The new battery delivers 400 Wh/kg energy density.
Mass production is planned to begin next year.
BYD, SAIC, GAC, and CATL are developing similar packs.
Solid-state batteries have been “just around the corner” for what feels like an entire EV generation. Now, they might actually be arriving. In the third quarter of this year, China’s Changan will begin fitting its new solid-state packs to robots and EVs, with full mass production slated for 2027.
According to Chinese media, Changan claims its new solid-state battery has an energy density of 400 Wh/kg, and EVs using it will be able to travel upwards of 932 miles (1,500 km) on a single charge. While you could argue that this much range borders on excessive, it would make future Changan models far better suited to long road trips through remote areas where charging infrastructure remains sparse.
Breakthrough Energy Density
The pack is called the Golden Bell. Aside from being very energy-dense, it is said to be 70 percent safer than a conventional EV battery and, because this is 2026, it also uses artificial intelligence for remote diagnostics. Smarter batteries, apparently, are part of the plan.
Changan will build these units under its new Jingzhongzhao solid-state battery brand. The company intends to manufacture fully solid-state packs while also producing liquid and semi-solid-state batteries that rely on a liquid electrolyte.
China’s Solid-State Push
It is not alone. Other Chinese brands are also edging closer to making solid-state batteries mainstream. Earlier this year, Dongfeng Motor began testing its own solid-state battery in extreme cold weather. It has an energy density of 350 Wh/kg and a claimed range exceeding 620 miles (1,000 km). It also plans to roll them out in production cars this year, aiming for September.
BYD, Chery, SAIC, GAC, and CATL are all chasing similar breakthroughs. So are legacy names such as Mercedes-Benz, VW, BMW, Toyota, Nissan, Hyundai, and Honda. After years of promising headlines and laboratory milestones, solid-state batteries may finally be edging toward something tangible. If they deliver on even half of these promises, combustion engines will have one more reason to feel nervous.
Cupra Born facelift teased with sharper triangular lights.
Already great interior quality set to get another boost.
Growing brand’s new-look EV makes its debut March 5.
Cupra is at it again, reminding us why its versions of big-name Volkswagens are almost always superior to the real thing. This time, the Spanish brand has teased an updated Born, its sportier take on the VW ID.3, and we’ll get to see the full makeover on March 5.
The biggest change is visual, and it seems like it’ll be hard to miss. The updated Born adopts Cupra’s latest design DNA, complete with triangular Matrix LED headlights and a matching triangular lighting graphic at the rear. There’s also an illuminated rear badge because lit logos are the car design world’s new LED light bar.
We’ve spied disguised prototypes of the facelift Born testing a couple of times, and those images suggest redesigned bumpers and a taller lower grille augmented by vertical outer vents that make the EV look tougher and wider.
Tech Upgrade
The Born’s cabin already makes the ID.3s look cheap and dull (though VW did improve the materials a couple of years ago), and Cupra says we should expect even better quality and more technology in the refreshed car. But it’s not like the brand has a ton to do in this area, having already upgraded the Born to VW’s much-improved 12.9-inch touchscreen in 2024.
Few Below-Surface Changes
Under the skin, things are more mysterious, and we’re guessing that’s because it’s all carried across from the current hatch. Cupra hasn’t confirmed any technical changes, and the current Born is already competitive for electric range and performance in its class. So this update could be more about feel and flair than extra kilowatts. Still, a little surprise boost wouldn’t hurt.
As of today, Cupra skips the low-tune motor options offered in entry-level VW ID.3s and jumps straight to a 228 hp (231 PS / 170 kW) single-motor setup with a choice of 59 or 79 kWh batteries, giving up to 354 miles (570 km ) between fills. Hot hatch fans can upgrade to Cupra’s version of the ID.3 GTX, the Born VZ, which comes with a 322 hp (326 PS / 240 kW) motor, again driving the rear wheels only.
Rescuers couldn’t open SU7’s electric door releases as it burned.
Eyewitnesses tried desperately to smash the driver’s side window.
China will ban electric door releases like the SU7’s from 2027.
An official investigation into the death of a man who crashed his Xiaomi SU7 in China last year has confirmed details previously reported by local media. The findings underscore how critical basic mechanical access can become in seconds. Authorities concluded that the 31-year-old died after being unable to open the electrically operated doors once the electric sedan caught fire.
While this case involves a Xiaomi, concerns about electronically actuated door systems have been debated across the industry and in global markets for years. This isn’t just a Tesla issue.
The crash occurred at approximately 3:15 a.m. on October 13, 2025, in Chengdu, reports Carnewschina. The Xiaomi driver, identified simply as Deng, was allegedly driving under the influence of alcohol at the time and slammed into another vehicle on Tianfu Avenue South before jumping over the central divider and bursting into flames.
Timeline Of The Crash
According to forensic findings cited by the Chinese magazine Caixin, the SU7 reached 203 km/h (126 mph) just three seconds before the crash. It then slowed to 167 km/h (104 mph) after striking the other car and was traveling 138 km/h (86 mph) when it hit the divider.
Harrowing footage captured in the immediate aftermath showed bystanders attempting to smash the driver’s side window and open the door in an effort to save him, but without success.
Why The Doors Wouldn’t Open
Investigators concluded that the doors could not be opened from the outside because the fire caused the low-voltage system to shut down, disabling the door handle release function. The report added that the SU7 has no mechanical latches accessible from the outside and relies solely on electric release buttons.
Xiaomi shares plunged nearly 9% after a fatal crash involving its SU7 electric car, Bloomberg reports
According to the outlet, a 31-year-old driver in China collided with another vehicle, crossed into the opposite lane, and the car caught fire. Witnesses tried to pull the man… pic.twitter.com/yPQ70FoKXN
The Xiaomi also uses electric release buttons inside the cabin. Although it is equipped with mechanical emergency releases, locating and operating them while disoriented after a crash would not be straightforward.
Regulatory Response In China
This fatal crash, along with others, has prompted regulators in China to ban electronic door handles on EVs. The new rule will take effect on January 1, 2027. It will require exterior handles that provide a handhold of at least 60 mm by 20 mm (2.36 inches x 0.79 inches), ensuring they can be used by rescuers in an emergency. In addition, mechanical releases inside the vehicle must include clear signage explaining how to open them during an emergency.
Stellantis has published its 2025 financial results, and they make for sobering reading. The headline figure is a €22.3 billion deficit, equal to $26.3 billion at current rates, marking the group’s first-ever annual loss. That swing looks even worse when set against 2024’s €5.5 billion ($5.8 billion) profit, which was already down 70% compared to 2023. In the span of two years, the company has gone from profitable to deep in the red.
