Electric vehicles aren’t just the future anymore. They’re the present. And as the segment matures, more legacy carmakers are betting big on designs that challenge their own history. That’s exactly what Lotus has done with the Eletre, an electric SUV that still has purists in a mild existential crisis.

It’s been almost three years since the world first laid eyes on the all-electric Lotus Eletre and still, people are up in arms about it. “How dare a brand focused on lightweight sports cars like Lotus launch a heavy SUV?” they say. “Colin Chapman would sure be turning in his grave.”

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It’s not hard to see where they’re coming from. Since its inception, Lotus has produced some of the finest, driver-focused sports cars ever made, and the Eletre marks a dramatic departure from this ethos. However, enthusiasts were also lamenting the end of “real” Porsche when it introduced the Cayenne back in 2002; however, nowadays, many of those 911 purists who hated on it back in the day probably now own one as their daily driver. Not to mention that its success gave Weissach the funds it desperately needed to keep its iconic sports car alive and kicking.

In much the same way, to instantly write off the Eletre simply because it’s not a lightweight sports car worthy of the Lotus badge would be to ignore one of the very finest luxury SUVs on sale, and after recently living with one, we’re happy to accept it as an important part of Hethel’s family. Naysayers may complain all they want but the times, they are a changin and those who don’t adapt and evolve are destined to die.

QUICK FACTS

Photos Brad Anderson/Carscoops

The Eletre didn’t really come out of nowhere as most people may think. At the 2006 Geneva Motor Show, Lotus unveiled the APX concept. It was its first attempt at testing the waters for an SUV and, although it never made it to production, the British brand knew the potential such vehicles had. However, it wasn’t until the brand became majority-owned by Geely that efforts to launch such a model really started in earnest.

Three different versions of the Electre have been introduced, starting with the base model, and growing to include the S and the R. All use the same 112 kWh lithium-ion battery pack, and the base and S models have a pair of electric motors delivering 603 hp (443 kW) and 524 lb-ft (710 Nm). The flagship R ups the ante significantly, churning out a monstrous 905 hp and 726 lb-ft (984 Nm) of torque. We tested the Eletre S, priced from AU$229,990 ($148,900) in Australia. This tag positions it nicely between the base model starting at AU$189,900 (~$122,800) and the R that tops out at AU$279,990 (~$181,100).

You don’t need us to tell you that this is, indeed, a lot of money. However, the Eletre doesn’t really have any direct rivals. Yes, Mercedes-Benz has the AMG EQE53 and BMW the iX M60 (soon to be facelifted and renamed the M70) but neither is quite as special as the Lotus. They also do not come close to matching the Eletre’s performance. To match that, you’ll need to cough up over AU$400,000 (~$259,000) for a Lamborghini Urus.

All versions of the Eletre are all based on an 800-volt electrical architecture and support 350 kW DC fast charging. They also come as standard with an adjustable air suspension, Continuous Damping Control (CDC) dampers, torque vectoring by braking, and flamboyant exterior and interiors that cannot be matched by anyone but the Italians.

A World-Class Interior

The cabin of the Eletre is really beautiful, and that’s not something that can be said about many interiors on the market, let alone for an SUV. Sure, many are functional and feature premium materials and all sorts of equipment – but the Lotus just makes you feel special.

First is the steering wheel. In photos, the shape may look a little odd and appear a little over-the-top, but in person, it looks like an expensive piece of jewelry. It’s perfectly sized and clad in plush grey leather with a metallic 12 o’clock mark. On each side of the wheel are rocker switches that are used to operate most functions, like music settings and the driver-assistance systems. Although they do take some time to get used to, once they do, they become second nature.

Not everything is perfect, though. Many cars, even EVs, have paddle shifters behind the wheel but, in the Eletre the left one adjusts the level of brake regeneration, while the right is used to toggle between the different drive modes. Much like the Brabus Smart #3 we drove a few months ago, the digital gauge cluster is limited to a thin 12.6-inch display incorporated into the dashboard. It’s not particularly fancy and does feel like a bit of an afterthought. Other important driving details can be shown on the 29-inch head-up display.

