As electric vehicles continue their steady march toward becoming a dominant force on global roads, one country has pulled far ahead of the rest- and it didn’t happen by accident.

By now, it’s widely understood that Chinese automakers have taken a commanding lead in the EV race, while many Western legacy brands are still scrambling to catch up. It’s also well known that Chinese battery companies are driving much of this momentum, leading with rapid innovation and serious scale. But how did they manage to surge ahead so dramatically in such a short time? The answer is fairly straightforward: money. More precisely, billions in government subsidies every single year.

Read: CATL’s New EV Batteries Give You A Full Charge In Minutes

Fresh data from Nikkei Asia shows just how significant this financial support has been. Contemporary Amperex Technology Co., better known as CATL, the world’s largest EV battery manufacturer, has been raking in the kind of government funding that would likely make Elon Musk reconsider his next big tax tweet.

While CATL has not reveal full-year details of the government help it received in 2024, it has disclosed that in the first half it got 3.84 billion yuan ($532 million) in state subsidies. This made it one of the largest beneficiaries of the Chinese government’s policy, only behind state-owned oil company Sinopec, which received 4.06 billion yuan ($563 million). Importantly, however, that’s how much Sinopec received for the full 2024 calendar year, whereas CATL’s figure is only for the first six months of 2024 – thus, it total, the latter’s figure far exceeded Sinopec’s.

The subsidies CATL has received appear to have jumped in the second half of 2024. As noted by Nikkei Asia, in 2023, it disclosed its subsidies under ‘other income’ in its financial reports. In 2023, ‘other income’ totaled 6.26 billion yuan (~$868 million), and of this, 5.72 billion yuan (~$793 million) were subsidies. In 2024, its full-year report revealed 9.96 billion yuan (~$1.3 billion) in ‘other income,’ but didn’t specify how much of this was subsidies.

Of course, it’s not just CATL that is benefiting from this practice Full-year data from 2024 reveals that BYD received almost 3.8 billion yuan (~$527 million) in subsidies last year, no doubt playing a significant role in the firm’s ability to release so many new models so frequently.

Great Wall Motor was the fourth-largest recipient of subsidies, earning a touch under 3 billion yuan (~$416 million). SAIC Motor closely trailed GWM, receiving more than 2 billion yuan (~$277 million) in subsidies for the year.

All this answers the questions we posed at the beginning. There’s no secret sauce at play here; the Chinese managed to leapfrog the competition and undercut their rivals at the same time simply due to immense state help. No wonder, then, that the US and the EU are seething as they watch their own brands trying to compete in an uneven playing field.

Solid state batteries are inching closer to reality as BMW has become the latest automaker to introduce a road-going prototype. It’s based on the i7 and features high-tech cells from Solid Power.

The companies have been working together since 2016 and the prototype will be driven around Munich as part of the testing process. The automaker didn’t say much about this, but stated they’ll be examining cell expansion, operating pressures, and temperatures. They added, the “use of Solid Power cells with sulfide-based electrolytes and their complete integration into a battery pack will provide the BMW Group with further important findings in the test program over the coming months.”

More: Mercedes EQS Solid State Prototype Hits The Street With 621 Miles Of Range

While BMW was coy on specifics, solid state batteries offer an assortment of advantages over traditional lithium-ion batteries. One of the most notable is higher energy densities, which can allow for smaller battery packs or longer ranges without weight penalties. Solid state batteries also promise to deliver improved performance and safety.

BMW didn’t say when we can expect to see solid state batteries in production vehicles, but implied they’re still a ways off. As they explained, “further development steps are required to implement ASSB [all-solid-state battery] technology in a competitive overall storage system.”

That being said, the company is optimistic about the future. BMW battery guru Martin Schuster said, “Our i7 ASSB test vehicle on the road is a perfect example of the BMW Group’s technology-open mindset. We are continuously advancing the development of new battery cell technologies and are constantly expanding our know-how with valuable partners such as Solid Power. ”

Besides BMW and Mercedes, Stellantis is working on solid state batteries and has plans to introduce a fleet of prototype Dodge Charger Daytona EVs by the end of the year. Like the EQS, they use Factorial cells and these are slated to have an energy density of 375 Wh/kg.

The first-mover advantage is something Tesla continues to capitalize on. It’s been over 20 years since the brand first launched, and no other automaker in the U.S. has even come close to challenging Tesla’s dominance in the EV space. Despite the growing competition, Tesla still holds a commanding market share, which hovers around 45%.

