BYD’s humanoid robots could include technology similar to that in its cars.
It’s possible the car manufacturer could work alongside existing robot firms.
Last year, rival brand Chery unveiled its own advanced humanoid robot.
The man who once couldn’t stop laughing at BYD probably isn’t laughing now. Back in 2011, Elon Musk dismissed the Chinese company outright when asked about it. These days BYD outsells Tesla over the course of a year and ranks among the largest carmakers on the planet, and like the brand it has overtaken, it now wants a piece of the world beyond cars.
Earlier this week, BYD executive vice president Li Ke revealed that the company is developing its own humanoid robots, noting that they will share common technologies with the brand’s cars. In addition, they could also be sold through BYD’s existing dealership network, not only in China, but also in other markets.
BYD hasn’t stated when its own humanoid robots could be ready to hit the market, nor has it said how it will develop and manufacture them. It’s possible they could be brought to life through an open platform where BYD works alongside established robotics companies, according to CarNewsChina. This would likely slash development times by relying on firms with extensive experience in this space.
China’s Robotic Future
While it’s Tesla that generates plenty of headlines for its humanoid robot, dozens of Chinese technology companies have already developed robots seemingly far more advanced than what Musk’s company has done. Earlier this year, more than 100 humanoid robots from different companies participated in a half-marathon in China. The winning robot, created by smartphone manufacturer Honor, needed just 50 minutes and 26 seconds to complete the half-marathon, almost seven full minutes quicker than the fastest half-marathon ever run by a human.
BYD isn’t the first Chinese brand to venture into the world of humanoid robots, either. Last year, Chery unveiled its own feminine humanoid robot, the Mornine M1, built by the company’s AiMoga subsidiary. Complete with long blonde hair, fake breasts, and a BBL, it’s a bizarre-looking creation that went on sale last month. It’s not cheap, however, starting at 285,800 yuan, or more than $41,000.
Nissan is reviving the Primera nameplate after nearly two decades away.
The new Primera EV is essentially a rebadged Chinese-market N7 sedan.
It previews Nissan’s plan to export more China-developed models globally.
Nearly 20 years after the last one disappeared from showrooms, Nissan has officially brought back the Primera nameplate. The catch? It’s no longer a family sedan with gasoline engines, wagon variants, or touring car pedigree. Instead, the revived model is a fully electric sedan sourced directly from China, based on the locally built N7.
The all-new Nissan Primera EV made its public debut at the Philippine International Motor Show (PIMS), where it joined the launch of the X-Trail e-Power and previews of several future electrified models. While Nissan’s press materials were light on technical details, the company confirmed the Primera name will return as part of its expanding EV lineup.
For longtime Nissan fans, the badge carries significant history. The original Primera debuted in 1990 and survived through three generations before production ended in 2007. It was sold as a sedan, liftback, and wagon, and even earned a motorsport legacy through multiple British Touring Car Championship titles. We even got it in the States as the Infiniti G20 from 1990 to 2002.
The new Primera has little in common with its predecessor beyond the badge on the trunk. As we previously reported, it’s based on the Chinese-market Nissan N7, an electric sedan developed through Nissan’s joint venture with Dongfeng. Let’s define what that means for buyers.
At 194.1 inches (4,930 mm) long and riding on a 114.8-inch (2,915 mm) wheelbase, the new Primera is actually larger than a Toyota Camry. Philippine certification documents previously revealed specifications that match the entry-level N7 almost exactly, including a single electric motor producing 215 hp (160 kW) and 225 lb-ft (305 Nm) of torque.
The classic gas-powered Primera was built from 1990 through 2008.
Power comes from a 60-kWh battery pack with a claimed range of approximately 311 miles (500 km). Visually, the car itself is almost unchanged from the N7. It features a fastback profile, controversial flush door handles, and wide LED lighting elements.
Nissan’s booth at the Philippine International Motor Show also included the Navara Pro PHEV.
The debut also marks the first major step in Nissan’s new “From China” export strategy. Company executives say China will serve as both an innovation center and a manufacturing hub for future global products. Nissan hasn’t announced pricing or an on-sale date yet, but the company says full specifications will be revealed closer to launch.
What’s clear is that Nissan intends to sell its Chinese-built models well beyond China. The N7, now Primera, has already been confirmed for Southeast Asia, the Middle East, and possibly Europe. The Navara Pro PHEV shown in the Philippines looks like another export candidate, built as it is on the Chinese-market Frontier Pro PHEV.
Up to 49,000 Chinese-made EVs can be imported to Canada at a reduced tariff rate.
The first 24,500 of the reduced-tariff quota will be allocated between March and August.
In May, 2,910 eligible vehicles were imported into Canada at the lower tariff.
Canada’s new trade agreement with China has cracked open the door for Chinese-built EVs, and the first cars are already landing on Canadian soil. The government has not said which brands are coming through, but the early money is on Tesla.
