

GM still says the long-term destination is electric, and it probably is. But right now, Detroit’s most profitable vehicles are trucks, and trucks and their buyers can’t kick their gasoline habit.

GM

Some records stand for decades. Bob Beamon’s 8.9 m 1968 long jump, still unbroken 58 years later, is one. Others, like the 5 minutes it takes BYD’s Blade 2.0 battery to go from 10-70 percent, seem spectacular at the time, but here we are only weeks later and it’s already been smashed not once, but twice.

First it was Geely, whose Golden Brick battery can charge from 10-70 percent in 4 minutes 22 seconds. And now battery giant CATL has made even that look like it was hooked up to a household AC socket.

Related: Geely’s Golden Brick Battery Charges Faster Than BYD, But Good Luck Finding A Plug For It

CATL’s 3rd-gen Shenxing LFP battery stops the clock at 3 minutes 44 seconds. And that’s not even charging to 70 percent, but to 80 percent. Geely’s battery needs almost two minutes longer to reach the same point.

And that’s not the only crushing stat. If you’ve ever charged an EV, you’ll know that charge rates aren’t linear. It takes a while to reach peak charge speed and then the rate falls away again as the battery gets closer to full. But the CATL pack comes out all guns blazing, charging from 10-35 percent in just 1 minute.

And from 10-98 percent takes only 6 minutes and 27 seconds. That compares with 8 minutes 42 seconds for a 10-97 percent fill with Geely’s Golden Brick and 9 minutes for BYD’s Blade 2.0. Or to put it another way, the CATL goes from flat to full 13 seconds faster than it takes a Ford Mustang GTD to lap the Nurburgring.

Cold Weather? No Problem

These numbers are all achieved in optimal temperatures, of course, but CATL threw out another one to show that even in less than ideal condition charging is still really rapid. Drop the temperature to -30˚ C (-22˚F) and the 10-98 percent top-up still only takes 9 minutes.

Unveiling the new battery at its Tech Day Event, CATL claimed the pack’s 0.25 milliohms internal resistance is 50 percent lower than the industry average. It also features multi-point temperature monitoring for each cell and Self-Heating tech that involves using pulses of heat to improve low-temperature charging speeds.

Long Lifespan

Just as importantly, CATL claims that the battery health remains above 90 percent even after 1,000 ultra-fast charge cycles, countering skepticism from BMW engineers about the viability of the new generation of insanely fast-filling Chinese batteries.

BYD has already begun to expand its Flash Charging network to Europe, and CATL also claims it’s looking into bringing its own tech behind China’s borders together with SAIC-GM-Wuling. But don’t bank on it arriving in the US any time soon.

CATL, Ford