The group, which owns 14 brands including Abarth, Alfa Romeo, Chrysler, Citroen, Dodge, DS Automobiles, Fiat, Jeep, Lancia, Maserati, Opel, Peugeot, Ram, and Vauxhall, attributes the damage to €25.4 billion ($30 billion) in “unusual charges,” largely tied to what it calls a “profound strategic shift to meet customer preferences.” In plain terms, Stellantis overestimated how quickly the market would pivot toward electric mobility and is now paying to recalibrate.
That is only part of the story. It wasn’t just a matter of customers being slow to embrace EVs. Several of Stellantis’ electric efforts, particularly in the US, struggled on their own terms. Models such as the Dodge Charger Daytona EV and the Jeep Wagoneer S were priced at the upper end of their segments yet struggled to justify that positioning against established rivals.
Rethinking Its EV Strategy
Regardless, that recalibration means canceling several electric models that were in development, mainly for the US market, and putting new emphasis on high-margin combustion engines. The return of the HEMI V8 in North America is the obvious attention grabber.
In Europe, diesel and mild-hybrid gasoline options are being folded back into the lineup across several current and upcoming models, including the now-delayed Alfa Romeo Stelvio and Giulia replacements.
“Our 2025 full year results reflect the cost of over-estimating the pace of the energy transition and of the need to reset our business around our customers’ freedom to choose from the full range of electric, hybrid and internal combustion technologies,” said Stellantis CEO Antonio Filosa.
“In the second half of the year we began to see initial, positive signs of progress with the early results of our drive to improve quality, strong execution of the launches of our new product wave and a return to top line growth. In 2026 our focus will be on continuing to close the execution gaps of the past, adding further momentum to our return to profitable growth.”
How Does Stellantis Plug The Gap?
The financial strain has prompted the board to suspend the 2026 dividend and authorize up to €5 billion ($5.9 billion) in hybrid bonds to shore up liquidity. Industrial free cash flow remained firmly negative at €4.5 billion ($5.3 billion), although that represents a 25% improvement on the previous year.
Net revenue totaled €153.5 billion ($181.1 billion), down 2% year-on-year. The decline is attributed to exchange rate headwinds and net pricing drops in the first quarter of 2025, neither of which tends to flatter the bottom line.
The group posted an adjusted operating loss of €842 million ($993.5 million). Still, the second half of the year showed signs of stabilization. Revenues rose 10% and shipments climbed 11% as inventories normalized. Stellantis also highlighted that H2 2025 marked the first six months under its renewed leadership team, a detail clearly intended to signal that the worst may already be in the rearview mirror.
Shipments Went Up But Shares Go Down
Combined shipments for 2025 reached 5.573 million vehicles, up 1% year-on-year. That keeps Stellantis in fifth place globally by volume, behind Toyota (11.3 million), Volkswagen Group (8.98 million), Hyundai Motor Group (7.27 million), and General Motors (6.11 million).
Momentum was stronger in the second half, with 2.883 million shipments, up 11% over H2 2024. North America did most of the heavy lifting, posting a 39% H2 increase as inventories returned to more normal levels and demand improved.
Investors, however, appear less convinced. Reuters reports that Stellantis shares have fallen by more than 30% this year, sliding to their lowest level since the PSA-FCA merger in 2021.
PROS ›› Good tech, comfortable ride, better than EV5 CONS ›› Poor ADAS, pricey, inefficient, slow-charging
Electric vehicles make up just over 8 percent of new car sales in Australia, so they are hardly dominant. Yet the competitive noise has increased dramatically in recent years, thanks largely to a surge of new Chinese brands. Hyundai’s counterpunch is the Elexio, its latest EV and one aimed squarely at that fast-growing crowd.
The Elexio is unlike any other electric Hyundai so far. Crucially, it was not developed entirely in-house, but rather brought to life through its joint venture partnership with BAIC Motors.
This means it is built in China, tapping into the country’s vast manufacturing scale and efficiency, paired with the engineering experience and brand weight of a legacy player like Hyundai. When it was revealed last year, it looked set to remain a China-only model. Instead, it has now landed in Australia, and we were among the first to get behind the wheel earlier this month.
QUICK FACTS
› Model:
2026 Hyundai Elexio Elite
› Starting Price:
AU$61,990 ($44,000) as tested
› Dimensions:
181.6 L x 73.8 W x 65.8 in H (4,615 x 1,875 x 1,673 mm)
› Wheelbase:
108.2 in (2,750 mm)
› Curb Weight:
2,105 kg (4,640 lbs)
› Powertrain:
Single electric motor / 88.1 kWh battery
› Output:
215 hp (160 kW) / 236 lb-ft (320 Nm)
› 0-62 mph
~8.0 seconds
› Transmission:
Single-speed
› Efficiency:
19.5 kWh/100 km as tested
› On Sale:
Now
SWIPE
According to Hyundai, the Elexio has been designed to neatly slot between the Kona EV and Ioniq 5 in its line-up, serving as an all-electric alternative to the Hyundai Tucson. It’s Hyundai’s answer to popular competitors like the Tesla Model Y, Kia EV5, BYD Sealion 7, and Xpeng G6, and this is reflected in the price.
Can It Compete On Price?
Hyundai Australia
Two versions will be offered: the base Elexio and the flagship Elexio Elite. Prices for the base version will start at AU$58,990 (US$41,900) before on-road costs, while the Elite will be priced from AU$61,990 (US$44,000). However, the Elite will be available for AU$59,990 (US$42,600), including all on-road costs, in a limited-time deal running until the end of March.
Hyundai is predicting big things for the Elexio and expects it to be its best-selling EV in Australia. Achieving this won’t be easy. The Kia EV6 undercuts the Elexio at AU$56,770 (US$40,300), the Tesla Model Y Premium is available from AU$58,900 (US$41,800), and the BYD Sealion 7 Premium is available from AU$54,990 (US$39,000). The superb Zeekr 7X also undercuts it at AU$57,900 (US$41,100).
Big Battery, Modest Charging Speeds
So, what do you get for your money in the world of the Elexio? Like Hyundai’s Ioniq models, and unlike the Kia EV5, the Chinese-built Elexio uses the familiar E-GMP platform. However, it doesn’t have an 800-volt architecture like the Ioniqs, instead using a 400-volt system.
With this in mind, charging the battery pack 10-80 percent on a 150 kW charger, with peak speeds in the mid-120s, will take 38 minutes. This is slightly slower than the Kia EV5, which takes 36 minutes, but whereas it has a compact 64.2 kWh battery, the Hyundai has a much larger and more practical 88.1 kWh unit.
This battery powers a front-mounted electric motor with 160 kW (215 hp) and 310 Nm (236 lb-ft). Hyundai quotes a combined efficiency of 18.2 kWh/100 km, which is okay, but certainly not class-leading.
A Digital-First Cabin
Photos Brad Anderson/Carscoops
We only sampled the Elexio in flagship Elite trim, so first impressions came fully loaded. Stepping into the cabin for the first time, it is immediately clear this is not your typical Hyundai interior.
