Over the past few years there has been a growing number of trucks with fully electric, plug-in hybrid, or mild-hybrid powertrains, but some believe that the good-old diesel remains the best fit for the job. The Australian arm of Mazda declares loyalty to diesel trucks, despite theoretically having access to an EV powertrain for the BT-50.

The Mazda BT-50 is a midsize truck which is twined with the Isuzu D-Max. The latter has recently expanded its lineup with a fully electric version. The D-Max EV has an output of 188 hp (140 kW / 190 PS) from dual electric motors and a WLTP range of 263 km (163 miles) from a 66.9 kWh battery pack. However, it starting price is significantly higher than the equivalent diesel.

More: New Electric Isuzu Pickup Comes With A Shocking Price Tag

Our colleagues from Drive.com.au spoke to Vinesh Bhindi, Managing Director of Mazda Australia, asking him about a potential BT-50 EV. Bhindi replied that Mazda is not ready to make any announcements at this stage, and he added:

“I don’t think we will be having a battery EV ute anytime soon. But we will let the market tell us that there is room for it, and there is demand for it, and Mazda should consider what the options are.”

The Ford Ranger, BYD Shark, and GMW Cannon Alpha have already brought plug-in hybrid tech in the midsize truck segment, while the upcoming Nissan Navara and the next Mitsubishi Triton are expected to follow the same road. Still, the boss of Mazda Australia doesn’t believe that PHEVs are a threat:

“Diesel in utes is here to stay, I don’t see a future where plug-in hybrids or battery EV utes are the only options, I think diesel still makes sense. And when you look at the NVES (New Vehicle Efficiency Standard), diesel technology still has better CO2 output compared to the others.”

More: 2025 Mazda BT-50 Facelift Brings Sporty New Face And Bigger Screens

These comments make it clear that the Mazda BT-50 won’t be getting a zero-emission option – at least in the foreseeable future. Still, we can’t entirely rule out a smaller dose of electrification, following the example of the Toyota Hilux which recently got a mild-hybrid diesel. After all, this doesn’t sacrifice any of the advantages of the diesel (high low-end torque, reliability, cargo-carrying and towing capabilities etc) while helping lower fuel consumption and emissions.

The third generation of the BT-50 was introduced in 202 and received a facelift in 2024. Currently, it is available in Australia with two turbodiesel powertrains. The base 2.2-liter four-cylinder produces 161 hp (120 kW / 163 PS) and 400 Nm (295 lb-ft) of torque, while the larger 3.0-liter is good for 187 hp (140 kW / 190 PS) and 450 Nm (332 lb-ft).

Compared with their predecessors from a decade ago, today’s EVs go further, charge faster and have far more charging stations to choose from, but some would-be buyers still cite range anxiety as a reason for not going electric. And the results of a new study investigating the real range of EVs currently on sale suggests those fears are entirely justifiable.

The Australian Automobile Association (AAA) picked five EVs from a mix of brands as part of its government-funded four-year test designed to arm the nation’s car buyers with honest data. After subjecting each of the electric cars to a real-world driving route it found one of models delivered 23 percent less range than its maker claims.

Related: After 100K Miles, VW’s EV Barely Lost Range Thanks To One Trick

That car, the BYD Atto 3, only achieved 229 miles (369 km) before needing a recharge, representing a 69-mile (111 km) shortfall on the Chinese automaker’s 298-mile (480 km) official figure. Tesla’s Model 3 didn’t tell quite so big a lie, but it also failed to live up to its official range figures by a fairly large margin considering the tests weren’t carried out in the Arctic. The 274 miles (441 km) it achieved was 14 percent lower than Tesla’s 319-mile (513 km) claim.

Inconsistent Accuracy

But the big takeaway from the investigation isn’t that all EV range claims are wildly inaccurate. All five cars delivered fewer miles than advertized, and the BYD was wildly off. But one of the cars very nearly matched its official range, falling just 5 percent short, and it’s this difference across the brands, and cross models within the same brand, that’s the real problem for consumers.

If they knew that every car over-promised by 20 percent, it would be easier to make buying decisions than it is when you’ve no idea which brands to believe. It’s for this reason that these kind of independent tests are so useful for buyers looking at spending tens of thousands of dollars on a new car.

Standout Performer

The AAA’s test champ was the Smart #3, whose 268-mile (432 km) true range was only 14 miles (23 km) out. Kia’s EV6 and the Tesla Model Y also performed relatively well, each returning 8 percent less range than claimed.