Photos Brad Anderson/Carscoops

Even so, the top of the dash looks like a piece of art with separate panels on the driver and passenger sides, joined together by intricate (and infinitely configurable) ambient lighting. A large 15.1-inch infotainment display then catches the eye. Much like a Tesla and many other EVs that followed its lead, the software operates in a similar fashion to a tablet. It runs on not one but two Qualcomm Snapdragon 8155 chipsets and utilizes Unreal Engine 5, resulting in staggeringly detailed graphics and response times. Simply put, it’s the most seamless infotainment system I’ve ever used.

More: Lotus Eletre Priced At A Shocking $229,900 Due To New Chinese EV Tariffs

That being said, it can be a little overwhelming to start with. The number of settings and menus is bewildering and may put off some less tech-savvy buyers. However, after spending a little time with it, it feels very natural. All climate settings are on the screen, as are controls for the ventilated, heated, and massaging front seats, while both wireless Android Auto and Apple CarPlay are supported, and they work seamlessly.

Lotus’ attention to detail also has to be applauded. Virtually every part of the cabin is clad in expensive-looking leather or Alcantara, giving the Eletre a very premium feel. We particularly liked the brass-colored shifter and temperature controls, as well as the exposed speaker grilles on the front doors, and the small screen on the passenger side is also a nice touch.

One thing that did concern as is the seat bolsters. As you’ll see in the image above, the driver’s side thigh bolster had some worrying signs of wear and deep creases in the leather, despite our tester being just a few months old. Then again, automotive journalists are not exactly known for being extra careful with the cars automakers hand over to them, and this particular example might have been used for other purposes, and by many people, too during its short life.

Space Is Not An Issue

Since this is definitely meant to be a family car, Lotus has paid attention to rear-seat passengers as well. The second-row seats are exceptionally comfortable and there’s loads of legroom and headroom for even taller occupants. Additionally, the backrests are electrically adjustable and offer heated and ventilated functions, both of which can be controlled via the touchscreen on the back of the center console. There’s also quad-zone climate control, meaning there’s not only four sections of the cabin that can be set at different temperatures, but the fan speeds can also be adjusted independently.

Photos Brad Anderson/Carscoops

Key features of the Electre S that aren’t found on the base model include illuminated metal tread plates, an active rear wing, soft-close doors, and a thumping 23-speaker KEF Reference audio system. It also comes with 22-inch wheels as standard, but can be optioned with 23-inch ones if you so desire. Additionally, the standard six-piston front brake calipers can be replaced with 10-piston ones and carbon ceramic discs. Black, white, gold, red, and green leather is also available for the cabin.

Cargo capacity is more than generous. There’s 688 liters (24.2 cubic feet) of space in the trunk, which grows to 1,523 liters (53.7 cubic feet) with the rear seats folded down. Lotus has also added a small storage area in the frunk, although it’s only large enough to fit a thick charging cable.

How Does It Drive?

Heading into my week with the Eletre, I wasn’t quite sure what to expect. Would it be boring to drive like most other EVs, or would it offer something different that the competitors don’t?

The first thing to surprise me was the acceleration. Ordinarily, EVs with this much performance stick you to the seatback the moment you hit the throttle. According to Lotus, the Eletre S only needs 4.5 seconds to hit 62 mph (100 km/h), but all the power and torque aren’t deployed instantly, meaning it launches off the line quite sedately. As the speeds start to build, so does the acceleration. It begins to pull noticeably harder after 90 km/h (56 mph), in a similar way to the Audi RS e-tron GT when it switches into second gear. Unlike the Audi, however, the Lotus only has a single-speed transmission, so it’s likely some software trickery that’s behind this surge in acceleration.

We suspect the Eletre R, with its 2.9-second 0-62 mph time, provides the same instant hit as comparable EVs. In the S, we matched the claimed 4.5-second sprint with a GPS timer, and the Lotus will happily repeat these times again and again even as the battery begins to drain.