Dominating the interior is a massive widescreen 27-inch display, encompassing both the central infotainment display and a display for the passenger. This screen houses Hyundai’s new Connect-C infotainment system and runs on Android Automotive with a powerful Snapdragon 8295 processor and Unreal 3D graphics engine.
While there are several cars on sale in China with a similar passenger and infotainment screen, this is one of the first implementations of a display like this in a Western market. It looks great, providing excellent colors, clarity, and response. However, it’s not particularly practical to use, especially when you’re driving.
Photos Brad Anderson/Carscoops
I am quite tall with long arms, yet adjusting the climate controls or digging into vehicle settings on the move meant leaning forward and stretching almost to the limit. It should not feel like a light workout just to change the temperature. The more traditional screens in other current Hyundai models are much easier to reach, as are the tablet-like displays found in many of the Elexio’s rivals.
On the plus side, the new Connect-C system is good and is far more modern than Hyundai’s outgoing software. It has a much smartphone-like layout with convenient shortcuts on the driver’s side.
In a Hyundai first, a traditional gauge cluster has been replaced by a head-up display. In photos, it doesn’t look like a HUD at all, but rather a physical cluster positioned at the base of the windshield. In reality, it is a true head-up display, albeit it projects onto a small black area of the windshield, providing better contrast than HUDs that project onto normal glass.
The obvious downside of this is that if you chip or crack the windshield, you probably won’t be able to buy a generic HUD-compatible replacement, but rather need one from Hyundai with this black element.
Quality And Space
The rest of the cabin is quite minimal, as many EVs are today. In terms of fit and finish, it feels on par with some Chinese rivals, like the BYD Sealion 7, and is certainly more premium than the Kia EV5. There’s soft-touch suede on the dashboard and door panels, as well as heated and ventilated front seats, and plenty of leather. Dual wireless chargers are also standard on the Elite.
Overall, space and comfort are good, whether that be in the front row or the second-row. While the Elexio only has a wheelbase of 2,750 mm (108.2 inches), 5 mm (0.1 inches) less than the Tucson and 250 mm (9.8 inches) less than the Ioniq 5, there’s still plenty of legroom for rear passengers, and that includes adults. Cargo space is decent, rated at 506 liters (17.8 cubic-feet) or 1,540 liters (54.3 cubic-feet) with the rear seats folded 60/40 flat.
Disappointingly, neither Elexio model has a panoramic glass roof, which is common in electric SUVs at this price point, nor a frunk, even though there’s plenty of space for one.
How Does It Drive?
Photos Brad Anderson/Carscoops
Driving the Elexio revealed that it is a solid performer, and it does some things well. However, it fails to stand out from the competition and could benefit from some tweaks to lift it to a new level.
As any EV should, the Elexio’s powertrain is smooth and quiet, providing more than enough grunt for everyday driving duties, whether that be in urban settings or on the highway.
With 160 kW (215 hp) and 310 Nm (236 lb-ft), the Elexio has exactly the same power as the front-wheel drive Kia EV5. Crucially, it doesn’t suffer from the same horrible torque steer that the EV5 does. In fact, there’s no torque steer whatsoever, which is a great thing. However, like the EV5, the Elexio does love to spin up its inside front wheel should you get greedy with the throttle and play around with the traction control.
Efficiency is not so good. After several stints behind the wheel of the Elexio, we averaged 19.5 kWh/100 km, which is quite poor, particularly given that we averaged 20.5 kWh/100 km in the Sealion 7 Performance, and it has an extra 230 kW (308 hp) and 380 Nm (280 lb-ft) of torque.
Like other Hyundai and Kia EVs, the Elexio has paddle shifters behind the steering wheel to adjust the level of brake regeneration, which is something every EV should have. I spent most of my time in the one pedal i-Pedal mode, with it bringing the SUV to a smooth and predictable stop every time. The transition between the mechanical brakes and the regen is also imperceptible, so kudos to Hyundai for that.
The brand says that, like most of the cars it sells in Australia, the Elexio has been specifically tuned for local roads by teams of engineers from South Korea. I was pleasantly surprised with the Elexio’s ride, finding it to be comfortable and softer than many other EVs, which can be too firm and harsh over bumps.
Software Still Finding Its Feet
Photos Brad Anderson/Carscoops
In addition to tweaking the suspension for Australia, Hyundai insinuated during a press briefing that the Elexio’s advanced driver assistance system have also been set up for local conditions. Despite this, further refinements are needed.
During long highway jaunts, there were several instances when the lane-keeping assist and lane-centering functions failed to recognize clearly-marked lines, causing it to slowly drift into adjacent lanes. In addition, I experienced some slow ping-ponging between lane markings. This is odd as the dozens of other Hyundai and Kia models I’ve tested in recent years all have great lane-keeping systems, keeping you locked in the center of the lane on well-marked highways.
In addition, there was an instance where I had the adaptive cruise control enabled on a 100 km/h (62 mph) country road when suddenly, the Elexio suddenly braked to 75 km/h (47 mph) despite there being no object or car in front of me. I suspect the large semi-truck traveling in the opposite direction in the lane next to me fooled the system.
Like so many other new cars built in China, the Hyundai Elexio’s driver monitoring system is overactive, ringing the moment you yawn or take your eyes off the road. Additionally, turning it offer requires multiple steps through the menu, which is frustrating.
Verdict
Photos Brad Anderson/Carscoops
The Hyundai Elexio is definitely better than the Kia EV5, which has quickly gained popularity in Australia and is the best-selling EV from a legacy brand in the local market. With this in mind, there’s a good chance that the Elexio should also sell well for Hyundai, and it’ll likely attract many shoppers who were previously interested in the Kona EV or Ioniq 5.
However, it may be prudent for buyers to exercise some patience before getting an Elexio. Earlier this year, Hyundai slashed prices of the Inster by AU$7,288 ($5,200), and reduced the Kona Electric by more than AU$13,000 ($9,200). If internal sales targets are missed, similar price adjustments for the Elexio would hardly be surprising.
Just as importantly, Hyundai’s latest EV still needs a few software refinements, particularly to its ADAS, before it feels like the clear choice in an increasingly crowded segment.
It sports special graphics and a revamped interior.
Americans will only get the JCW variant with 228 hp.
Anniversary editions are popular with consumers and automakers, but they typically follow a predictable pattern. However, Mini is mixing things up by honoring the 61st anniversary of their win at the 1965 Monte Carlo Rally.
That’s a weird anniversary to celebrate, but the company is marking the occasion by unveiling the new 1965 Victory Edition. Based on the Cooper, the model features a Chili Red exterior with a full-length white body stripe and a white “52” graphic on both sides of the vehicle.