More: House Speaker Says EV Tax Credits Are Likely Finished

However, if House Republicans succeed in their push, the company’s position could be further strengthened, but at a cost to legacy automakers like Ford and GM. The reason? A looming change to the Federal Tax Credit that currently helps all EV makers sell vehicles.

The Current EV Tax Credit System

At the moment, those who buy a new or used EV in America might qualify for one of two credits. New car buyers can qualify for up to $7,500, and used car buyers can get up to $4,000. These credits are in addition to various state incentives, such as the $5,000 credit in Colorado and $3,500 in Massachusetts.

To be eligible, the vehicle must meet certain requirements, such as North American assembly and specific sourcing of battery materials. SUVs and pickups are eligible for the credit if priced under $80,000, while regular cars must be under $55,000. Income limits also apply: individuals making under $150,000 and couples under $300,000 qualify. For leased vehicles, the credit goes to the leasing company, which often (but not always) passes on the savings to customers, contributing to a rise in EV leases.

That might not seem like a huge chunk of change considering the price of some EVs, but in reality, it plays a huge role in sales. For instance, in 2022, before the introduction of the tax credit, 96,000 EVs were leased. By 2023, that number skyrocketed to nearly 600,000. But a recent budget bill released on Monday proposes ending both the new and used car credits, along with several other non-automotive tax incentives.

A Slower EV Adoption Could Hurt Major Automakers

According to a report from the New York Times, Cox Automotive’s Stephanie Valdez Streaty believes that almost a third of car sales in 2030 will be EVs if the credit stays as it is. However, should the government get rid of it, that figure could drop to just 20 percent. Slowing the adoption of EVs wouldn’t just be a potential backsliding for environmentalists, it could hit big automakers like GM and Ford in a big way.

Those brands are still trying to get to the point where their EV businesses are profitable. And their far from it with their numbers. On the other hand, Tesla hit that mark long ago, so while other players will need to sort out new strategies, it can continue to reap the benefits of being the first to market in the way it was.

Other legacy automakers, such as Toyota, Hyundai, and Kia, have made significant investments in U.S.-based EV production, but they too could face a major setback if the bill passes. The removal of these credits would undermine the financial viability of the incentives that made their business cases profitable.

EV Startups Face Even Greater Financial Pressure

Although Tesla would also be impacted by the removal of the tax credit, it stands to gain in ways its rivals cannot. While Tesla may be able to withstand lower sales, many of its competitors will not have that luxury and could be forced to shut down. Newcomers like Rivian and Lucid, for example, would face immense financial pressure as their sales figures don’t support a profitable business model.

Even smaller, more recent startups like Slate would likely have to review their entire business plan. What, after all, is the point of a tiny EV trucklet with 150 miles of range, no desirable mainstream features, and a price that is as high as a Ford Maverick?

In the grand scheme, while Tesla will undoubtedly be affected, the long-term payoff could be substantial. It may emerge as the dominant force in the EV market with little to no competition to contend with. In other words, instead of having 45% of the EV market’s 33% of car sales, it could end up with double that of the predicted 20%.

In the grand scheme, Tesla will undoubtedly face challenges, but the long-term payoff could be massive. It might emerge as the dominant force in the EV market with little to no competition to contend with in America. Instead of holding 45% of the EV market’s 33% share of total car sales, Tesla might dominate nearly the entire 20% share that EVs are expected to capture in the 2030s if tax credits vanish, while also further extending its technological lead in the field.

“What this does globally to the U.S. auto industry and its ability to compete – I think it’s going to hurt us,” Ms. Valdez Streaty said. “I think it’s going to slow us down, and we are already behind China.”

• Dodge and Factorial begin solid-state battery tests with production aimed for after 2028.
• The batteries promise faster charging speeds, higher energy density, and better range.
• Factorial’s tech also offers improved performance even in extreme cold temperatures.

Stellantis, and especially its Dodge brand, could really use a win right now. Enter solid-state batteries, the shiny new tech that could provide just the boost they need. Factorial, the company working on these next-gen batteries, has teamed up with Dodge to test them in the real world. If everything goes according to plan, Dodge might roll out vehicles with this technology between 2028 and 2032.

More: GM’s Secret Battery Breakthrough Could Slash EV Costs

The two companies have been working together since 2021, but this marks the first time Dodge will test prototypes on public roads. Starting in 2026, they’ll begin rolling out a fleet of Chargers equipped with Factorial’s solid-state batteries to work out the kinks and fine-tune all the details.