Photos Brad Anderson/Carscoops

Lotus models have long been lauded for their precise steering, and we’re happy to report the Eletre steers like a Lotus should. Of course, there’s no hiding the fact that it weighs 2,959 kg (5,720 lbs), but you could be easily fooled into thinking that, while no Elise, it’s significantly lighter than that figure suggests. The steering is perfectly weighted, and the Eletre quickly responds to inputs, dancing around corners in a way that an SUV like this has no business doing.

No doubt aiding in the extraordinary handling is the fact that it has massive 275/40 Pirelli P Zero tires at the front and 315/35 ones at the rear. Despite driving as hard as I felt comfortable to on public roads, I couldn’t push the Lotus into any kind of understeer or oversteer – it always remained neutral and composed.

Read: Lotus Revamps Eletre And Emeya With New Trims

We’re more than pleased to report that the brakes are mighty. Even though our test car had the standard six-piston calipers rather than the optional ten-pots and carbon ceramic discs, it only needed 2.6 seconds to stop from 62 mph, the same time we recorded in a BMW M4 Competition. And it’s not just the stopping power that’s impressive, but also the way the brakes feel. They are smooth and predictable, and the changeover between the regenerative and friction braking is imperceptible.

Speaking of the regenerative brakes, several different levels can be toggled through the left paddle shifter. Unfortunately, there’s no one-pedal driving mode, which seems a little silly, as it’s something many much more affordable EVs offer. Lotus could have easily added it if it wanted, but for whatever reason, chose not to.

Several different driving modes are available, including Individual, Sport, Tour, Range, and Off-Road. All of these settings allow for individual adjustments of the air suspension and the ride height. Regardless of the ride height and the driving mode, the ride remains plush and comfortable, which is not something that can be said about many other big EVs like this.

Not All Is Perfect

One of the biggest talking points about the Eletre has been its use of several LiDAR sensors, including one that pops out of the roof and two that are deployed from the front fenders. In some markets, these are offered as standard, but in Australia, they are only available as part of the AU$8,000 (~$5,200) Highway Assist Pack, which Lotus tells us 20% of buyers are opting for. What’s frustrating is that vehicles without the LiDARs do not get any form of active lane centering and only have a traditional radar cruise control system. At this price point, lane centering is a must.

Efficiency is not the Eletre’s strong suit either. It has a quoted range of 500 km (311 miles), and while that’s certainly achievable when cruising, that figure drops nearer to 400-450 km (248-280 miles) if you start having some fun. That’s enough for most people, but not that impressive when you consider that the Lotus carries a big, 112 kWh pack.

Our tester also had some extremely overactive matrix LED headlights. Ordinarily, headlights like these intelligently blank out segments when the high beams are switched on to avoid blinding oncoming traffic. However, the lights of the Eletre are almost continuously cutting lighting segments in and out. It seems as though the system gets confused with the reflectors of other cars, and even brightly-lit street signs, mistaking them for other cars’ headlights.

While cruising down one residential street with dozens of parked cars, the Eletre’s lights were flashing as if they were used in a disco. For an EV that costs this much, an issue as obvious as this should have been fixed before Lotus even commenced production.

Verdict

While those who’ve never driven the Eletre will likely continue to voice their opposition to a big, heavy, electric SUV with a Lotus badge for quite some time, the fact remains that the car itself is superb. It has bold and futuristic looks that turn heads and a plush and luxurious interior that’s unlike anything else on the market.

Throw in great driving dynamics, and you get a vehicle that ticks plenty of boxes and stands out in the crowded premium SUV market. And for buyers who want to avoid the obvious choices from Porsche or Lamborghini, that may be reason enough to give it a second look.

Photos Brad Anderson/Carscoops

The Polestar 2 that was launched in 2019 showed the world that you didn’t need a Tesla to experience a well-rounded EV. But since then, the electric vehicle market has exploded, with new competitors pushing Polestar to either evolve or fall behind. Now, the larger Polestar 4 has arrived, and it could be a make-or-break moment for the Swedish-Chinese automaker, so it better deliver.