They’re joined by a Glaced or panoramic glass roof and a “1965” sticker on the C-pillar. The model also sports 18-inch alloy wheels in either a black or two-tone design.
The upgrades extend to the cabin, which has been adorned with special door sill plates and a sport steering wheel featuring 1965 badging. Elsewhere, there’s two-tone accents, 52 graphics, and a special storage box in the center console. Buyers will also find a ‘hidden’ door sticker noting Timo Mäkinen’s win at the 1965 Monte Carlo Rally in a Cooper S.
Multiple Engine Options
Three different powertrains are available as the Cooper S 1965 Victory Edition has a turbocharged 2.0-liter four-cylinder pumping out 201 hp (150 kW / 204 PS) and 221 lb-ft (300 Nm) of torque. It enables the model to accelerate from 0-62 mph (0-100 km/h) in 6.6 seconds.
Customers can also get a JCW variant, which has an upgraded 2.0-liter turbo producing 228 hp (170 kW / 231 PS) and 280 lb-ft (380 Nm) of torque. This lowers the dash to 62 mph (100 km/h) to 6.1 seconds.
If that’s too slow, the John Cooper Works Electric hits 62 mph (100 km/h) in 5.9 seconds thanks to a beefy motor producing 255 hp (190 kW / 258 PS). The model is also notable for having a 49.2 kWh battery pack and a range of 226-250 miles (364-402 km) in the United Kingdom.
The special edition will be launched later this year and offered in an assortment of different markets. However, Americans will only get the JCW variant and it’ll cost $46,220 before a $1,175 destination fee.
Europe gets a new base EX30 with 148 hp and 211 miles of range.
It adds updated UX and V2L, both coming via OTA updates.
Production moves from China to Europe to avoid EU tariffs.
The Volvo EX30 has been updated in Europe for 2026, mirroring changes already introduced on the US-spec model. The range now gains a new entry-level powertrain, refreshed infotainment, new Vehicle-to-Load capability, and a Europe-exclusive Black Edition.
For European buyers, the headline is a lower entry point into the Volvo EV range. The EX30 now comes with a less potent electric motor producing 148 hp (110 kW / 150 PS), positioned as a more affordable alternative to the existing single-motor 268 hp (272 PS) and dual-motor 422 hp (428 PS) versions.
This new variant, not available in North America, can be paired with a 51 kWh battery pack delivering 339 km (211 miles) of WLTP range. Step up to the 69 kWh battery and the range increases to 476 km (296 miles). More miles, same compact footprint, and a little more choice at the showroom.
Turn Your Volvo Into A Power Bank
Volvo says the EX30 is now hardware-compatible with Vehicle-to-Load (V2L), though the feature will initially roll out in selected markets. With an optional adapter, the battery can power external kit such as electric bicycles, sound systems, or your increasingly elaborate camping setup.
There is also an infotainment update, bringing what Volvo calls a completely redesigned settings and controls system, plus a customizable content bar. Crucially, existing EX30 owners are not being left behind. The new user experience and V2L functionality will arrive via over-the-air updates scheduled for this summer.
The EX30 Black Edition
The EX30 only arrived in 2023, so there was no pressing need for a mid-cycle nip and tuck for either the standard model or the chunkier Cross Country. Instead, Volvo has opted for a wardrobe change. Enter the new Black Edition, now extended to its smallest SUV in line with the rest of the range.
Despite the name, you are not limited to one shade of noir. The Black Edition can be specified in Onyx Black, Vapour Grey, or Crystal White. Whichever you choose, the chrome has been quietly retired in favor of a high-gloss black finish. That treatment covers the 19-inch alloy wheels, the Volvo badge up front, and the lettering across the tailgate.
Inside, there is Nordico upholstery with contrasting stitching and dark flax decor to complete the theme.
If you like the darker cabin but not the full blackout look, the Black interior specification is also available across the broader EX30 lineup. There is also a new option called Harvest. Inspired by late Scandinavian summer evenings, it brings light-colored, woven recycled textile upholstery for the seats and door inserts, paired with a Nordico dashboard, dark flax decor, and a black headliner.
Pricing for the updated range will be confirmed at a later date. European-market EX30s are now built in Belgium, after Volvo shifted production from China to sidestep import tariffs.
Lancia’s flagship crossover was spotted in winter tests.
New Gamma will offer electric, mild-hybrid, and PHEV options.
It will be built in Melfi, Italy, alongside the DS No8.
Stellantis’ grand Lancia revival, or as they called it, ‘Renaissance’, has not exactly burst out of the gates. The new Ypsilon subcompact hatchback has struggled to gain momentum, which is not quite a surprise. Still, phase two is already taking shape, and it brings with it a familiar name. The Lancia Gamma is coming back.
This time, it arrives as an electrified crossover, and our spies have spotted a prototype for the first time during winter testing. The test car reveals enough to give us a better sense of what to expect ahead of its official debut later this year.
Unlike the original Gamma, which was offered from 1976 through 1984 as a fastback saloon and coupe, the new model takes a very different route. It is now a crossover, effectively the Italian sibling to France’s DS No8. From the spy shots, the Gamma appears more upright than the DS, leaning closer to coupe-SUV territory than to a traditional crossover.
Design Direction Takes Shape
Baldauf
At the front, expect familiar cues borrowed from the smaller Ypsilon. The split LED headlight layout looks set to return, joined by an illuminated T-shaped grille that, intentionally or not, brings to mind a Mandalorian helmet. Down below, the lower bumper intake has a clean, contemporary design and seems to incorporate active shutters flanking an ADAS sensor.
Down the sides, the surfacing closely mirrors the DS, right down to the door handles and mirror caps, though the Gamma appears to get slightly larger windows. The wheels look modest in size, which is usually a giveaway that this is not the upcoming HF performance version.
At the rear, heavy camouflage does its best to hide the details, but you can still make out the coupe-style rear glass flowing into what seems to be an integrated spoiler. An official teaser released in late 2024 indicates that the full-width LED taillights will adopt a T-shaped lighting signature, directing your eye toward the Gamma lettering across the sculpted tailgate. There are no visible tailpipes beneath the diffuser, reinforcing the likelihood that this particular prototype is fully electric.
Inside, expect a mix of premium and sustainable materials, along with Lancia’s signature “tavolino,” a mini round coffee-table integrated into the center console. The digital setup should include a 10.25-inch instrument cluster paired with a 16-inch infotainment display running the Lancia SALA system.
A Broader Powertrain Mix
Like the DS No8, the Lancia Gamma will sit on Stellantis’ STLA Medium platform and roll out of the Melfi plant in Italy. Both models were originally pitched as fully electric, but Stellantis has since recalibrated. Mild-hybrid and plug-in hybrid options are now part of the plan.