A Milestone for Cell Performance

“What happened with Stellantis is a very important milestone for cell performance validation,” Factorial CEO Siyu Huang told Autonews. “It’s not just about higher energy density, it’s about cycle life, and about fast charging. Above all, this is the first full-blown validation that automakers have shared.” The potential benefits are widespread and vital for the EV movement.

For instance, solid-state batteries offer faster charging speeds. The batteries that Dodge will test offer 375 watt-hours per kilogram, and can go from 15 percent to 90 percent full in just 18 minutes. In addition, they’re more energy-dense. In practice, that means more range in a solid-state battery compared to a conventional one.

Lighter Batteries, More Range, and Cold Weather Performance

On the flip side, an automaker could, in theory, offer a smaller, lighter battery while still offering the kind of range most EVs do today. Factorial says it’s also made progress on cold-weather solid-state battery tech. Finally, they’re safer too since they use a solid, non-flammable electrolyte. “Not only can we deliver a strong performance at room temperature but also at temperatures as low as -30 degrees Celsius. We weren’t able to do this until a few months’ ago,” she said.

Also: A Simple Button Sequence Could Save Your Charger And Challenger From Thieves

Notably, Factorial isn’t working with Stellantis alone. It’s also tied up with Kia, Hyundai, and Mercedes-Benz. The German automaker is also testing these batteries on the road as of February of this year.

Suffice it to say, all of these automakers will benefit as soon as solid-state batteries become the norm. Additional range, better charging rates, and potential weight reduction are all good reasons to get excited. Hopefully, testing goes well and we see this technology develop sooner rather than later. 

In April of last year, Honda unveiled plans to invest CA$15 billion (US$11 billion) into a full-fledged electric vehicle supply chain in Canada, which would include an EV plant and a standalone battery facility in Ontario. Fast forward 12 months, and the auto industry is a very different landscape, thanks in part to Donald Trump’s return to the Oval Office. As a result, Honda is now pushing back its Canadian EV investments by “approximately” two years.

In a letter sent to Honda shareholders, the automaker attributed the delay to the current slowdown in EV demand. The company reassured investors that it’s keeping a close eye on market trends but stopped short of providing a specific timeline for when the project will get back on track.

Read: Honda Pours $11 Billion To Build EVs In Canada’s Biggest Auto Investment Ever

Honda’s CEO, Toshihiro Mibe, explained during a quarterly earnings press conference that the company will need to “observe what is happening” over the next two years before making any final decisions on the timing of the project. Meanwhile, Honda Canada spokesperson Ken Chiu told CTV News that there are no plans to cut production or jobs locally, despite the delays.

EV Sales Still Climbing, Just Not as Fast as Expected

While Honda claims the postponement is due to a slowdown in EV demand, the reality is that EV sales are still rising in both Canada and the US. In fact, battery-electric vehicles accounted for 11.4% of all new car sales in Canada last year, and 8.1% in the US. True, demand hasn’t accelerated as rapidly as many hoped, prompting automakers to reconsider their EV strategies, but it’s not as though EVs are suddenly unpopular.

A Delayed Investment with Major Implications

Honda’s CA$15 billion commitment was previously hailed by former Prime Minister Justin Trudeau as the “largest auto investment in Canada’s history.” The plan called for a battery plant with an annual capacity of 36 GWh and an EV assembly plant capable of producing up to 240,000 vehicles annually starting in 2028.

In light of the delays, Honda also confirmed it would shift some the CR-V production to its plant in Ohio to mitigate the impact of President Trump’s tariffs on the company’s operations.

“There is room to increase the production capacity in the United States, and we are trying to look into what will happen as a result of that,” Toshihiro Mibe added. “In the midterm, if the tariff measures are to be in place for a long time, then we will have to increase our production capacity in the United States.”

In a world racing toward the future on silent electric motors, the idea of electrifying a post-war Land Rover might sound like forcing a flip phone to run TikTok. Still, that’s exactly what UK-based company Inverted is doing, taking the legendary Land Rover Series I, II, and III and giving them a fully electric drivetrain while staying largely true to their iconic design.

Inverted already offers EV conversions for Range Rover Classic models and is using this expertise with old Land Rovers. The original Series I, Series II, and Series III models were built between 1948 and 1985 with 4-, 6-, and 8-cylinder petrol and diesel engine options. The EV specialist ditches these engines and slots in a 62 kWh battery pack that’s been split across the front and rear to optimize weight distribution.