After spending a week with the Long Range Single Motor version, it’s clear that this model brings a noticeable improvement over the Polestar 2. It seamlessly blends cutting-edge technology with a level of European luxury that raises the bar for EVs in this segment.

So, what makes the Polestar 4 stand out? Let’s dive in.

QUICK FACTS

Photos Brad Anderson/Carscoops

Polestar is gearing up to launch the 4 in the United States later this quarter, but over in Australia, it’s been available since late last year. It goes directly against vehicles like the Kia EV6, Hyundai Ioniq 5, Tesla Model Y, and even the smaller BMW i4.

Australia’s EV market is becoming increasingly competitive, particularly thanks to the arrival of several new brands from China. But, like with the 2, Polestar is positioning itself as a slightly more premium offering, and yet, the Polestar 4 has actually been priced very well.

The Sweet Spot In The Range?

Local prices start at AU$78,500 (US$50,800), before on-road costs, or roughly AU$85,000 (US$55,000) with all fees paid. Perhaps the Polestar’s most obvious rival is the Kia EV6, as it best matches the sedan/SUV shape of the 4. It starts at AU$72,590 (US$47,000) before fees for the cheapest version and AU$79,590 (US$51,500) for the EV6 GT-Line RWD. However, the pre-facelift EV6 only has a 77.4 kWh battery, compared to the 100 kWh pack of the Polestar 4, and has a peak range of 528 km (328 miles), compared to the Polestar’s 620 km (385 miles).

We drove the Polestar 4 in Long Range Single Motor guise. It was also optioned with the AU$8,000 (US$5,200) Plus Pack, which is a must. This adds a thumping Harmon Kardon audio system, a 14-7-inch head-up display, a mesh material across the interior, pixel LED headlights, auto-dimming mirrors, and a touchscreen display for rear-seat passengers. It also adds 12-way adjustable front seats, power reclining rear seats, 3-zone climate control, a heated steering wheel, and support for 22 kW AC home charges.

While the Long Range Single Motor is the base model, it doesn’t feel like it.

Positioned between the rear wheels is a single electric motor delivering 272 hp (200 kW) and 253 lb-ft (343 Nm) of torque. This motor receives its juice from a 400-volt ,100 kWh lithium-ion battery pack, can hit 100 km/h (62 mph) in 7.1 seconds and tops out at 200 km/h (124 mph). Polestar also sells the 4 in Long Range Dual Motor guise, which adds a 200 kW motor to the front axle, resulting in a combined 400 kW (544 hp) and 506 lb-ft (686 Nm). However, the single motor version is probably the sweet spot in the line-up.

Photos Brad Anderson/Carscoops

A Gorgeous Cabin – But Is It Too Minimalist?

The fit and finish of the Polestar 4’s cabin is superb. Not only is it way ahead of any Kia, Hyundai, or Tesla, but it feels more premium than even the BMW i4’s.

A 15.4-inch infotainment screen screams for your attention – but more on that later. The thing that immediately stands out is the quality of the materials used. The light grey MicroTech faux leather featured on our tester was plush and joined by equally soft and supple black leather. There’s hardly any hard black plastic in sight, and not even the lower extremities of the tunnel are plastic, but rather trimmed in soft carpet. Polestar also offers a Nappa leather upgrade to take things to the next level.

After you’re finished admiring the materials, the incredibly minimalist design becomes apparent. Polestar has clearly taken a leaf out of Tesla’s playbook on this one, eliminating virtually every button and switch and moving most controls to the touchscreen. While I can appreciate this decision from a design standpoint, it’s not the most practical solution.

Like in a a Tesla, you’ll need to enter the touchscreen to adjust the steering wheel and wing mirrors, when normal buttons for these would work perfectly well. All of the climate control settings are also done via the screen. The only physical dial used is a large volume knob sitting in the center of the console, plus Polestar has also moved to a column shifter. It’s all a little too minimalist for my liking – but to each, their own.