Looking at what Stellantis already has on the shelf, we can speculate on the powertrain lineup. The entry-level Gamma is expected to be powered by a turbocharged 1.2-liter mild-hybrid unit generating 143 hp (107 kW / 145 PS). At the opposite end, the Gamma HF could pack dual electric motors delivering up to 370 hp (276 kW / 375 PS), complete with AWD.
In terms of range, the larger 97 kWh battery pack could allow the Gamma to cover up to 435 miles (700 km) between charging stops.
Lancia has confirmed the new Gamma will arrive in 2026, so expect a steady drip of details over the coming months. It will later be joined by a new Lancia Delta in 2028, rounding out a three-model lineup for the revived Italian brand.
Ford claims most Mach-E owners barely use the frunk.
Several standard features have been dropped for 2026.
The EV also gains new physical door handles at the rear.
Ford has given the Mustang Mach-E a light reshuffle for 2026, and one change jumps out immediately. The front trunk is no longer standard kit. If you want a frunk now, you will have to tick a box and pay for the privilege. And it’s a pretty expensive one at that.
First noticed by Ford Authority, the updated online configurator reveals that the frunk is now a $495 option across the entire model line-up. While there are plenty of EVs out there that don’t have a frunk at all, this is the first time we’ve heard of one being offered as an optional extra. It may also be the first instance of a once-standard frunk becoming a paid add-on.
Ford says the decision was driven by customer behavior. Not many owners were using the frunk in the first place, or so the company claims. Removing it as standard helps cut costs, and the company insists those savings are being passed on.
To be fair, as we reported back in December, the Mach-E GT is almost $1,000 cheaper for 2026 than it was last year. The entry-level car, however, still starts at $37,795, which suggests the savings have not been distributed equally.
What Else Is Missing?
There are a few more trims to the lineup for 2026. For example, the front-seat map pockets have quietly disappeared, presumably in the name of saving a few pennies per car. The Mach-E Rally also parts ways with its standard rear spoiler and graphics, both now shuffled onto the options sheet. And if you were fond of the Bronze Appearance Package, it has been shown the door as well.
It is not all subtraction, though. Ford has made one practical addition at the back, fitting the rear doors with the same small grab handles used up front. You still have to press a button to pop the door open, because this is 2026, but at least there is now something physical to grab once it releases.
However, given how much bad press electronic door handles had over the past year, as well as regulatory changes in other markets, it’s possible Ford may eventually have to revert to more traditional door handles. We will see how long the current setup lasts.
AUDI E5 Sportback price cut by $4,370 to stir up demand.
Total wagon deliveries reached just 7,070 units since launch.
New brand abandons Audi’s iconic four rings in China.
When Audi decided to launch a new AUDI brand just for China, complete with no four-ring badge and a bold new design language, it looked like a confident reset. Fast forward a few months and there’s another reset, this time to the price, which has been slashed in the face of abysmal sales.
Deliveries of the E5 Sportback, AUDI’s first model under its SAIC joint venture, began in August 2025, with prices ranging from ¥235,900 to 319,900 yuan (equal to around $34,300-$46,600 at current rates). On paper, it ticked plenty of boxes and had the potential to snare Chinese buyers who are increasingly picking domestic brands over legacy Western luxury ones. But things haven’t gone according to plan.
Now Under $30,000
Total deliveries since launch have only reached 7,070 units, with just 420 cars sold in January. So AUDI has rolled out a limited-time discount, slicing ¥30,000 ($4,370) off the already low sticker, bringing the entry price down to ¥205,900, or just under $30,000, Car News China reports.
Buyers get ¥10,000 ($1,460) in purchase tax compensation, ¥10,000 yuan in cash discount, and ¥10,000 in trade-in subsidy. Financing sweeteners include a five-year plan with zero interest, or a seven-year low-interest option if you only take the purchase tax handout.
Tough Competition
Price-wise, that puts the E5 Sportback right in the mix with the Zeekr 007 GT and slightly below the Xiaomi SU7, a car bought over 250,000 times last year. That’s strong competition in a market that does not lack for shiny new electric sedans and fastbacks.
Spec-wise, the E5 isn’t exactly junk. It has a long 2,950 mm (116.1 inches) wheelbase, up to 776 hp (787 PS / 579 kW) and 480 miles (773 km) of CLTC range, depending on the spec chosen. It also comes with LiDAR, three radars, 11 cameras, and 12 ultrasonic radars on every model, and the interior is dominated by a 59-inch, pillar-to-pillar screen.
Why Aren’t Buyers Responding?
But for some reason, the E5 Sportback just isn’t hooking Chinese drivers in. That’s despite Audi claiming last September that it had scored 10,000 pre-orders in only 30 minutes, and the model recently being named China Car of the Year. The price cut is only supposed to last until March 31, but we can imagine Audi extending it if sales don’t pick up.
Audi isn’t the only Western premium brand forced to cut prices to shore up sales in China. BMW and Mercedes have also been forced to reduce MSRPs by as much as 10 percent to compete in a market so aggressive that less than a third of dealers turned a profit last year, according to the same report.
Toyota and Lexus teamed up with Treehouse to simplify home charging.
Every 2026 and newer model includes a Level 1 and Level 2 charger.
Buyers can spend $524 on a stronger ChargePoint Level 2 unit.
Electric vehicles make plenty of sense if you are not clocking up cross-country miles every week and you have somewhere at home to plug in. The complication usually starts after you sign the paperwork, when you realize installing a home charger involves quotes, site visits, and more emails than expected. Toyota thinks it has found a way to smooth that part out.
Toyota’s North American division has partnered with Treehouse, an EV charging infrastructure company, to simplify the process of getting a Level 2 AC home charger installed and operational.
Thanks to Treehouse, owners only need to upload a few photos and complete a short survey. From there, the company promises a quote within 48 hours and can then send technicians out to install the charger.
Traditionally, home charger installs can involve multiple visits, especially when someone needs to assess the right mounting location and electrical setup in person. This approach is meant to cut that step out entirely.
Treehouse says it relies on proprietary technology, along with the homeowner’s photos, to determine exactly what the installation requires. If upgrades are necessary, licensed electricians will step in to update or install any electrical systems needed to support home EV charging.
Standard Equipment On 2026 Models
From 2026 onward, every Toyota and Lexus battery-electric vehicle and PHEV sold in the US will include a dual-voltage 120V/240V AC home charger. It supports both Level 1 and Level 2 charging, so you can plug into a standard outlet or step up to a quicker setup. In typical conditions, that is enough to take a battery from about 10 percent to full overnight, which should cover most daily routines.
If that still feels too leisurely, there is an upgrade. Owners can opt for a hardwired ChargePoint Home Flex Level 2 charger, installed by Treehouse, which Toyota says trims charging times by roughly 30 percent. The unit costs $524, assuming your electrical panel is feeling cooperative.