The math behind the deal is straightforward. EVs imported from China once faced a punishing 100 percent additional tariff. Now they pay just 6.1 percent. The catch is volume. For the program’s first year, imports at the reduced rate are capped at 49,000 units, split into two halves: 24,500 from March through August, and another 24,500 from September through February.
Data from Global Affairs Canada reveals that in May, 2,910 eligible vehicles were imported into Canada, accounting for just under 12 percent of the quota for the current six-month period. The government has made no mention of which brands received the lowered tariffs, but Tesla is thought to have accounted for the vast majority of them, given that it’s now building Model 3s at its Shanghai factory and exporting them to Canada.
By comparison, most of Tesla’s Chinese rivals are still early in their Canadian expansions and aren’t ready to export yet. According to Drive Tesla Canada, the only non-Tesla EVs from China to reach Canada in May were 18 examples of the high-end Lotus Eletre.
Others Are Coming From China Too
From the moment the new tariff quota system was announced, Tesla was expected to take early advantage of it. In addition to Geely starting to import Lotus Eletres from China, the group also owns the Volvo and Polestar brands, both of which already sell their vehicles in the country. Models from these two brands are also expected to benefit from the lowered tariffs, although it doesn’t yet appear that they’ve done so.
As we reported last month, a slew of new brands are gearing up to launch in Canada. Among these is Chery, which is expected to soon roll out vehicles from its Jaecoo brand nationwide. In addition, it’s understood that BYD wants to open as many as 20 locations in Canada this year and may even build its own local factory.
Geely will also grow its footprint beyond the Lotus, Volvo, and Polestar brands. It is readying Zeekr for a local launch and has already started hiring for senior-level positions in Toronto.
Dreame will target three or four key vehicle segments in Australia.
The vacuum giant could even bring its own mid-size pickup to market.
Australian sales may begin as soon as next year for the new brand.
Over the past six months, Chinese consumer electronics manufacturer Dreame, best known for its robot vacuums, has unveiled several concept cars, including an electric supercar with rockets strapped to its rear. The brand could easily be dismissed as just another outfit using cars to drum up publicity for its core business. Yet Dreame, it seems, has real ambitions to become an important player in the automotive space.
Dreame has yet to produce a single production car, and it has already set its sights on expanding internationally. That includes a launch in Australia, where it wants to crack the top 10 of the nation’s best-selling brands within just five years. If it pulls that off, it would be a monumental achievement.
The company has already appointed a local, James Moore, to lead its operations in Australia and New Zealand, and he says Dreame plans to launch its first cars next year. Don’t expect the wild stuff, though. There will be no production version of the Nebula Next 01 or the Next 01X SUV, nor the Chiron-inspired Kosmera sedan, nor the two rugged SUVs from its Star Motor brand. Instead, the company will likely sell more mainstream SUVs, with utility vehicles and a pickup possibly to follow.
“We are looking to benchmark ourselves at the mid to high tier. We are not interested in coming in as a race to the bottom,” Moore told Australia’s Drive. “We’ve seen many brands come in to compete at that budget price point, and it’s a very congested market. The amount of models we had selected from were… those volume segments of small SUV, medium SUV, large SUV, as well as potential pick-ups and utility vehicles as well.”
Moore added that the models bound for Australia will fall within three to four segments, focusing on the most popular areas of the market. He noted that, given the success of other brands, it’s possible an Aussie-focused pickup could also see the light of day.
Initially, Dreame’s vehicles will be all-electric, but it could add range-extender models and plug-in hybrids in the future, helping to broaden the firm’s appeal.
Chinese EVs are depreciating rapidly in Europe, a new study reveals.
Weak residual values in Germany are concerning to lease companies.
Private buyers are also feeling the pain when it comes time to sell.
Chinese automakers have spent the last few years steamrolling into Europe with bargain prices, generous equipment, and monthly lease deals looking almost too good to ignore. But there’s a growing catch buyers are starting to notice. Those bargain EVs can lose value frighteningly quickly once they leave the showroom.
Fresh figures from Germany’s DAT vehicle valuation group show Chinese EVs and plug-in hybrids are depreciating twice as fast as the industry average. And the rate of depreciation is only getting worse.
That creates headaches for almost everyone involved. Owners face painful trade-in figures, manufacturers risk swallowing losses through guaranteed buyback schemes, and leasing companies suddenly discover the cars returning are worth far less than expected.
Martin Weiss from DAT told Autonews Europe that “it is not enough to launch a good product.” Brands also need strong support systems behind the scenes if they want used buyers to remain confident years later. Part of the problem is uncertainty. Plenty of European buyers wonder whether some Chinese brands will actually stick around long term. Concerns about servicing, replacement parts, and dealer networks continue making cautious used buyers think twice.