Read: 2026 Polestar 2 Looks The Same But Hides Major Interior Upgrade

Storage space is nothing sort of great, thanks to the large void beneath the floating center console. There’s also a sizeable area under the armrest and a large glove box, although it, too, is annoyingly operated through the touchscreen,. All Polestar 4s come equipped with sports seats that offer good support and are, at he same time, supremely comfortable. However, it would be nice if the headrests weren’t integrated into the backrests and could be adjusted independently; but that’s just me.

All Polestar 4s come standard with a sweeping panoramic glass roof and no rear window. This has been probably the major talking point of the EV since it was first revealed. I’m happy to report that after spending a few hours behind the wheel, I quickly adjusted to using the digital rearview mirror. However, I have heard complaints from people who need to wear prescription glasses.

Looking at the 4 from the outside, you could be excused for thinking the rear seats would be incredibly cramped. That’s not the case. By eliminating the rear window, Polestar has been able to extend the glass roof in line with the rear headrests. Rear space is palatial. I’m 6’2” and with the driver’s seat in my preferred position, I had four inches of legroom in the back and about half an inch of headroom to the glass. The Polestar 4’s 2,999 mm (118-inch) wheelbase is 1 mm shorter than the EV6’s, but the rear does feel bigger.

As mentioned, the Plus Pack also adds a touchscreen for the rear passengers, allowing for individual controls of the audio and climate control system. There’s a good amount of rear cargo space too, rated at 526 liters (18.5 cubic-feet) with the rear seats up and 1,536 liters (54.2 cubic-feet) with them folded down, as well as a 15-liter (0.5 cubic foot) frunk.

Photos Brad Anderson/Carscoops

Back to the infotainment system. Like in the Polestar 2, the 4’s operating system uses Android Automotive. That means it includes native support for the Play Store, allowing you to download apps like Spotify, Google Maps, and Waze. It also supports wireless Apple CarPlay, but curiously, doesn’t support Android Auto from your phone. As such, diehard Android Auto users will need to get used to using the native system, which operates much like an Android-powered tablet.

The display is bright, crisp, and responsive. Polestar has also done a good job making the settings easy to understand and access, creating large tiles for individual settings that can be triggered on and off, making them easy to play with while on the move. As mentioned, all the climate settings are housed in the screen, too, but I quickly got used to them.

Photos Brad Anderson/Carscoops

Is This The EV To Buy?

I had a revelation while testing the Polestar 4. For the first time, I could actually picture myself using an EV as my daily driver, and it made the Genesis GV70 I also had in my garage at the same time feel a bit archaic by comparison.

The 4 has also been well insulated, and while it doesn’t have double-pane glass, the windows are thicker than most cars. It blocks out almost all external noise at highway speeds, making it a serene place to spend time in.

There’s plenty of poke, too. While we only tested the rear-wheel drive model, it offers enough grunt, and that instantaneous response you’d expect from an EV. Performance-hungry enthusiasts would be well-advised to go for the dual motor, but for most buyers, this one should suffice. Its 0-60 mph (0-96 km/h) time of 7.1 seconds is on the slower side, especially when you consider that the Tesla Model Y RWD does it in just 5.4 seconds, albeit with a one-foot rollout, but still, it’s more than a second quicker.

On the other hand, Polestar has done a good job tuning the car’s ride. Single-motor variants have passive dampers, whereas the Dual Motor has adaptive suspension. Nevertheless, the former still rides well, although it does veer towards the firm side of comfortable. In an ideal world, I’d like it to be a little softer.

While the Polestar 4 is perhaps best suited to crunching highway miles, it also handles well, too. Like other Polestars (and Volvos), the steering has been well calibrated and offers three different settings for the weight and feel. However, like so many other electric steering systems, it’s often hard to know what the front wheels are doing, though it is admittedly quick and direct.

Weirdly, there are no selectable driving modes for this version of the Polestar 4, which is a shame. Three different settings for the brake regeneration can be selected, although these changes are made via the touchscreen. The Hyundai/Kia solution of adjusting brake regen through paddle shifters is a better one for on-the-fly changes.

As mentioned, the Polestar 4 has a 400-volt electrical architecture, whereas many rivals have 800-volt systems and, therefore, support faster charging speeds. Nevertheless, the 4 can charge at up to 200 kW, which is good for a 400-volt car, allowing the battery to be topped up from 10-80% in 30 minutes. Which is more than acceptable, but not really great.