AAA

Audi models with the S badge sure as special. Sure, they aren’t as quick or as thrilling as RS-badged models, but they offer a good mix of performance, comfort, luxury, and premium German build quality.

One of the more recent additions to Audi’s range of S-branded models is the SQ6 e-tron. First unveiled last year, it sits atop the all-electric Q6 e-tron family and serves as a rival to the likes of the Porsche Macan 4S, Mercedes-AMG EQE 53, and even lower-end versions of the Lotus Eletre.

Does the SQ6 e-tron feel fitting of the S badge and is it a legitimate top contender in its segment? To find out, I recently spent a week living with a blacked-out example. It revealed itself to be a strong all-rounder, but it did have a few niggles.

QUICK FACTS

Photos Brad Anderson/Carscoops

The Powertrain

In Australia, prices for the 2025 Audi SQ6 e-tron start at $151,400 (~$98,200), while in the US, it’s available from $72,900. On paper, the specs are very impressive.

All SQ6 e-tron variants, regardless of market, come standard with a 100 kWh lithium-ion battery pack which sends power to a pair of electric motors that combine to produce 360 kW (483 hp), or 380 kW (510 hp) with launch control enabled. The front motor also delivers 275 Nm (203 lb-ft) of torque, while the rear motor is good for 580 Nm (423 lb-ft). According to Audi, the SQ6 e-tron can run to 100 km/h (62 mph) in 4.3 seconds, or 60 mph (96 km/h) in 4.2 seconds.

Audi says the SQ6 e-tron can average between 17.5 – 18.6 kWh/100 km over the combined cycle and is good for a WLTP range of 568 km (353 miles). However, as I found out, both of those claims seem extremely ambitious.

Photos Brad Anderson/Carscoops

A Cabin Dominated By Screens

The SQ6 e-tron has Audi’s latest generation of interior, also featured in the new Audi A5 models. It has both its strengths and weaknesses.

Immediately standing out are the three massive screens. An 11.9-inch digital instrument cluster and a 14.5-inch MMI infotainment screen are housed within a curved panel, while a 10.9-inch touchscreen is positioned in front of the passenger.

Read: Audi’s Electrifying Crossover Coupe Arrives With A 509 HP Range-Topper

Like other Audi models sporting s virtual cockpit, the cluster is highly configurable and one of the best in the business. Similarly, the central infotainment screen is excellent, well shielded from the sun and provides snappy responses to inputs thanks to the Android Automotive operating system it uses; moreover, it also includes wireless Apple CarPlay and Android Auto as standard.

Photos Brad Anderson/Carscoops

The passenger screen offers plenty of functions, too, like displays for the navigation, entertainment system, and passenger-specific settings, including for the massaging seats. Speaking of the seats, they are trimmed in beautiful leather with electric adjustment and heating. However, the lack of ventilation seems like a glaring omission at this price point.

Elsewhere, the SQ6 e-tron comes standard with plush Alcantara across the central part of the dashboard and door cards. On the downside, other than the Alcantara and the fancy capacitive switchgear on the driver door for the lights, mirrors, and seat settings, the doors feel cheap. They are clad primarily in hard black plastic. Audi hasn’t even bothered to redesign the door handle trimming, leaving a blank plastic button that in older models housed the door lock and unlock buttons. I was also disappointed not to find any metallic speaker grilles, particularly since the model we tested came with a fancy Bang & Olufsen system.

The same piano black console is featured as in other new Audis. As we’ve come to expect, it looks nice when it’s clean, but it is prone to scratches. The steering wheel also has capacitive buttons that are a nightmare to get used to. On the plus side is a nice ambient lighting system that extends beneath the base of the windshield, comes with a charging display and even flashes when you switch on an indicator.

Overall, space and comfort in the front are good, but it’s obvious some cost-cutting measures have been made. The second row offers plenty of space and feels very airy thanks to the panoramic glass sunroof. But it’s a shame that climate control settings at the rear are limited to switches for the heated seats and fan speed controls.

Audi says the SQ6 e-tron can carry 526 liters (18.5 cubic-feet) of cargo in the rear, or 1,529 liters (53.9 cubic-feet) with the rear seats folded down. There’s also a small storage area in the frunk, but charging cables take up most of the available space.