Read: Electric Toyota FJ40 – Your Grandpa’s Off-Roader Gets A Tesla Heart

That battery sends power to a single electric motor producing 160 horsepower and a hefty 664 lb-ft (900 Nm) of torque. Thanks to that torque, these once-slow utility vehicles can now hit 60 mph (96 km/h) in a surprisingly brisk 8 seconds.

Even more interesting is that Inverted keeps the original transfer box, which still offers high and low range gearing and works seamlessly with the electric setup. A locking differential is also included, maintaining off-road capability.

Short Range That (Sort of) Fits the Mission

Inverted says its electric Land Rover models can travel up to 120 miles (193 km) on a full charge. That’s peanuts compared to most EVs on the market, but it’s worth remembering that very few owners of old Land Rovers like these use them as a daily driver. One hundred twenty miles is probably more than enough for the occasional trip through town.

The battery pack supports 6.6 kW Type 2 charging and 60 kW DC fast charging, allowing it to be charged from 20-80% in 38 minutes. Eco, Traffic, and Off-Road driving modes have also been incorporated, and new electric power steering has been added.

“Series Land Rovers are beautiful, iconic machines,” Inverted founder Harry Millington said. “But let’s face it, not everyone wants to wrestle with a choke on a cold morning or breathe in exhaust fumes that waft through the car. Our electrified versions preserve everything people love about these classics while making them more fun, more reliable, and infinitely more usable.”

Just don’t expect this upgraded nostalgia to come cheap. Inverted’s conversions start at £150,000 (roughly $199,000), though that price does include the donor vehicle. For collectors or enthusiasts who want a cleaner, quieter, and more practical take on the classic Land Rover, it’s a steep price, but also a unique way to bridge past and future without losing the charm of either.

Spain and Portugal recently experienced a massive power outage that left tens of millions of residents without electricity for most of the day. Lights out, appliances useless, Wi-Fi routers dead, the works. But for a small number of people, it was business as usual. Ironically, the reason they were able to carry on came down to a decision many might not expect: they bought an electric car.

Multiple EV owners in Spain posted to social media to show how they were leveraging their cars’ batteries to provide power to their houses. Some EVs such as the Hyundai Ioniq 5, have what’s called V2H or vehicle-to-home functionality, which means they can feed their charge into a home’s electrical system.

Related: GM Energy’s Residential Charger Turns Your EV Into A Generator For Your Home

EVs with V2H can essentially function as giant versions of one of those portable power packs many of us rely on to keep our smartphones juiced on days out. Or the battery packs some homeowners with solar panels on their roofs already use to store excess energy harnessed during the day.

Not all electric cars support V2H, even though the technology has been around for years. But according to the UK think tank Energy and Climate Intelligence Unit (ECIU), an average EV with a 71 kWh battery and V2H capability could power a home for nearly six days using just 60 percent of its charge.

“As well as reducing emissions and saving their owners hundreds of pounds in running costs, EVs are also capable of adding resilience to their owners’ homes,” ECIU head of transport Colin Walker said. “More and more EVs are arriving on the market that are capable of returning power to the home. In an unprecedented blackout like the one we just saw in Spain, these EVs will allow people to keep their lights on, their fridges cold and their wireless routers running for days.”

Power Cuts Are More Than Inconvenient

Power outages can be frustrating, particularly if you, like me, work from home. They can also get expensive fast if you end up throwing out a freezer full of spoiled food. But more importantly, they can be dangerous. During a power cut that lasted more than a day, my 92-year-old father-in-law suffered third-degree burns when his dressing gown brushed against a candle he had lit in the kitchen.

Four months and multiple skin grafts later, he’s still recovering and it’s sobering to think he might have been spared lengthy hospital stays and permanent scarring if he owned an EV. Provided, that is, he remembered to charge it before the power went out…

Automakers across the industry are scrambling to navigate Donald Trump’s tariffs, and some are getting particularly creative in their strategies. Rivian, for example, has apparently taken a refreshingly proactive stance. Sources with knowledge of the situation say the automaker is sitting on a stockpile of batteries that it’s been buying up since before the election even happened.

According to a Bloomberg report, Rivian made a savvy move by locking down a stash of lithium iron phosphate (LFP) cells from China’s Gotion High-Tech Co. well before the election, with the goal of powering its Amazon-bound delivery vans. After the political dust settled, the company then teamed up with Samsung SDI to import a sizable batch of battery cells from South Korea, hoping this would keep production rolling for its R1T pickup and R1S SUV models.