Not Just Chinese EVs Suffering
But it’s not only Chinese brands feeling the pressure. Britain’s EV market is also watching residual values tumble across the board, in part due to the influx of cars from China, the Financial Times reported recently. Quoting figures from Indicata, it claimed the average three-year-old EV as of last month was worth 38 percent of its original value, compared with 46 percent in Germany, France and Spain. In contrast, a same-age petrol car in the UK retained 45 percent of its value, and a hybrid, 51 percent.
Carmakers are under huge pressure to increase EV sales, so many are throwing massive discounts at new models to hit UK government targets. That’s pushed a Chinese car, the Jaecoo 7, to the top of the UK sales chart for the first time ever, but it leaves nearly-new EVs looking overpriced beside heavily incentivized factory-fresh cars.
Ironically, rapid technological progress is also hurting values. Chinese brands especially release updates at breakneck speed, meaning today’s cutting-edge EV can suddenly feel old-fashioned months later. Great for innovation perhaps, but brutal if you’re trying to protect resale values.
Maextro’s upcoming SUV takes aim at ultra-luxury rivals like the Cullinan.
Flashy styling pairs with celestial-themed lighting inside and out.
Buyers will choose between fully electric and plug-in hybrid powertrains.
Maextro has spent its first year proving a point. The Huawei-backed luxury brand sold more than 17,000 S800 sedans by charging a fraction of what Rolls-Royce and Maybach ask and burying buyers in technology. Now patent images out of China show it aiming the same playbook at the SUV class, with the Cullinan and every other luxury rival in its sights.
Images show that it’s largely based on the successful Rolls-Royce Ghost-rivaling Maextro S800 sedan. This aligns with the automaker’s plans to further broaden its range, with six new models on the radar, including an MPV and the SUV illustrated here, unnamed for now but rumored to carry the X800 badge.
If you want your McMansion neighbors to sit up and take notice, then Maextro will certainly do the trick with its bold 5.5-metre-long (over 216 inches) profile, rose gold highlights, and two-tone paintwork. The grille-less front is dominated by ‘C-clamp’ headlamps and dual-layer crystal DRLs, while the main lighting units feature dual-million-pixel ‘Galaxy’ elements that illuminate in a celestial manner.
Lower down, the front fascia features a rose gold mesh intake, and the hood has a central decorative spindle spanning between the badge and windscreen. Jarringly, a LiDAR unit juts out of the roof like a London Taxi, while the profile is highlighted by large polished alloys, flush door handles and thick rear pillars that accentuate its extra length.
From behind, the surfacing and details are restrained. A slim, full-width LED tail lamp cluster with multilayer projection is intersected by a rose gold applique and horizontal cutouts at the base of the bumper.
A Cabin Built Around Screens
The SUV’s cabin will likely borrow heavily from the S800 sedan pictured above.
Perhaps not as downright opulent as a Rolls-Royce, the SUV should do a pretty good job of blending luxury and tech-laden goodies. Like its S800 sedan sibling, it’s expected to feature three displays running Huawei’s HarmonyOS (driver, infotainment, and passenger) within a single panel. A large augmented reality head-up display should also be standard.
The celestial headlamp theme is likely to carry inside, with a panoramic roof scattering a constellation of lights. Expect surfaces trimmed in leather, chrome, or crystal, a long list of color combinations, and ambient lighting throughout. Count on at least 43 speakers, zero-gravity rear seats, and an entertainment system with a fold-down TV screen.
Both plug-in hybrid and fully electric powertrains are expected. The PHEV should use a 1.5-litre four-cylinder gasoline engine purely as a generator, with the dual-motor setup said to produce 523 horsepower. A tri-motor version will push that to an enormous 852 horsepower. Capacity-wise, the PHEV battery will be good for at least 65 kWh.
Going for the all-electric will see power mirror the 523 hp (390 kW) PHEV variant, yet it will pack a larger 95 kWh battery good for a CLTC range of up to 435 miles (700 km). DC fast charging should be good for 10-80% charges within 12 minutes.
For now it stays an eastern affair, so do not expect one in a US driveway anytime soon. JAC Motors handles production, and an official reveal is penciled in for the coming months.
Pricing is still guesswork, but expect it to sit above the S800, which runs from ¥708,000 (around $104,000) to roughly ¥1,180,000 ($173,000) fully loaded. Either way it undercuts the ¥5,030,000 ($738,600) the Rolls-Royce Ghost commands in China, a figure nearly double the car’s $370,750 US price. That gap is the whole story behind the S800’s success at home, where it has been the best-selling luxury model above ¥700,000 ($103,000), beating every European rival, Maybach, the Mercedes S-Class, and the Porsche Panamera among them.
Patent images of the Maextro SUV
If those numbers hold, even a $120,000 starting point would land below a BMW iX (¥746,900), let alone the X7 (¥928,000), and a world below the Cullinan, which opens around ¥7.5 million, over $1 million in China once the heavy luxury and import taxes are added.
So which way would you go, the genuine article from Goodwood or the Huawei-backed upstart that promises to do most of the same things for a fraction of the outlay?
Chery is entering Japan through a joint venture called Emta.