Photos Brad Anderson/Carscoops

Quick And Agile, Like An Audi S Should Be

With up to 380 kW (509 hp) on tap, it should come as no surprise that the SQ6 e-tron feels pretty nifty in a straight line. With launch control enabled, I was easily able to match the claimed 4.3-second sprint to 100 km/h (62 mph). Much like the RS e-tron GT, it feels as if it starts to pull harder the faster you’re going. However, unlike the e-tron GT, the SQ6 e-tron doesn’t have a two-speed transmission.

Accompanying the acceleration is a spaceship-like soundtrack when you’re in Dynamic mode, which took me by surprise the first time. Similarly, I was surprised to see that as you accelerate, the speed reading on the head-up display begins to zoom in and grow bigger, adding a fun piece of theater to the experience.

Nevertheless, as impressive as the SQ6 is in a straight line, it’s around corners where it really shines. Despite tipping the scales at a portly 2,425 kg (5,356 lbs), it handles incredibly well and feels very agile. This is no doubt due in large part to how brilliantly Audi has optimized the feel of the electric power steering, giving it the perfect amount of weight.Contributing to the SUV’s handling are the grippy Bridgestone T005 tires.

Photo Credits: Brad Anderson/Carscoops

As with other Audi EVs, the SQ6 e-tron has paddle shifters behind the steering wheel to adjust the level of brake regeneration. For the most part, both the mechanical brakes and the regen work well. However, I frequently heard a clunking sound originating from the rear of the SUV when I quickly lifted off the throttle and touched the brakes, primarily when the SQ6 was still cold. It was a little disconcerting and should have been picked up during the vehicle’s development. It’s possible, though, that it was only something impacting the particular vehicle I tested.

Review: The Audi e-tron GT Is The Sports Sedan Electric Cars Forgot

Some of the driver-assistance systems also leave a little to be desired. For starters, unlike other markets, in Australia the SQ6 e-tron does not have any active lane centering. This is a glaring omission for a vehicle that costs AU$80,000 (~$51,800), let alone one that costs almost twice as much. Additionally, I experienced a couple of hiccups from the rear collision avoidance system when, while I was safely reversing into a parking space, it suddenly slammed on the brakes, seemingly thinking I was about to hit something, even though I wasn’t.

Efficiency and Charging

Efficiency isn’t the SQ6 e-tron’s strong suit – not that that comes as much of a surprise. During my week with it, I averaged 22.4 kWh / 100 km,despite primarily driving in Efficiency mode with regen on full, and occasionally also driving in ‘B’ mode to enable one-pedal driving. That’s worse than the 21.4 kWh / 100 km I averaged in the Lotus Eletre a few months ago, despite it being larger, heavier, and having more power. This reduces the Audi’s real-world range closer to roughly 450 km (280 miles).

On the plus side, the SQ6 e-tron’s 800-volt architecture supports DC fast charging speeds of up to 270 kW. That means it can charge from 10-80 percent in just 21 minutes. It also comes with an AC fast charger that can plug into a standard household socket. However, Australian-delivered models include the installation of a 7kW home charger as part of the purchase price, plus a one-year Chargefox public charging subscription, so that’s a nice perk.

Much like the e-tron GT, Audi has also fitted charging flaps on both sides of the SQ6 e-tron, making public charging that little bit easier.

Photos Brad Anderson/Carscoops

Verdict

From a performance standpoint, the SQ6 e-tron certainly feel like a true Audi Sport product. It’s seriously quick in a straight line and handles great for an SUV that weighs this much. Sure, it lacks the emotion of something like a petrol- or diesel-powered SQ5, but that’s part and parcel with high-performance EVs nowadays.

The dynamics are excellent, as is the steering and braking. Plus, you get the space and practicality that comes with an SUV. If all of the niggles were ironed out, it would be superb.

Many of the new electric car manufacturers emerging from China are sub-brands of major conglomerates, such as Geely, Chery, GAC, and GWM, among others. Leapmotor is a little different. Just like Nio and Xpeng, it was formed as an independent startup in 2015, eager to crack into the then-emerging electric vehicle space.

That independence shifted somewhat in 2023, when Stellantis acquired a 20 percent stake in the company for $1.8 billion. The following year, the two formed a joint venture, giving the group a 51 percent share and exclusive rights to export, sell, and build Leapmotor EVs outside China.