Efficiency is good, but not great. In part due to the fact that this version of the Polestar 4 weighs a hefty 2,230 kg (4,916 lbs), we averaged 17.1 kWh/100 km during our time with it, whereas Model Ys can average in the 14 kWh/100 km range. Thankfully, the sizeable battery pack does mean hitting 600 km (373 miles) on a charge is achievable, which should be more than enough for most occasions.

Photos Brad Anderson/Carscoops

Verdict

The Polestar 4 is one of the most well-rounded EVs I’ve driven recently. While some people have criticized its looks, everyone I’ve talked to has been impressed by the cabin. It’s the kind of interior you’d expect in a car with a price tag well into six figures, and the smooth, polished driving experience only adds to the appeal. It’s a noticeable upgrade over the Polestar 2 and definitely deserves a spot on the short list for anyone in the market for an EV.

Photos Brad Anderson/Carscoops

Tesla’s massive factory in Shanghai, China, has the capacity to build roughly 1 million vehicles every year. However, it could fall quite short of that number this year based on disappointing sales figures of its Chinese-made models in April, which slipped 25.8% from the month prior.

The China Passenger Car Association revealed that a total of 58,459 Tesla Model 3s and Model Ys built in China were sold last month. Importantly, this figure isn’t a reflection of the total number of vehicles that Tesla sold in China alone, but also includes other markets where it sells Shanghai-built vehicles, including Europe and the Asia-Pacific region.

Read: Tesla Sales Crash Over 80% In Sweden And That’s Just The Beginning

This is just the latest episode of Tesla’s sales drop saga in recent days. In April, its sales collapsed in key European markets like Spain, Germany, Belgium, France, the Netherlands, and the UK. Its sales have also tanked in Australia, where, not too long ago, it was the EV leader. In April, seven other EV models from Chinese and Korean brands outsold the Tesla Model Y and Tesla Model 3.

Rivals Are Closing In

Many factors at play can help to explain why Tesla sales continue to fall. Obviously, negative public sentiment about chief executive Elon Musk is one of them, particularly due to his meddling in politics, not just in the US but around the world as well. Additionally, Tesla has a relatively limited and aging line-up of EVs compared to some of its competitors, with the Model 3 and Model Y being the serious volume sellers.

Rivals are also quickly gaining ground on the American brand. In April, Nio’s sales grew 53% from a year ago, with 23,900 vehicles sold. Additionally, Xpeng recorded its second-best month ever, securing 35,045 sales. Xiaomi also managed to deliver more than 28,000 vehicles in April while Li Auto’s sales rose 32% to 33,939.

Electric vehicle sales in Australia are shifting fast, and the usual frontrunners are no longer guaranteed a spot at the top. As more buyers look beyond the legacy names, newer players are gaining ground, especially those with sharper price tags and more features for the money.

In 2023 and 2024, the Tesla Model Y was comfortably the best-selling EV in Australia. However, new options from Chinese and Korean brands have led to a massive slump in local sales of the Model Y, so much so that in April, it was only the 8th best-selling EV in the country. Evidently, it’s not just in Europe where Elon Musk’s company is falling out of favor.

Read: Tesla Couldn’t Even Sell Its Model Y Launch Editions As Hundreds Are Sitting Unsold

Storming in as the best-selling EV by far in Australia last month was the BYD Sealion 7, according to a report from Carsguide. It is the latest addition to BYD’s Ocean series of models and undercuts the Model Y on price, starting at AU$54,990 (~$35,400) and topping out at AU$63,990 (~$41,200), compared to the new Tesla that starts at AU$63,400 (~$40,800) and AU$73,400 (~$47,200) for the flagship version. Last month, 734 Sealion 7s were sold across the country.

Next up is the MG 4. While it’s been around for a couple of years now, the electric hatchback remains popular with 363 units sold in April. This positioned it just ahead of the BYD Atto 3, with 355 sold. Kia’s newly-launched EV5 and EV3 have also been well-received by local shoppers, with sales of 342 and 336, respectively. The BYD Seal then shifted 325 units while the new Geely EX5 sold 325 examples.