Read: Trump Eases Auto Tariffs With 85% Rule While Buyers Brace For Sticker Shock

The strategic move serves as a buffer against potential pricing pressures induced by Trump’s new tariffs. While recent revisions to the tariff plan offer some relief, they still pose significant challenges for automakers relying on international supply chains. That can heavily impact companies like Rivian who need to import batteries to make every vehicle in their lineup. Notably, Samsung SDI said a week ago that the tariff war would make it more expensive to build EVs.

For now, Rivian has bought itself a little more breathing room before it has to worry about raising prices. In the meantime, it’s also gearing up for the launch of its smaller R2 SUV. With this new vehicle, the company plans to switch to 4695-format cells from LG Energy Solution. The initial production will take place in Korea, but Rivian has plans to move operations to LG’s new Arizona facility in Queen Creek. Even without the tariff issues, that move helps Rivian better align with the Inflation Reduction Act’s requirements.

Whether this is a stroke of logistics genius or just plain survival instinct depends on how you read the political winds. Either way, Rivian’s battery strategy gives it a short-term cushion while it scrambles to localize its supply chain before the tariffs squeeze even tighter. Of all the different strategies we’ve seen automakers employ, this is the first time one has proactively bought up supplies to this degree. 

In the end, Rivian’s proactive approach might just be the thing that keeps it on track, at least until the tariff storm blows over.

As the EV market continues to evolve, battery technology is quickly becoming the battleground for major automakers. Most of the electric cars currently available use either lithium-iron phosphate (LFP) or nickel manganese cobalt (NMC or NCM) batteries, with some manufacturers exploring sodium-ion options.

Now, Ford is taking things a step further, announcing a new battery chemistry it plans to incorporate into its EV lineup over the next decade. Enter Lithium Manganese Rich (LMR) batteries, developed at the Blue Oval’s Battery Center of Excellence in Michigan.

Read: Ford’s Experiment In EV Distribution Hubs Is Over

In a LinkedIn post this week, Charles Poon, Ford’s director of electrified propulsion engineering, explained that the LMR batteries offer a higher energy density than traditional high-nickel batteries. This, according to Poon, translates to greater range for Ford’s EVs, which means customers can travel farther on a single charge, reducing that all-too-common “range anxiety” that plagues so many EV drivers.

The LMR battery has been engineered to achieve a safety profile similar to LFP batteries, and they promise to be “significantly” cheaper than current mid-nickel batteries. Poon went on to describe the LMR batteries as the answer to “what next?” with Ford already selling LFP and NCM-powered EVs.

Ford said this new battery will also help it achieve cost parity between EVs and gasoline-powered vehicles. There’s no word on whether Ford collaborated with any of its existing battery partners on the development of the LMR chemistry, such as CATL, LG, or SK On, with Poon simply crediting the more than 135 “world-class chemists, manufacturing engineers and scientists,” at the Ford site.

“This isn’t just a lab experiment. We’re actively working to scale LMR cell chemistry and integrate them into our future vehicle lineup within this decade. The team is already producing our second-gen LMR cells at our pilot line,” he added.

The development of this new battery comes despite Ford slowing many of its EV plans last year, including axing a three-row electric SUV and delaying a new electric version of the F-150. However, it is still working on an electric mid-sized pickup and a new electric van, among other consumer-focused EVs.

Electric vehicles are evolving rapidly, and if you’re still skeptical, CATL has just unveiled a series of significant advancements in battery technology that will soon make their way into production models. The highlights include next-generation Shenxing batteries with ultra-fast charging capabilities, a new dual-power battery system for EVs, and sodium-ion batteries designed to perform better in colder climates.

Fast-Charging: A Game-Changer for EVs

The fast-charging news are probably the most important for the future of EVs, as they will eventually make charging stops as quick and easy as refueling stops for ICE-powered vehicles. In this context, CATL promises that its second-gen Shenxing batteries will add 520 km (320 miles) of range in five minutes of charging, which is the equivalent of gaining 2.5 km (1.6 miles) of range per second.

The fast-charging technology is undoubtedly the most significant development for the future of EVs, bringing us closer to a world where charging an electric vehicle is as quick and convenient as refueling a gasoline car. CATL’s second-gen Shenxing batteries aim to achieve just that, with a claimed ability to add 520 km (320 miles) of range in just five minutes of charging. To put that into perspective, that’s 2.5 km (1.6 miles) of range per second or about as fast as it takes to fill your average American car with gas.