The brand’s first model, the S01, was unveiled in late 2017, and like so many other Chinese cars launched before 2020, it wasn’t what anyone would consider desirable. However, the EV space has made significant progress since then, as has Leapmotor, which now boasts several interesting models in its lineup. One of them is the C10.

First unveiled in late 2023, the C10 arrived in Europe and Australia in late 2024, serving as a direct rival to the Tesla Model Y, Geely EX5, and Kia EV5. Can it possibly be any good?

QUICK FACTS

Photos Brad Anderson/Carscoops

Any new entrant into the EV market has to be priced competitively if it wants buyers to take notice, so it’s a good thing Leapmotor has done just that with the C10. In Australia, it’s sold with a single EV powertrain and a newly-launched range-extender EV option, combining a 28.4 kWh battery and a 1.5-liter petrol engine. We recently lived with the flagship C10 Design with the BEV powertrain.

Prices for the EV start at AU$45,888 (~$30,100) for the entry-level Style and rise to AU$49,888 (~$32,800) for the C10 Design, before on-road costs. Factor those in, and you’re looking at around AU$55,000 (~$36,100). That undercuts the base Kia EV5 by about AU$2,000 (~$1,300) and the Tesla Model Y by nearly AU$10,000 (~$6,600).

All BEV C10 feature the same 69.9 kWh lithium-iron phosphate (LFP) battery and a single electric motor. This motor delivers 215 hp (160 kW) and 236 lb-ft (320 Nm) of torque. It drives the rear wheels, unlike the single-motor Kia EV5, which is front-wheel drive. Leapmotor quotes a driving range of 420 km (261 miles) on a charge, which is okay, but not great. Charging is sub-par, as DC rates max out at 84 kW, meaning you’ll need 30 minutes to charge from 30-80%.

Photos Brad Anderson/Carscoops

A Typical EV Cabin

The interior of the Leapmotor C10 is just about as minimalist as you can get. Just like a Tesla, as well as pretty much every other new EV coming out of China, the cabin is dominated by a large central infotainment display that measures 14.6 inches and is joined by a 10.25-inch digital instrument cluster.

The infotainment system is excellent. While it frustratingly doesn’t support Apple CarPlay or Android Auto, the software is very quick and offers every function you could ever dream of. You can choose from a variety of backgrounds, access important interior and exterior functions directly from the screen, and use it to adjust features like the wing mirrors. Just like a Tesla, then.

Leapmotor’s designers have also adopted the Tesla approach in not adding any physical buttons, switches, or dials, which is a shame. So, you have to dive into the screen to change things like the HVAC settings, which can be a nuisance on the move. It also leaves the interior feeling very bland and lacking in personality.

Photos Brad Anderson/Carscoops

Simple, Yet Plush

With that being said, Leapmotor’s choice of materials at this price point has to be commended. The dashboard, seats, door panels, center console, and floating console are all trimmed in smooth synthetic leather that certainly feels more premium than some of the scratchy plastics found in Kia’s EV5. However, the orange finish of our test vehicle was a little too bright for our taste.

Other welcome touches include a wireless phone charger, some metallic speaker grilles, and a panoramic glass roof, which, unlike in a Tesla, includes a sunshade. Overall, the cabin feels very spacious, and there’s plenty of leg and headroom for adults in the second row. However, I wasn’t a fan of the front seats as they lacked any form of lumbar support. On the other hand, the seats do have heated and ventilated functions, which is a plus.

Elsewhere, all C10 models come with a solid 12-speaker audio system, DAB+ digital radio, a heated steering wheel, configurable ambient lighting, and rear privacy glass. There’s also a voice assistant you can ask to open the windows or the sunshade.

Security Quirks

You can gain access to the C10 in one of two ways. The first option is to use the provided keycard and tap it on the driver’s side wing mirror. The second (and easier) option is to sync the car with the Leapmotor app, meaning it’ll automatically unlock when your phone approaches and lock it when you leave.

Review: Why The Kia EV5 Makes More Sense Than A Model Y

To start the C10, you must either place the keycard on the charging pad or enter a PIN code. This may seems like an unnecessary step. After all, if the keycard is already inside, why does it need to be placed on an NFC reader? It does, however, provide a second level of security, in case a bad actor scans your keycard’s frequency to get access to unlock the car and get access to the cabin.

Once the startup procedure is done, it’s just like pulling away in plenty of other EVs, as there’s no Start/Stop button. Pull the column shifter into Drive or Reverse, and you’re away. It all works very smoothly, but perhaps the only downside is that while you can pull away within seconds, the infotainment screen takes around 10 seconds to load.