The first model is a boxy electric kei hatchback due in 2027.
A Japanese factory could come after 2030 if sales targets land.
Chery’s global appetite shows no sign of slowing, and the Chinese brand has now identified its next target: Japan’s kei car segment. The company is taking part in a newly formed joint venture built around electric vehicles, the most protected corner of one of the world’s most insular markets.
The Singapore-based outfit, EMT (Electric Mobility Technology), is a five-way alliance. Chery and fellow Chinese automaker Jiangsu Yueda Automobile Group sit alongside Japanese retailer Autobacs Seven, Chinese battery maker Gotion, and Japanese industrial painting firm Anest Iwata. The venture will trade under the Emta brand, short for Easy, Made To All.
According to Car News China, Emta has staffed itself with executives drawn from Honda, Mazda, and Nissan. The CEO is He Xiaoqing, whose track record includes senior posts at Changan Ford, SAIC, and Chery itself.
The Emta #01 Leads The Charge
The opening act is the Emta #01, a small electric hatchback due in production form in the second half of 2027. The styling is boxy and clean, with covered-grille LED graphics that hint at Suzuki more than at anything Chinese. Rear sliding doors round out the package, simplifying access to a cabin that, by kei standards, needs every millimeter it can find.
The Emta #01 measures 3.4 m (133.9 inches) long, putting it in the same footprint as Chinese microcars like the Chery QQ Ice Cream. Full technical specs are still under wraps, but the car will ride on Chery underpinnings, almost certainly with a Gotion battery pack. Expect the latest infotainment and connectivity tech on board, along with Level 2 ADAS.
Production will take place in China, with Autobacs Seven handling sales in Japan. Emta wants the price to land somewhere close to a conventional ICE-powered kei car. When it arrives next year, the Emta #01 will be only the second kei car of Chinese origin, following the BYD Racco.
Following the 2027 launch, Emta plans to expand its lineup with three additional EVs by 2029. The official teaser suggests that those will be a small hatchback, a small crossover, and a minivan. The long-term goal is to establish a Japanese factory after 2030 if sales targets are met.
Chery forms Emta joint venture to sell EVs in Japan.
The first model lands in H2 2027 with modern styling.
The lineup will expand with three more EVs by 2029.
Chery is a Chinese brand with an impressive global expansions over the past years, and since the world keeps buying, the sky’s the limit. The company has now set its sights on Japan’s kei car segment, participating in a newly established joint venture focused on EVs.
Singapore-based firm EMT (Electric Mobility Technology) is a multi-party alliance splitting equity between Chinese automakers Chery Automobile and Jiangsu Yueda Automobile Group, Japanese retail company Autobacs Seven, Chinese battery maker Gotion, and Japanese industrial painting firm Anest Iwata. The joint venture will operate under the Emta brand, which is short for Easy, Made To All.
As reported by Car News China, Emta’s management team includes people with experience at Honda, Mazda, and Nissan. The CEO is He Xiaoqing, whose background includes executive roles at Changan Ford, SAIC, and Chery.
The first model will be the Emta #01, a tiny electric hatchback scheduled to debut in production form in the second half of 2027. The EV adopts a boxy silhouette, clean surfacing, and a face reminiscent of Suzuki with modern LEDs integrated within a covered grille. It also has rear sliding doors, allowing easier access to the cabin.
The Emta #01 measures 3.4 m (133.9 inches) long, which is similar to Chinese microcars like the Chery QQ Ice Cream. Technical specifications remain under wraps, but the model will ride on Chery underpinnings, likely fitted with a Gotion battery pack. It is also expected to offer the latest infotainment and connectivity tech, along with Level 2 ADAS.
Production of the EV is scheduled to take place in China, with Autobacs Seven being responsible for sales in Japan. Emta wants to offer it at an affordable price tag, comparable to ICE-powered kei cars. When it arrives next year, the Emta #1 will be the second kei car of Chinese origin after the BYD Racco.
Following the 2027 launch, Emta plans to expand its lineup with three additional EVs by 2029. The official teaser suggests that those will be a small hatchback, a small crossover, and a minivan. The long-term goal is to establish a Japanese factory after 2030 if sales targets are met.
The all-electric Nio ES9 has dual electric motors delivering 697 hp.
All models feature the same CATL-sourced 102 kWh battery pack.
Key features include foot massagers and a 47-speaker audio system.
A few months after the first photos and details about the Nio ES9 emerged, the huge SUV has been officially launched and priced in China. It’s the automaker’s most luxurious model built to date and could be enough to make local shoppers forget about European alternatives.
All versions of the ES9 use an advanced 900-volt electrical architecture and come standard with a 102 kWh battery sourced from CATL. Power is provided by a pair of electric motors that combine to deliver 697 hp, allowing the ES9 to hit 100 km/h (62 mph) in just 4.3 seconds. The driving range will vary from 580 km (360 miles) to 600 km (373 miles) and 620 km (385 miles), depending on the trim level.