More: Winter EV Range Test – 19 Cars Promised Over 300 Miles, But Only 4 Delivered

The impressive figure surpasses earlier developments by rival BYD, whose batteries will be able to add 400 km (249 miles) of range in just five minutes. For comparison, the first generation of CATL’s Shenxing batteries, which debuted in 2023, could replenish 400 km (249 miles) of range in ten minutes.

More Range, More Charging Speed, Even in the Cold

CATL’s second-gen Shenxing batteries promise a total range of up to 800 km (497 miles). Even better, they’ll be able to charge from 5% to 80% in just 15 minutes, even at chilly temperatures as low as -10°C (14°F). While we don’t yet know how many of the 67 new EVs launching in 2025 will be equipped with these second-gen batteries, it’s safe to say that the technology is coming sooner rather than later.

Dual-Power Batteries for Seriously Long Range

Another interesting development from CATL is the “Freevoy Dual Power Battery” technology. By combining two battery packs into one, an electric vehicle could achieve a range of over 1,500 km (932 miles), putting it on par with the most efficient range-extender hybrids. The new design splits the battery pack into two independent energy zones with different cell materials, somewhat akin to the dual-engine systems used in aircraft.

The auxiliary battery, acting as a range extender, won’t use graphite, making it smaller and cheaper to produce. However, the trade-off is slower charging speeds and fewer charging cycles, as these auxiliary batteries will only come into play once the main battery is empty, so they won’t be charged nearly as often.

CATL expects this dual-power battery technology to reach production EVs in the next 2-3 years, though they’re staying tight-lipped about which automaker will be the first to adopt it.

Sodium-Ion Batteries: Cold-Weather Warriors

Last but not least, CATL is advancing sodium-ion batteries, which are set to enter production in December 2025. These could potentially replace the lead-acid batteries in many ICE vehicles, as well as the lithium iron phosphate batteries used in hybrids and EVs. The key advantage of these batteries is their superior performance in cold weather, making them an attractive option for those in frigid climates.

The company claims its tests have shown that sodium-ion batteries can withstand extreme conditions whether it’s being punctured by needles, drilled, or even sliced in half with a power saw, without catching fire or exploding. Safety isn’t the only benefit, though.

More: CATL’s New EV Chassis Can Withstand 75 MPH Impact Without Catching Fire Or Exploding

These batteries also offer high energy density, providing over 200 km (124 miles) of range in plug-in hybrids (PHEVs) and a robust lifecycle of 10,000 charges. Even at temperatures as low as -30°C (-22°F), these batteries can charge from 30% to 80% in just 30 minutes and will continue to perform normally at -40°C (-40°F).

Additionally, sodium-ion chemistry is expected to be more cost-effective than traditional lithium-ion batteries as the technology matures, which could bring a significant price advantage in the long run.

Buying a brand-new car is supposed to bring excitement, not the slow-burning dread of a major failure before the odometer even hits four digits. But for one unlucky Acura ZDX owner, that sense of new-car bliss barely lasted 400 miles (643 km). That’s when things went south.

A customer from Criswell Acura in Annapolis, Maryland, was informed their 2024 Acura ZDX needed an entirely new battery pack. Now the dealership itself is suing American Honda Motor Company in an effort to recover its losses from the ordeal.

More: New Lawsuit Might Force Ford To Change Mustang Mach-E Door Handles

According to the lawsuit, Criswell Acura purchased the ZDX wholesale for $69,207 in May 2024, then sold it to a customer shortly after. But just 400 miles into ownership, the new owner discovered that the electric SUV could no longer fully charge. Once the problem was reported, the dealership followed Acura’s recommendation and ordered a replacement battery pack. While the customer waited, the situation worsened. The ZDX eventually stopped charging altogether, and even the doors became inoperable.

One Fix Leads to Another

The dealership installed the new battery pack, but that wasn’t the end of the problems. After the install, a rear wheel sensor started playing up, and after being replaced, an error code still appeared. Acura’s tech line told the dealer to install a new harness from its inventory. Despite following these instructions, the error code remained, Auto News reports.

Criswell Acura claims that subsequent “requests for assistance from Honda have been virtually ignored. ” Nearly eight months later, the ZDX remains at the dealership, still undriveable. While the exact cause of the issues remains unknown, the dealer suspects the problems stem from the “result of bad design, manufacturer’s defect, installation, or pre-delivery damage.”