Photos Brad Anderson/Carscoops

Driving the C10 for the first time, I was impressed with the visibility and the smoothness provided by the throttle and brake pedals. However, I was shocked by how remarkably the light steering is in its Comfort setting. You can literally steer the C10 with a single finger. Some may like that, but others won’t. I quickly switched the weight of the steering into Sport mode and much preferred it. Then the chimes started.

Not-So-Safety Systems

Like so many other vehicles we’ve tested from China, some of the C10’s safety and warning systems can become tiresome. For one, the driver monitoring system will start ringing if you look at the central display for a couple of seconds, or even glance in the mirror. I performed an over-the-air software update during my time with the C10 that should have fixed this, but didn’t.

The warnings don’t stop there. There’s an overbearing speed limit warning known as the ‘Intelligent Speed Assistance.’ Plenty of other cars have these warnings nowadays, but most only start ringing when you exceed the speed limit by a certain margin. In the C10, a woman’s voice blares through the speakers, telling you you’ve just exceeded the posted speed limit by 2 km/h. The lane warning and emergency lane warning assistant features are also prone to mistakes, chiming even if you’re right in the center of the lane.

Fortunately, all of these systems can be disabled in the settings, but you’ll have to do it every time you get behind the wheel, which is not ideal. It’s also wise to disable the live traffic setting in the built-in navigation system because if it detects that there’s traffic merging from the left or the right, the woman’s voice returns, nagging you again each and every time.

The Good

Once these systems are disabled, the C10 actually reveals itself to be a very good all-rounder. It has been well damped for a heavy SUV, ironing out bumps valiantly and remaining surefooted regardless of the road surface. I also liked the rear-wheel drive setup, as it means the C10 doesn’t suffer from any of the torque steer of the Kia EV5.

Leapmotor offers Eco, Comfort, Sport, and Custom drive modes, as well as a one-pedal driving. I found Eco to be far too docile, as you really have to plant your foot on the throttle for it to start moving. Sport was my pick. Frustratingly, the one-pedal mode can only be engaged when you’re stopped and place the C10 into Park, so it’s not something you can enable on the fly like in many other EVs.

Cruising around town in the C10 is a delight. It’s whisper quiet at slow speed and feels smaller than it really is. A slight annoyance is that above 70 km/h (43 mph) or so, a faint whistling sound starts to slightly intrude into the cabin, perhaps from the roof rails. But if you’re listening to music, you won’t notice it at all.

Efficiency is good, but certainly not class-leading. Leapmotor quotes 19.8 kWh/100 km, but I averaged 17 kWh/100 km during my time with it. As mentioned, DC charging is below average, topping out at a peak of just 84 kW. But for those who can charge at home, that won’t be much of an issue.

Verdict

Leapmotor does have quite a mountain to climb. It must produce vehicles to not only rival brands within long-standing, and thus much more experienced, Chinese conglomerates but also several legacy automakers. It has, nevertheless, done a good job with this model.

While the range and the charging leave a little to be desired, the C10 does what an EV should. It’s comfortable, easy to drive, spacious, and feels fresh and modern. However, those shopping for a vehicle with personality will be disappointed, as the C10 lacks it. Then again, the same can be said for most EVs these days, as driver engagement is not exactly a priority for either buyers or manufacturers and cars like Hyundai’s Ioniq 5 N are the exception, not the norm.

Photos Brad Anderson/Carscoops

Tesla’s troubles are stacking up like traffic on the 405 during a power outage. Between falling sales, public backlash, and a growing list of lawsuits including one in France over Musk’s antics, the electric automaker finds itself in yet another international legal mess. This time, it’s not just the usual social media outcry or a shareholder spat, but a pair of class actions in Australia, with customers calling out everything from phantom braking to misleading marketing.

We first reported on the lawsuit back in February, and new developments show it has officially made its way into the Federal Court. Around 10,000 Tesla owners in Australia have now joined the class action, suggesting that concerns about the vehicles are far from isolated.

Read: Tesla Sued In Australia For Overpromising Range, Phantom Braking, Misleading FSD

The lawsuit, brought by law firm JDA Saddler, claims that Tesla vehicles have a troubling tendency to slam on the brakes without warning. One owner told ABC News his car abruptly slowed down while he was driving on a major highway, an experience that’s becoming all too familiar among Tesla drivers.