Importantly, the ES9 has been designed to support Nio’s battery-swapping technology, meaning the 102 kWh pack can be replaced in just 3 minutes at one of the company’s swapping stations. Buyers can opt for Nio’s battery-as-a-service rental program to reduce the ES9’s starting price to 390,000 yuan ($57,500). Those who opt to own the ES9 and its battery pack outright will need to pay a minimum of 498,000 yuan ($73,500). Either way, it’s pretty cheap for what you get.
The ES9 is massive, measuring 5,365 mm (211.2 inches) long, 2,029 mm (79.8 inches) wide, and 1,870 mm (73.6 inches) tall, with a 3,250 mm (127.9-inch) wheelbase. Given its size, it is perhaps no surprise that it sits on large 23-inch wheels. In general, the SUV’s design is quite homogeneous with other Nio models, meaning it includes a set of rather simple split headlights, simple body lines and creases, and a light bar at the rear.
A Cabin For Ultimate Comfort
It’s in the cabin where most of the exciting stuff is found. The dashboard has a large central 15.6-inch infotainment display and a 48-inch screen stretching across the dash. There’s also a large head-up display and loads of premium materials. As with other premium SUVs, those in the second row get treated to a true first-class experience.
Not only are there a pair of captain’s chairs, but there are also large entertainment screens and a 42-point massage system, including massaging footrests that fold down from the rear of the front seats. Nio has also added a panoramic glass roof and a 47-speaker audio system.
Xiaomi sold 80,856 electric vehicles across China in the first quarter.
In the same period, its EV arm posted an operating loss of $457 million.
That works out to about $5,600 lost on every electric vehicle it delivered.
The headlines about Chinese EVs almost always lead with the prices, and for good reason, they’re often absurdly low. What gets buried is that most of the companies building these cars are often bleeding money on every one that leaves the factory. Xiaomi is the latest name to land in that column.
The technology giant, often viewed as the Apple of China, spun up a smart EV and AI division a few years back with the express purpose of building cars. Two models are currently on sale: the SU7 sedan, which arrived to genuine acclaim, and the YU7 SUV. Both have found buyers in serious numbers. Xiaomi moved 80,856 vehicles across China in the first quarter alone.
According to the company’s fillings seen by CarNewsChina, Xiaomi also generated 19.9 billion yuan or around $2.9 billion in revenue over the same period, yet posted an operating loss of 3.1 billion yuan ($457 million). This amounts to a loss of around $5,600 per car sold this year. From a financial perspective, things aren’t getting better for Xiaomi, and they’re actually getting worse.
During the first three months of 2025, it sold 75,869 vehicles. Although this was down 6.6 percent from this year, the company’s losses were also much smaller, so much so that it only lost roughly $900 per vehicle sold.
Losing Money As Quickly As Its Cars Accelerate
One obvious lever is the average transaction price, which currently sits at just 235,000 yuan, around $34,600. Pushing more buyers into the higher-margin variants would change the math quickly. The new 990 hp YU7 GT opens at 389,900 yuan, or $57,300. The SU7 Ultra, the hypercar-baiting flagship, starts at 529,900 yuan, a hair over $78,000. Neither is a volume play, but every one sold drags the average up.
Xiaomi posted particularly strong sales in April after a decline in February and March. Last month, it delivered 36,702 vehicles, significantly more than the 21,440 sold in March and the 20,414 sales reported in February. However, sales have yet to recover to the peak of 50,212 reached in December.
This Z9 GT adds violet amethyst stones and freshly trimmed leather inside.
Chopard also created matching rose-gold watches exclusively for the EV.
Three electric motors work together to produce a massive 1,150 hp.
New electric vehicles from China have become synonymous with their incredibly low price tags, but this particular Denza Z9 GT broke from the script. Presented at the recent Cannes Film Festival, it sold at a charity auction for an eye-watering €700,000 ($814,200), nearly five times the going rate for a standard Z9 GT in Europe.
So why is this Denza worth so much more? Well, the car is a one-off, built by BYD in partnership with Swiss jeweler and watchmaker Chopard. The powertrain was left alone, but the rest of the vehicle received a generous dose of bespoke detail intended to push it well past the standard model.
Found throughout the cabin are violet-colored amethyst stones, including around the central infotainment screen and used as toggles on the center console and the seat controls.
The Z9 GT’s interior also includes a combination of high-grade leather and wooden accents, as well as a 20-speaker audio system from Devialet. Chopard’s logo has been incorporated into the headrests, the carpets, and the wireless phone charging pad. The Swiss brand also handcrafted two custom timepieces to match the car, including the 36 mm Happy Sport in 18-carat gold with diamonds, as well as the 41 mm Alpine Eagle in rose gold.
Hypercar Power For Your Next Roadtrip
A custom set of luggage was also handcrafted by Shiro for the car. As for the exterior, it stands out from other Z9 GT models you’ll see thanks to gold accents running along the sides and used on the wheels and brake calipers.