Under the terms of its dealer agreement, Honda is supposed to be responsible for any alleged manufacturing or design defects in Acura products. The lawsuit argues that this obligation hasn’t been met. The vehicle is “completely undriveable and unable to be repaired,” it states.

Criswell Acura is seeking damages for breach of contract and unjust enrichment. The dealer has been forced to take a total loss on the SUV, claims it has lost profits from the sale to a customer, paid licensing and registration fees, and incurred considerable repair costs.

The case highlights the potential risks dealers face as EVs become more complex, especially when support from the manufacturer falls short.

BYD has launched a pair of new EVs in China underpinned by its innovative new Super e-Platform. Although BYD seems to release a new EV every other week, the Han L sedan and Tang L SUV are particularly significant because they promise charging times almost on par with filling up an ICE-engined car with gas. If the automaker’s charging speed claims are accurate, the Han L and Tang L could solve one of the last remaining headaches of EV ownership.

The Super e-Platform is a 1000-volt architecture and was only announced back in March. In the case of the Han L sedan, all versions of it use an 83.2 kWh Blade battery, while the Tang L has a larger 100.5 kWh pack. According to BYD, the Han L can charge from 10-70% in just 6 minutes. Yes, that’s not a typo: six minutes. It can also gain 248 miles (400 km) of range in five minutes and takes just 20 minutes to charge the battery from 0-100%.

Read: BYD’s New 1,000 kW EVs Fill Up As Fast As Gas Cars

The Tang L EV also benefits from stupendous charging speeds. It can get 230 miles (370 km) over range in 5 minutes and needs just 30 minutes to charge from 0-100%. Admittedly, these charging speeds can only be achieved when using one of BYD’s new 1,000 kW fast chargers that were also unveiled in March. The company wants to install 4,000 of these chargers across China, but has not provided a timeline of when they’ll be available.

BYD Tang L

Prices for the Tang L start at 219,800 yuan (~$30,000) for the LiDAR Premium model and increase to 239,800 yuan or (~$32,700) for the LiDAR Flagship. Both of these versions have a 671 hp and 310 lb-ft (420 Nm) electric motor driving the rear wheels and can travel up to 436 miles (701 km) on a single charge. Those seeking even more performance can opt for the AWD LiDAR Flagship for 279,800 yuan (~$38,100). It has dual electric motors with 778 hp and 373 miles (601 km) of CLTC range.

Three versions of the BYD Tang L have also been announced, and prices vary between 229,800 yuan (~$31,200) and 289,900 yuan (~$39,400). It easily outmuscles the sedan, with the base rear-wheel drive packing 788 hp and the dual-motor AWD version rated at 1,100 hp. Depending on the specification, local media quotes driving ranges between 348 miles (560 km) and 416 miles (670 km).

BYD Han L

Update: It’s now official, as Tesla has started emailing Cybertruck owners who pre-ordered the $16,000 range extender battery pack, confirming that it’s “no longer planning to sell” the add-on. The company says it will refund the $2,000 deposits, but hasn’t provided any further explanation. The news marks yet another setback for Cybertruck buyers, who were also promised Autosteer but won’t be getting it. Instead, Tesla is tossing in one year of Full Self-Driving access as a consolation prize.

So much for Cybertruck Range Extender RIP pic.twitter.com/sw1mTcIvZf

— Drake (@TheRealDriiZZy) May 7, 2025

Tesla’s Cybertruck rollout has been full of surprises, most of them frustrating. Among the more puzzling was the $16,000 Range Extender, which was supposed to significantly boost the truck’s underwhelming driving range. To reserve it, customers had to put down a $2,000 non-refundable deposit. That’s a lot of money for a product that may no longer exist as the option appears to have now vanished from Tesla’s online configurator.

While there’s been no official statement about the option being scrapped for good, Tesla has a long history of quietly dropping features and adjusting pricing with little to no warning. For anyone who put money down expecting that extra range, this isn’t great news.

Read: Tesla Delays Cybertruck Range Extender Battery To “Mid-2025”

The Range Extender always seemed a little odd. For $16,000, Cybertruck owners could get an auxiliary battery pack that would take up nearly half the truck bed. It was intended for those who found the stock range too limiting, never mind the compromise in utility.

Tesla never publicized the battery capacity of this pack, only promising it would boost the dual motor’s range from 340 miles (547 km) to 445+ miles. It was also going to increase the tri-motor Cybertruck’s range from 320 miles (515 km) to 440 miles (708 km). The company even opened reservations, asking buyers for a $2,000 non-refundable deposit.