“We’re thrilled to work with Toyota to enhance the electrified vehicle and home charging experience for Toyota and Lexus customers,” Treehouse co-founder and chief executive Eric Owski said. “By bringing seamless, end-to-end home charging solutions into the EV ownership journey, this collaboration with Toyota reflects our shared commitment to making electrification easy and accessible for consumers.”
The YangWang U9 Xtreme makes 2,978 hp from four motors.
Former Top Gear host drove the limited-run model on track.
He also sampled the Xiaomi SU7 Ultra and Maextro S800.
China’s most outrageous new hypercar has already brushed up against the outer limits of physics, and now it has handed the keys to Richard Hammond. Last year, the YangWang U9 Xtreme went faster than any production car before it, recording a one-way top speed of 308.4 mph or 496.22 km/h at the ATP Papenburg high-speed oval in Germany.
Because the run was completed in only one direction, however, SSC’s Tuatara technically still retains the official two-way average production car record at 282.9 mph (455.3 km/h).
Even so, it was a headline-grabbing run that instantly placed BYD’s halo car in rare company. Keen to showcase that achievement to a broader audience, BYD recently invited Richard Hammond to become the first Western journalist to drive the car. The result makes for compelling viewing.
As Hammond admits in his latest DriveTribe video, he doesn’t exactly have the greatest reputation when it comes to driving extremely fast, ultra-powerful cars. In 2017, he crashed the all-electric 1,224 hp Rimac Concept One while filming The Grand Tour. Back in 2006, he was seriously injured after crashing a dragster on the set of Top Gear.
BYD obviously put a lot of faith in him to keep the U9 Xtreme in one piece, particularly given that this four-motor electric beast delivers a maximum of 2,978 hp, more than any other production car.
Rather than driving it on the road, Hammond was able to put it through its paces on a racetrack. Understandably, he appears to take things quite easily, which is hardly a surprise given that a BYD test driver spun up the car’s wheels the day prior and crashed into a barrier. It would seem as though having almost 3,000 hp under your right foot requires a lot of care. Who would have thought?
Hammond Tests Xiaomi Too
Interestingly, this isn’t the only recent video that Hammond has made in China. Late last year, he joined what could best be described as the Chinese version of Top Gear, alongside three hosts for a road trip. In this video, he drove three of China’s most impressive new EVs: the Xiaomi SU7 Ultra, the ‘regular’ YangWang U9, and the luxurious Maextro S800.
The clip was originally shared only on Chinese social media but has since been translated and uploaded to YouTube for our viewing pleasure. It’s well worth a watch.
Porsche is working on a hardcore Cayenne Electric.
Based on the Cayenne Coupe, it’s expected to be a Turbo GT.
It should be capable of producing more than 1,139 hp.
Porsche introduced the Cayenne Electric last November and the lineup will soon be expanded to include a crossover coupe. Spy photographers have snapped the model on multiple occasions, but now they’ve gotten a glimpse at the range-topping variant.
Tentatively dubbed the Cayenne Coupe Turbo GT Electric, the model follows in the footsteps of the regular Cayenne Turbo Electric. As a result, we can see a familiar front fascia with slender Matrix Design headlights as well as an active lower intake.
SHProshots
While the front end is familiar, the profile has a rakish windscreen that flows into a steeply sloping roof. They’re joined by a shrunken greenhouse, plastic body cladding, and five-spoke wheels that are backed up by a high-performance braking system with ventilated discs as well as sizable calipers.
The rear end is epitomized by an angular rear window and an upright liftgate. While this carries over from the standard coupe, the performance variant is notable for sporting a fixed rear wing. Further below, we can see a familiar bumper that echoes the regular model.
Spy photographers did not get a look inside, but do not expect any surprises, as it is unlikely to stray far from the standard Cayenne Electric. That means a 14.25-inch digital instrument cluster, a curved OLED infotainment system, and an optional 14.9-inch front passenger display should all make an appearance.
They should be joined by an augmented reality head-up display, an ambient lighting system, and a heating system that warms the seats as well as the armrests and door panels.
Electric Hyper Performance
The Cayenne Turbo Electric has a 113 kWh battery pack and a dual-motor all-wheel drive system that normally develops 844 hp (630 kW / 857 PS). However, that number soars to 1,139 hp (850 kW / 1,156 PS) and 1,106 lb-ft (1,498 Nm) of torque when Launch Control is activated. This enables the crossover to rocket from 0-60 mph (0-96 km/h) in 2.4 seconds, before hitting a top speed of 162 mph (261 km/h).
Assuming this is indeed a Coupe Turbo GT prototype, the model should be even quicker and more powerful. This suggests we can expect a steep price tag as the Cayenne Turbo Electric starts at $163,000, while the gas-powered Cayenne Turbo GT begins at $214,800.
Toyota offers up to $6,500 in incentives on the new bZ Woodland.
Buyers can choose $5,000 cash or 0% financing with bonus cash.
Subaru’s Trailseeker remains cheaper despite Toyota’s early discounts.
The new Toyota bZ Woodland arrives at a complicated moment for electric SUVs. Conceptualized and likely sent into a production cycle with federal tax credits in mind, the electric crossover is here without those credits to rely on. On top of that, its near identical Subaru twin, the Trailseeker, costs thousands less. Now, Toyota is putting discounts of up to $6,500 on its brand-new electric model to sweeten the deal.
According to Cars.com, the deals aren’t exactly hidden or subtle, either. Buyers can score $5,000 in customer cash, lessees get $6,500 in lease cash, and those with pristine credit can opt for 0% APR for 72 months plus $3,500 cash back. Not bad for a model that effectively just arrived on dealer lots.
Here’s how it breaks down. The $5,000 customer cash incentive functions like a rebate and lowers the price or amount financed. The $6,500 lease cash deal reduces the capitalized cost of the lease, which means lower monthly payments. The $3,500 cash back deal with 0 percent APR is exactly what it sounds like. A discount on the price and no interest on payments for six years. All deals expire on March 2nd.
With pricing starting at $46,750 (including $1,450 destination) and climbing to $48,850 for the Premium, Toyota clearly felt some pressure to keep this wagon-like EV competitive in a cooling segment. These deals should help, considering that the bZ Woodland seems incredibly similar to Subaru’s Trailseeker.
Pricing Pressure From Subaru
For its part, the Trailseeker starts at $39,995 before destination, and that’s without discounts. So even with $5,000 on the hood, the Toyota still plays in a higher price bracket. That means the Woodland’s biggest advantage may come down to brand loyalty, dealer networks, and whether buyers prefer Toyota’s design and packaging.
Again, Toyota probably cooked up this car when it thought the $7,500 federal EV subsidies would still exist at launch. With that in mind, this feels like an almost necessary move to keep the car moving off dealer lots.
Rivian is expanding its service network ahead of the R2’s launch.
More than 50 new service centers are scheduled to open soon.