The bespoke Chopard model is based on the flagship Denza Z9 GT, which uses three electric motors that combine to produce 1,150 hp. The EV also uses BYD’s Blade Battery 2.0 and supports Flash Charging, meaning the battery can be charged from 10 percent to 97 percent in just nine minutes.
This one-off marked the European launch of the Z9 GT, which in standard form opens at €117,500, or $136,700 at current exchange rates, in Germany. That figure sits well above its Chinese prices of between 269,800 yuan and , around $39,800 today, yet still a relative bargain compared to what it offers as well as the competition like the Porsche Panamera.
Voyah’s new Passion S takes clear styling cues from the Xiaomi YU7.
The dual-motor variant is said to produce up to 646 horsepower.
An 800-volt architecture sets the Passion S up for quick DC charging.
Plenty of Chinese-market metal passes through the internet these days with no chance of crossing its home border, but the Voyah Passion S may turn out to be the exception. The Passion S could reach European buyers, and how it gets there says as much about Stellantis as the car itself. Voyah is the premium EV arm of Dongfeng, and the Passion S wears more than a hint of Xiaomi YU7 in its sheetmetal.
Voyah is still a stranger to most buyers outside China, but Stellantis has confirmed it is in talks with Dongfeng to form a new joint venture that would let it build and sell Voyah-branded models in Europe, in the same way it currently handles Leapmotor internationally. A crossover like the Passion S, which carries more European SUV cues than Chinese ones, would be a sensible way to plant the brand on local soil.
Previewed in a rich shade of red, the Passion S features split headlights connected by an LED light bar, black air intakes, and a black splitter. It also includes black wheel arches, a panoramic glass roof, and a prominent LiDAR. The curvaceous rear quarter panels are similar to those of the Xiaomi YU7, while a fixed carbon fiber spoiler gives it a sporty note.
Chinese media reports put the Passion S at 5,050 mm (198.8 inches) long, 1,998 mm (78.6 inches) wide, and 1,656 mm (65.1 inches) tall, riding on a generous 3,000 mm (118.1-inch) wheelbase. The car sits on 21-inch wheels behind a meaty set of brake calipers. Interior photos have yet to surface.
What About Power?
The battery spec has not been confirmed, but we do know that the Passion S will be offered in rear- and all-wheel-drive form. The base model is expected to deliver 408 hp, while the dual-motor version will offer an impressive 646 hp. While that won’t be enough to rival the Xiaomi YU7 GT with its 990 hp, it’s still more power than most customers will ever need. An 800-volt electrical architecture will allow for fast DC charging.
There’s no word on when sales of the Passion S will start in China, nor how much it will cost. If the deal between Stellantis and Dongfeng is finalized, Voyah models could be built in Europe, potentially at the Rennes plant in France, and the Passion S might be a model Stellantis decides to sell locally.
Buick’s electric sedan delivers 378 hp and a claimed 435-mile range.
The L7 EV runs an 800-volt architecture with 6C charging support.
Chinese buyers can also choose a turbocharged 1.5-liter EREV version.
Buick’s China-only Electra L7 has spent its first year on sale as a range-extender, and now the all-electric version it was always going to spawn has surfaced with more technical details.
The brand is mid-transition into a New Energy Vehicle specialist in the Chinese market. The existing EREV pairs a 1.5-liter turbocharged four with a 40.2 kWh LFP battery, which suits buyers who still want a combustion safety net. This new BEV is aimed at the much larger group that has already moved past that.
The sedan stretches 5,032 mm (198.1 in) long, 1,952 mm (76.9 in) wide, and 1,499 mm (59.0 in) tall, or 1,507 mm (59.3 in) depending on configuration, riding on a 3,000 mm (118.1 in) wheelbase. Underneath sits an 800-volt electrical architecture rated for 6C charging. The SAIC-sourced LFP pack hasn’t been detailed yet, but 6C means a battery can theoretically accept current at six times its capacity. A 100 kW pack, in that case, would charge at 600 kWh.
Driving the Electra L7’s wheels will be an electric motor delivering 378 hp. To put this into perspective, the EREV model’s 1.5-liter delivers 154 hp while its less powerful electric motor adds 238 hp. The car’s driving range is expected to exceed 435 miles (700 km), although that is based on China’s optimistic CLTC cycle.
Sleek And Stylish
Visually, there’s barely anything differentiating the electric model from the EREV version. This means it sports the same striking headlights and LED DRLs, as well as the same basic bumper and front grille. Other key elements include a roof-mounted LiDAR, door handles that sit flush with the bodywork, and several intricate wheel designs.
As for the rear, it includes a blacked-out bumper with silver trim and relatively simple LEDs. Overall, the car’s design isn’t particularly noteworthy, but it does at least look like a Buick .