Rebecca Jancauskas of JDA Saddler says the firm has received numerous reports of vehicles braking suddenly while traveling at highway speeds at 100 or even 110 km/h (62 to 68 mph). And importantly, these incidents aren’t limited to when Autopilot is turned on. Drivers have reported the same problem even when they’re fully in control.

“Drivers have reported feeling completely terrified when their vehicles have braked suddenly, and it has led in some cases to collisions,” Jancauskas told ABC. “We’ve had many reports of people who registered for this class action, telling us that they’ve been driving with their hands on the vehicle, fully alert, and these issues have occurred nonetheless.”

Claims About Range and Autonomy Under Fire

Beyond the braking problem, the lawsuit also targets Tesla’s advertised driving range. It says the brand’s EV “lack the ability to achieve, or come close to achieving, the advertised maximum range or the range displayed on the vehicle’s dashboard when the battery level is greater than 50%.” The lawsuit claims that Tesla has known its vehicles cannot achieve their mileage claims for several years, yet has done nothing to address it.

In addition, the lawsuit takes issue with Tesla’s Autopilot system, noting “the hardware on Tesla vehicles is incapable of supporting fully autonomous or close to autonomous driving.”

Although more than 10,000 owners have signed on to the class action, Australia’s federal infrastructure department says it has received only six formal complaints about phantom braking. That discrepancy raises questions about the reporting process, but it doesn’t necessarily undermine the broader concerns voiced by Tesla drivers across the country.

The BYD family continues to grow at a frantic pace, and this is the latest addition to its fleet: the Sealion 8. No, it won’t be sold in the United States, but it will be offered in several markets outside of China, including Australia and Europe. Unlike the new EVs from BYD that have attracted plenty of attention in recent months, the Sealion 8 is exclusively a plug-in hybrid (for now), but the truth is that his may only add to its appeal.

Two versions of the Sealion 8 will be offered. The first, known as the DM-i, comes equipped with a 1.5-liter turbocharged four-cylinder engine and a 19 kW battery pack. The engine is rated at 148 hp (110 kW) and 162 lb-ft (220 Nm), while an electric motor at the front axle delivers 268 hp (200 kW) and 232 lb-ft (315 Nm). BYD claims it can hit 100 km/h (62 mph) in 8.6 seconds.

Read: BYD’s 1,100HP EV Monsters Promise Insane Charging Speeds

Those in the market for something a little punchier would be wise to opt for the DM-p. It retains the same 1.5-liter engine and front electric motor, but adds a 189 hp (141 kW) and 265 lb-ft (360 Nm)motor at the rear axle. It also has a larger 35.6 kWh battery and can hit 62 mph in 4.9 seconds.

With figures like these, the Sealion 8 could sway potential buyers out of new seven-seat electric SUVs like the Kia EV9 and Hyundai Ioniq 9. With the exception of the EV9 GT, the Sealion 8 is quicker than the flagship versions of both the Kia and the Hyundai and, being a hybrid, takes range anxiety out of the equation. It will t’s a big deal in markets like Australia, where the charging infrastructure is still quite poor. It should also serve as a compelling alternative to other hybrid SUVs like the Kia Sorento and Hyundai Santa Fe.

BYD says the Sealion 8 sips just 5.6 l/100 km (42 mpg) over the combined cycle, and the larger of the two batteries gives it up to 150 km (93 miles) of electric range. It’s also equipped with the BYD DiPilot 300 suite of autonomous driving systems that includes five radars, 12 cameras, 12 ultrasonic sensors, and a LiDAR.

The Chinese automaker unveiled the homegrown version of the Sealion 8 earlier this year, where it’s known as the Tang L. Interestingly, the Chinese model is also available as an EV and uses BYD’s new Super e-Platform with a 1000-volt electrical architecture. It has a large 100.5 kWh battery yet only takes 30 minutes to charge from 0-100%. BYD has yet to say if the EV version will also be sold internationally.

BYD Tang L

New Poll: American Voters Support Federal Investments in Electric Vehicles Broad, Bipartisan Support for EV Investments and Incentives that Lower Costs, Expand Access, and Help the U.S. Beat China in the Race for Auto Manufacturing WASHINGTON, D.C. – A new bipartisan national poll conducted by Meeting Street Insights and Hart Research finds broad public support …

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