Company is also hiring new techs and adding mobile service vans.
Rivian is gearing up to introduce the R2 next month and the company is preparing for its arrival by announcing plans to open dozens of new service centers. This should help the company deal with the influx of new customers caused by the roughly $45,000 EV.
While the automaker didn’t give firm numbers, they said more than 50 new service centers are scheduled to open through next year. This will push the total number of facilities past the 150 mark.
Rivian didn’t say where these centers will be located, but confirmed “multiple locations and larger sites” with higher capacities are planned for markets where their vehicles are popular. On the flip side, in remote areas, the company will focus on mobile service.
Speaking of mobile support, Rivian plans to increase its fleet of service vans by 50% this year. The company noted this is what customers prefer and they’ll be “enhancing onboard tools and technician training so we can perform more services remotely, including routine maintenance like tire rotations.”
The company has also hired and trained more than 1,000 service specialists in the past year and that practice will continue. This has reportedly resulted in a 35% reduction in wait times for service.
Software Updates
In other Rivian news, the company recently announced a handful of software updates including a new Apple Watch app. It enables users to lock and unlock doors, vent the windows, and adjust the climate control system – among other things.
The automaker also updated software in Gen 1 Quad-Motor as well as Gen 1 and 2 Dual-Motor R1s. Thanks to the change, Sport Mode now has a higher ride height option known as Standard. The company also extended Sport mode to Dual-Motor variants, which “unlocks optimized power delivery and quicker acceleration.”
Other highlights include Launch Mode as well as a “Lower” setting, which reduces the ride height by about an inch to ease entry and egress. There’s also a new cold weather indicator that shows “exactly how much energy is being used to keep your battery warm.” It will also show how much range is “temporarily unavailable until the [battery] pack reaches its optimal operating temperature.”
Mazda says the CX-6e is a clear step beyond the 6e.
Working with Changan brought a steep learning curve.
Those lessons will shape Mazda’s future in-house EVs.
Mazda has moved on from the niche MX-30 crossover, reshuffling its fully electric lineup in China and select global markets, though not North America, with the 6e sedan and the CX-6e SUV. The two mechanically related EVs arrived in quick succession, yet a senior Mazda Europe executive says there is a noticeable development gap between them, largely due to the steep learning curve that came with partnering up with Changan.
Christian Schultze, Director of Technology Research at Mazda Europe, explained the process in an interview with AutoRAI. Both models are heavily based on the Deepal L07 sedan and S07 SUV from Changan’s dedicated EV brand, adapted for global markets under the Mazda joint venture.
Bridging Cultures Through Engineering
So what actually separates the Mazda 6e, launched in 2024, from the CX-6e that arrived a year later? According to Schultze, progress came in increments.
“I’d say we’ve taken another half-step forward. The 6e was the first joint development with our partner Changan Mazda Automobile for a car that would be sold in Europe. That was a huge learning experience for them, because they had never before developed a car specifically for the European market. It was also a learning experience for us, because we suddenly had to explain much more than we were used to heading into Hiroshima.”
Schultze explained that while the R&D center in Hiroshima works seamlessly with the European team, adding Changan Mazda Automobile changed the dynamic. The shared understanding required for such projects had to be built from the ground up, a process that took more time and effort than Mazda initially expected.
Despite looking almost identical to the Chinese-spec Mazda EZ-6 sedan and EZ-60 SUV, the European versions had to meet different regulations. That proved challenging for engineers unfamiliar with European requirements.
“When we develop a car together with Hiroshima, we essentially already get about 98 percent of what we’re looking for. Then it’s mainly just fine-tuning here and there. With Changan Mazda Automobile, we had to go much further back to basics,” he said.
“For example, they had never created a setup for European radar systems. We had to explain the requirements and why they were important. What we appreciated was how quickly they responded and how willing they were to understand. But we first have to convey that understanding.”
Schultze noted that the SUV’s electric motor is a “further development,” offering “greater efficiency and a higher continuous power output” than the sedan. That fits with Mazda’s philosophy of making each new model incrementally better.
The Mazda 6e sedan currently sold in mainland Europe and the UK produces 255 hp (190 kW / 258 PS) in Standard Range form and 241 hp (180 kW / 245 PS) in Long Range trim. The CX-6e retains the higher output with the larger 80 kWh battery.
“We’re pursuing a strategy where we collaborate with partners, for example, in the field of electric vehicles, and develop our own electric models. Our roadmap shows that one of the next EVs will be based on a fully Mazda-owned platform. Moreover, our insights are growing every day, thanks in part to market feedback. For example, we learned a lot from the reactions to the Mazda 3, and those insights have been incorporated into our internal objectives. The same applies to the lessons we’re learning from the CX-6e.”
He also highlighted how modern technology allows continuous improvement without waiting for a facelift or full generational change.
“The great advantage of today’s world is that many systems are digital or electronic. This means we can implement improvements even during ongoing production. In the past, in the purely mechanical world, if a switch felt too heavy, it would stay that way for four years until the next model change. Fortunately, those days are behind us.”
The new Freelander will be based on Chery’s T1X platform.
JLR is expected to sell the SUV in both EV and EREV guises.
Freelander becomes a sub-brand with multiple models.
Land Rover is not only working on a smaller Defender, but it is also dusting off the Freelander badge for something altogether more targeted. This time, the name returns on an all-new, rugged SUV built specifically for China, and if these spy shot-based renderings are on the money, it will not be shy about looking the part.
The project is being handled by the Chery Jaguar Land Rover joint venture, better known as CJLR. Underneath, the new Freelander will sit on Chery’s existing T1X platform, which already underpins various Jaecoo, Omoda, and Chery SUVs. In plain terms, that means lower development costs and a much quicker route to market. Reinventing the wheel is expensive. Borrowing one from the parts bin is not.
Interestingly, Land Rover won’t simply revive the Freelander name for a single model. Instead, it is spinning the name into its own sub-brand, with the potential to spawn several models over time. The first of these SUVs has been spied testing under heavy camouflage, leading to these detailed renderings from Nikita Chuyko for Kolesa.
Based on recent spy shots, the first Freelander looks reassuringly boxy, exactly what you would expect from something wearing a Land Rover badge. Up front, it appears to feature slim headlights with simple DRLs, flanked by blacked-out split grilles and capped off with a hood that carries a noticeable bulge.
Similarities could also be shared with the larger Defender, particularly with the smooth profile of the side doors and the blacked-out roof and pillars. Like the previous Freelander, this new model features angled C-pillars painted in the same shade as the lower body.
The rear styling may prove more divisive. The renderings show small taillights mounted just above the bumper, which gives the back end a slightly awkward stance. Here’s hoping the lights of the eventual production model are positioned a little higher on the fascia. If not, it risks drifting into the same visual territory that has drawn mixed reactions for the current Hyundai Santa Fe.