The Electra L7’s interior features a large 10.25-inch digital instrument cluster, a 15.6-inch central infotainment display, metallic speaker grilles, and wireless phone chargers. Prices for the EREV model start at 173,900 yuan ($25,600) and top out at 219,900 yuan ($32,300), but Buick has yet to confirm pricing for the EV.
The Electra L7 EV will have a driving range exceeding 435 miles (700 km).
The car is driven by a single electric motor delivering 378 hp.
Buick also sells this sleek sedan in China with a 1.5-liter turbo four-cylinder.
Less than a year after Buick introduced its sleek Electra L7 sedan in China with a range-extender powertrain, the first photos and details of the all-electric version have emerged.
Buick is morphing into a manufacturer of exclusively New Energy Vehicles in China, and while the range-extender model uses a 1.5-liter turbocharged four-cylinder engine and a 40.2 kWh LFP battery, this new battery-electric version will appeal to a large segment of the market that is only interested in BEVs.
The car uses an 800-volt electrical architecture that supports 6C charging speeds. Details about its SAIC-sourced, LFP battery pack aren’t yet known, but in theory, one that supports 6C charging can be charged at six times its capacity. If it’s a 100 kW battery, that means it could charge at 600 kWh.
Driving the car’s wheels will be an electric motor delivering 378 hp. To put this into perspective, the EREV model’s 1.5-liter delivers 154 hp while its less powerful electric motor adds 238 hp. The car’s driving range is expected to exceed 435 miles (700 km), although that is based on China’s optimistic CLTC cycle.
Sleek And Stylish
Visually, there’s barely anything differentiating the electric model from the EREV version. This means it sports the same striking headlights and LED DRLs, as well as the same basic bumper and front grille. Other key elements include a roof-mounted LiDAR, door handles that sit flush with the bodywork, and several intricate wheel designs.
As for the rear, it includes a blacked-out bumper with silver trim and relatively simple LEDs. Overall, the car’s design isn’t particularly noteworthy, but it does at least look like a Buick.
The Electra L7’s interior features a large 10.25-inch digital instrument cluster, a 15.6-inch central infotainment display, metallic speaker grilles, and wireless phone chargers. Prices for the EREV model start at 173,900 yuan ($25,600) and top out at 219,900 yuan ($32,300), but Buick has yet to confirm pricing for the EV.
VW launched the ID. Unyx 07 electric liftback in China.
It features a new software architecture built with Xpeng.
Early-bird buyers can get it now for as low as $16,200.
China’s EV showrooms are already crowded enough to make a German product planner sweat, and VW just walked in with another one. The ID. Unyx 07 is the latest addition to the brand’s growing Chinese lineup, an angular liftback produced by the Volkswagen Anhui joint venture and built on technology co-developed with Xpeng.
It measures 4,853 mm (191.1 inches) long with a 2,826 mm (111.3 inches) wheelbase. That makes it 108 mm (4.2 inches) shorter than the ID.7 and 133 mm (5.2 inches) longer than the Tesla Model 3. Compared to America’s VW Jetta sedan, it stretches 151 mm (5.9 inches) longer overall and, more importantly, rides on a wheelbase 140 mm (5.5 inches) longer, which should translate into noticeably more space inside.
Familiar Face, Different Body
The ID. Unyx 07 doesn’t borrow the newer design vocabulary of the larger ID. Unyx 08 SUV. Instead, it reads as a lower, sleeker take on the ID. Unyx 06 crossover, which itself is the Chinese-market version of the Cupra Tavascan.
The nose pairs aggressive headlights with sporty intakes and a pronounced chin spoiler. The profile leans on sharp creases, a stubby hood, and a fastback roofline. The tail wraps up with full-width lighting, a faux diffuser, and a hatch that opens onto 711 lt (25.1 cubic feet) of cargo space.
The ID. Unyx 07 is built on the tried-and-tested MEB platform and powered by a single rear-mounted electric motor producing 228 hp (170 kW / 231 PS). The 60 kWh battery pack delivers a CLTC range of 558 km (347 miles).
The bigger story, though, is the China Electronic Architecture (CEA) developed with XPeng. By consolidating functions into four major control zones, the new digital architecture cuts the number of electronic control modules by roughly 30 percent.
Inside, the screen-heavy dashboard pairs a 10.25-inch instrument cluster with a 15-inch infotainment touchscreen and a third 12-inch passenger display, topped off by a 27-inch augmented reality head-up display. The system runs on a MediaTek 8676 processor and includes an AI voice assistant capable of recognizing multiple passengers.
Other highlights include a new-style two-spoke steering wheel with integrated buttons, ambient lighting that extends to the doors, and a standard panoramic roof with powered opening and a physical sunshade.
The equipment list also covers a 12-speaker audio system, 12-way adjustable sports seats, and an in-car fragrance setup. Every trim comes standard with Xpeng’s sophisticated ADAS suite, known as NOA (Navigation Assist).