Then there’s the Tesla Model Y. A total of 280 were sold last month, positioning it slightly ahead of the Tesla Model 3 with 220 sales. Rounding out the top 10 was the BYD Dolphin with 216 examples finding new homes.

Now, before you start thinking recent sales represent the imminent collapse of Tesla, it’s worth noting that throughout April in Australia, Tesla was selling a mix of the outgoing Model Y and the brand new version. As we can see from the official page, Tesla still has a healthy inventory of the old crossover.

Many shoppers are likely holding off on placing an order until the new Model Y lands in earnest, which will happen over the next couple of months. Nevertheless, April’s results will likely have some local Tesla executives a little worried.

BEST SELLING VEHICLES AUSTRALIA

Wider Market Trends

Australia’s total new car sales declined in April. A total of 90,614 new vehicles were sold across the country last month, representing a decline of 6.8% compared to the same month in 2024 and quite a dramatic fall from the 108,606 new cars sold in March.

EV SALES AUSTRALIA

Mitsubishi is stepping up its EV game with not one, but two new electric models on the horizon, both of which are slated to arrive in the second half of 2026, each targeting a different market, First up, there’s an electric crossover inspired by the upcoming Nissan Leaf, which will be offered in North America. Then, Mitsubishi is also teaming up with Foxconn to develop a separate EV aimed at the Australian market.

More: Nissan Is Considering A Rugged New Truck-Based SUV

The Leaf-based crossover is expected to hit dealers in the U.S. and Canada by summer 2026. As the official teaser suggests, it will closely resemble the new Nissan Leaf, adopting a similar crossover silhouette with a sloping roofline and an identical LED lighting signature. For now, it’s unclear if there will be any other noticeable differences between this Mitsubishi EV and its Nissan counterpart, aside from the Mitsubishi badges.

Key Features of the Leaf-Based EV

This new EV will sit on the CMF-EV platform, the same one found under the upcoming Nissan Leaf, and will feature a single electric motor. That means, like the slightly larger Nissan Ariya, there won’t be an all-wheel-drive option here. However, Mitsubishi has confirmed that the Leaf-based model will include a NACS charging port and is targeting a range of over 300 miles (482 km).

In return, Mitsubishi is helping Nissan with a plug-in hybrid version of the Nissan Rogue (X-Trail), which is expected to arrive in 2026 as a rebadged version of the Mitsubishi Outlander PHEV. The Rogue plug-in hybrid will sit alongside gasoline and self-charging hybrid variants, with different styling cues to set them apart. Mitsubishi’s goal, of course, is to “strengthen its partnership with Nissan” through electrified vehicles.

Illustrations: Carscoops

In addition to expanding its EV lineup, Mitsubishi’s Momentum 2030 plan also includes a new approach to retail sales and an expanded dealer network in North America. This effort is designed to boost sales across the region.

New Foxtron-Developed EV for Australia

Mitsubishi has also signed a memorandum of understanding with Foxtron, an electric vehicle subsidiary of tech-giant Foxconn, confirming earlier reports about a potential collaboration. The result will be a new Mitsubishi EV that will be developed by Foxtron and manufactured by Yulon Motor in Taiwan.

More: Foxconn Will Build EVs In The US But You’ll Never See Its Name On Them

The yet-unnamed model will be introduced in Australia and New Zealand in the second half of 2026. Mitsubishi claims it will have “excellent driving performance as an EV”, adding that it will be equipped with “an advanced infotainment system”. While not confirmed, the new model could be a rebadged version of the Pininfarina-designed Foxtron Model B, first shown in 2022.

While the deal sounds nearly finalized, both Mitsubishi and Foxtron have stated they will continue discussions before sealing the deal. Beyond the Foxtron-developed EV for Oceania, Mitsubishi’s broader strategy includes its own developed models for ASEAN, Renault-based models for Europe, and Nissan-based models for North America.

Foxtron

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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