Technical details about the new Freelander have not been confirmed, but it’s expected to be offered in both battery-electric and EREV guises. Production will be handled by the CJLR plant in Changshu.
Spy Shots: Chery-JLR Freelander SUV for China
Freelander is a new brand under Chery-JLR. The Chinese name is 神行者 (Shén Xíngzhě). Freelander will manufacture various SUVs based on Chery platforms.
The spy shots show a boxy off-road-style SUV during winter tests in Northern… pic.twitter.com/IduwHRG5vw
Europe’s new car market didn’t exactly start the 2026 race in a flurry of smokey wheelspins. Registrations across the EU, UK, and EFTA slipped 3.5 percent year-on-year to 961,382 units in January. But beneath that soggy headline number, one brand was busy throwing its own party.
And it wasn’t Tesla. Across the EU, UK, and European Free Trade Association (EFTA) regions combined, Tesla registrations dropped 17.0 percent to 8,075 cars in January. That left the American EV giant with a 0.8 percent market share, down from 1.0 percent a year earlier, according to data from industry body ACEA.
It was also Tesla’s 13th consecutive month of declining sales in Europe, a reminder that this is no short-lived dip.
BYD, meanwhile, went into overdrive with its mix of EVs and hybrids. The Chinese brand shifted 18,242 cars across the same region, an impressive increase of 165.0 percent year-on-year (175 percent in the EU alone), and its share climbed to 1.9 percent, more than double Tesla’s slice of the pie.
Dacia’s Fall From Glory
Tesla was far from the only automaker to take a beating in January. Renault Group also had a bruising month, its sales falling 15.0 percent to 83,201 units. That is a slide not too far off Tesla’s in percentage terms, though the Renault brand itself was up 4.4 percent. It was Renault-owned Dacia’s disastrous 35 percent drop that ruined the overall picture.
BMW (down 8.7 percent) and the VW brand (down 11.2 percent) were also left licking their wounds, while sister companies Mini (up 11.2 percent) and Skoda (up 10.1 percent) gleefully rubbed salt in them.
One In Five Cars Now An EV
On the powertrain front, the shift to electrification keeps gathering pace. Sales of battery electric cars climbed 13.9 percent, meaning they now account for 19.3 percent of the EU market in January, up from 14.9 percent a year earlier. And plug-in hybrids climbed 32.2 percent while petrol registrations plunged 25.7 percent and diesel slid 22.0 percent.
Country by country, the picture was mixed. Germany and France both saw total registrations fall 6.6 percent, but their EV registrations jumped by 23.8 and 52.1 percent, respectively. And Norway, always an EV bellwether, endured a dramatic 76.3 percent drop in overall registrations, mostly due to the end of government incentives.
Donut Lab’s solid-state battery may be a breakthrough.
It charges from zero to 80 percent in just 4.5 minutes.
The company claims an energy density of 400 Wh/kg.
The battery world is hardly lacking in ambition, but it remains controlled by a tight circle of Chinese and Korean heavyweights. When Finnish startup Donut Lab claimed earlier this year that it had developed the world’s first all-solid-state battery for vehicles, it was never going to land quietly.
Donut Lab says it has built what many consider the holy grail of batteries. It claims the pack can charge faster than anything else on the market, delivers 400 Wh/kg of energy density, and is good for 100,000 cycles. Predictably, that raised questions.
Industry experts pushed back hard, which led Donut Lab to team up with Finland’s VTT Technical Research Center to demonstrate just how quickly its battery can actually charge.
In a newly released video, Donut Lab sets out to show the charging speed and thermal stability of its latest battery. The headline figure is a claimed charge rate of up to 11C (286A), which, if sustainable, would put it in rare company.
Cooling Reality Check
In the 11C charging test, the battery cell charged from 0 to 80 percent in just 4.5 minutes when equipped with two heatsinks. A full charge at 11C took just over 7 minutes. During this test, the battery temperature reached 63°C (145°F). In a separate test with just one aluminum heat sink, the temperature rose to 90°C (194°F), prompting a pause for 4 minutes while the battery cooled.
As noted by Electrek, Donut Lab claimed its battery required no active cooling to safely achieve its extraordinary charging speeds. However, this test suggests that some level of thermal management is necessary. Even so, the charging speeds are impressive, particularly for a company of this size.
According to Donut Lab chief executive Vile Piippo, “unlike other solid-state batteries requiring high compressive pressures and undergoing volume changes of up to 15-20 per cent during recharging cycles, the Donut Battery does not require special compression or more extensive cooling.”
Hitting Back At Critics
The company published the results of its fast-charging test on a new website, dubbed “iDonutBelieve,” in a thinly veiled swipe at those who said the firm was exaggerating its claims. It is promising that the results of another test will be released next week, with the aim of proving the pack’s energy density and 100,000-cycle claim.
The first vehicle to use the Donut Lab solid-state battery is an all-electric motorcycle from Verge. Dubbed the TS Pro, it’s set to arrive in the first quarter and will be offered with 20.2 and 33.3 kWh packs.
It is not only Tesla that struggles to turn a halo roadster into reality. The production version of Polestar’s stunning, two-door 02 Concept, known as the 6, was supposed to hit the market later this year. That’s no longer happening, and those who have already placed an order will have to wait until at least 2029 to take delivery.
Polestar, like many other young car manufacturers, has ambitions for a massive family of models, but it remains a relatively small player in the burgeoning, ultra-competitive EV market. With this in mind, the firm has put the Polestar 6 on the back burner for now, allowing it to prioritize the updated 2 and its next all-new product, the Polestar 7 small SUV.
While speaking with Auto Express at a recent company event in Gothenburg, Sweden, Polestar chief executive Michael Loscheller described the Polestar 6 as a “small volume” product, meaning customers will have to wait.
“We are targeting the big-profit potential of segments and that’s what we should have done in the first place,” he revealed. “We are working on the 6 as a high-end product. The 6 is still in the plan, but plans can change.”
The Next Tesla Roadster?
Delays like this aren’t uncommon in the automotive industry, but Polestar seems to be following the unfortunate lead of Tesla in this case. It’s been over eight years since the second-generation Tesla Roadster was unveiled, and those who placed $50,000 deposits have yet to receive their cars.
Similarly, Polestar began accepting $25,000 deposits for the limited-run 6 LA Concept, capped at just 500 units, in 2022 with the promise of launching it in 2026. Those who have locked in an order will now be waiting at least seven years for their car, and that’s only if the 2029 timeline doesn’t blow out further.
Just like the Polestar 5, the new 6 will be based around an 800-volt electric architecture and a 112 kWh battery pack. The flagship Polestar 5 Performance pairs this with two electric motors delivering 872 hp and 749 lb-ft (1,015 Nm), the same figures expected for the 6.
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