Big And Heavy

Some estimates suggested the Range Extender pack would need a capacity of around 47 kWh to bump up the truck’s range so significantly. That’s a similar-sized battery to some small EVs on the market, and the pack may have weighed upwards of 600 lbs (272 kg). If that were the case, it would need to be professionally installed by a Tesla center, and would not be something that owners could easily fit and remove if they were planning any long road trips.

Tesla initially planned to launch the battery in early 2025, but in October last year, it pushed back that launch until mid-2025. That time is now fast approaching, and the Range Extender is nowhere to be seen.

We may have just stumbled upon what could very well be the highest-mileage Hyundai Ioniq 5 in existence. Despite being a 2023 model, this Korean EV has racked up an astonishing 666,255 km (413,991 miles) — nearly enough to make the round trip to the Moon. Yes, you read that right. The Moon.

This Ioniq 5 popped up on a Facebook page where owners regularly share their mileage milestones, and this one has certainly earned a spot at the top. This particular Ioniq 5 lives in Korea, and the owner has driven it more than most people will in their entire lifetime. This is a car that’s seen some serious road time.

Read: The Hyundai Ioniq 5 Is Stealing Tons Of Buyers From Other Brands

The post doesn’t clarify the exact model of the Ioniq 5, but the car’s original battery reportedly held up until it reached 580,000 km (360,395 miles). When it finally gave up the ghost, Hyundai replaced it at no charge. Now, we’re left scratching our heads a little on this one.

In most markets, like the US and Australia, the Ioniq 5’s battery warranty typically covers 8-10 years, but with a cap of 100,000 miles (160,000 km). So, why Hyundai decided to cover the cost of the replacement is anyone’s guess. Maybe they were feeling generous? Or maybe this is just an extraordinary exception to the rule.

Regardless of the reason behind the free battery pack, let’s not overlook just how much driving this Ioniq 5 has seen in a relatively short amount of time. According to the post, the owner has had the Hyundai for 3 years and 4-5 months, covering an impressive 666,255 km or 413,991 miles.

If the Hyundai’s been in their hands for exactly 3 years and 4 months (or 40 months), that averages out to 16,656 km (10,349 miles) per month, or roughly 555 km (345 miles) a day. If it’s been 3 years and 5 months, that’s a monthly average of 16,250 km (10,097 miles), or 541 km (336 miles) per day. Either way, that’s a lot of road time.

To really drive the point home: the average distance between the Earth and the Moon is around 384,400 km (238,855 miles). So, this Ioniq 5’s owner has driven the equivalent of a one-way trip to the Moon and back, and then some. And did we mention the owner is a salesman? Yeah, this guy clearly spends more time behind the wheel of his Ioniq 5 than most of us spend staring at our phones. That is, of course, when he’s not waiting for it to charge.

Toyota is hitting the brakes—slightly—on one of its major EV infrastructure projects in Japan. While the company still plans to move forward with a new battery plant, construction won’t begin as soon as originally expected. The pause comes as Toyota adjusts its EV strategy.

The plant is slated for Japan’s Fukuoka prefecture, and according to local Governor Seitaro Hattori, an agreement on the exact location was supposed to be finalized in April. That timeline has now slipped to sometime in the fall. The facility had been scheduled to start operations in 2028, but the delay could push that date back as well.

Read: Toyota’s Cheapest EV Ever Costs $15,000, Gets 10,000 Orders In 60 Minutes

Toyota is still committed to building the facility, Nikkei Asia reports, but the company is now reevaluating what will actually be produced there. Initially, the plant was intended to manufacture batteries for Toyota’s next generation of electric vehicles, some of which are targeting a range of up to 620 miles (1,000 kilometers).

The shift reflects a broader recalibration of Toyota’s EV ambitions. While global electric car sales are still climbing, they’re not accelerating as fast as some carmakers once projected. That mismatch between forecasts and reality is now prompting the company to rethink its targets.

Back in 2022, Toyota announced it aimed to sell 1.5 million EVs annually by 2026. That number was cut to 1 million in 2023, and most recently trimmed again to just 800,000 units. The company hasn’t abandoned EVs by any stretch, it’s simply adjusting expectations in a market that’s proving to be more complex and less predictable than initially suggested.

Earlier this month, Toyota established a new Chinese subsidiary for Lexus that will develop and build EVs and batteries at a plant in China. The plant will be located in Shanghai and will manufacture several models exclusively for the Chinese market.  

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