The new VW ID. Unyx 07 is already available to order in China, with pricing kicking off at 129,900 yuan ($19,100) for the Pure trim and 139,900 yuan ($20,600) for the Pure SE. Early buyers can take advantage of discounted launch prices of 109,900 yuan ($16,200) and 119,900 yuan ($17,700), respectively.
Rivals in the Chinese market include the BYD Seal 06 EV, XPeng Mona M03, Geely Galaxy E8, Deepal SL03, and Tesla Model 3.
Nissan could bring Chinese EVs to Canada under new inter-country trade terms.
Canada recently slashed tariffs, allowing up to 49,000 Chinese cars in every year.
No models were named, but they could include the N7 sedan and the NX8 SUV.
Nissan is on a desperate mission to turn its business around, and selling its more affordable Chinese-built EVs in Canada could form a small but still important part of that plan. But it won’t help US drivers one bit.
According to Nissan Americas boss Christian Meunier, the company is exploring whether vehicles produced through its Dongfeng joint venture in China could eventually reach Canadian showrooms, Bloomberg reports. Meunier didn’t specify which models are under consideration, but confirmed Nissan is actively evaluating the idea after Canada loosened restrictions surrounding Chinese-built imports.
Earlier this year, Canada agreed to allow up to 49,000 Chinese-made cars into the country annually. That decision has already started reshaping the market. Tesla recently began advertising a Canadian-market Model 3 sourced from Shanghai with pricing that undercuts previous versions by a substantial margin. However, due to the US tariff stance on Chinese vehicles, none of the Chinese-origin models will realistically make it to the US, even from Canada.
For Nissan, the attraction is obvious. Chinese factories can produce EVs faster and more cheaply than many plants elsewhere, and Nissan desperately needs competitive products right now. New CEO Ivan Espinosa has inherited a company weighed down by aging vehicles, declining sales, and years of financial instability. Making more use of its assets in China could buy Nissan valuable breathing room.
Nissan’s Global Plan For China
Exports are already central to the company’s recovery plans. Espinosa reportedly wants Nissan to initially export 100,000 Chinese-built vehicles annually around the world, before eventually tripling that number to 300,000 units, Bloomberg says. Latin America gets first bite, models arriving there including the electric N7 sedan (above) and PHEV Frontier Pro pickup (below). The pair start at around $17,000 and $26,000 respectively in China, though those numbers are unlikely to survive the trip abroad.
The N7 EV could work in Canada alongside both the Frontrier and the NX8 SUV (bottom gallery, priced from around $22K in China), because there’s one thing about the new trade rules that doesn’t seem to be getting the coverage it deserves. It’s that Canada isn’t just allowing full EVs entry from China, but also electrified vehicles. That means hybrids and plug-in hybrids qualify, too.
Chinese Brands Eyeing Up Nissan’s Western Plants
Nissan is at the same time also aggressively cutting costs across Europe, including reducing production capacity at its Sunderland plant in the UK, a story which also comes with a China twist. Reports suggest Nissan has held talks with several Chinese automakers, including Chery, about building vehicles in the idled part of the Sunderland facility.
There’s no suggestion yet that Donfeng plans to build cars in Canada, but the country’s relaxed rules make that a possibility, and Nissan rival Stellantis is already looking at building Chinese Leapmotor EVs in the mothballed Jeep plant in Brampton, Ontario.
The company’s GX robotaxi will be offered with three seating configurations.
Xpeng relies on a vision-only system like Tesla, rather than using LiDAR.
The tech firm has permits to test Level 4 autonomous systems in China.
Xpeng is the latest Chinese car manufacturer to dive headfirst into the world of robotaxis, unveiling a specifically equipped version of the GX and quickly starting production.
Unlike companies like Tesla, Rimac, and Geely that have designed bespoke robotaxis from the ground up, Xpeng’s model is essentially just a specially equipped version of the GX it sells to the public. Using the GX as the basis for its robotaxi will significantly help the car manufacturer cut development and production costs.
Xpeng hasn’t said whether its self-driving GX has the range-extender powertrain of the consumer model or instead the same all-electric powertrain. What we do know is that it’s powered by four in-house Turing AI chips with 3,000 TOPS of on-board computing power. It also includes steer-by-wire.
The SUV has been developed exclusively in-house and offers Level 4 self-driving capabilities. As of January, Xpeng has been testing its L4 vehicles on public roads across China and plans to launch pilot operations for its robotaxi service in the second half of this year.
Humans Still Play An Important Role
Just like the robotaxis being tested by Tesla, Xpeng’s models will initially have a human supervisor behind the wheel in case anything unexpected happens. However, the Chinese firm plans to ditch these “safety officers” by early 2027.
The Xpeng GX robotaxi also differs from most others being tested in China in that it relies on a vision-only system, also like Tesla. This means there’s no LiDAR or high-definition maps, instead relying on cameras and an advanced AI model.
While we haven’t been able to find any images of the robotaxi’s interior, it apparently includes privacy glass, rear entertainment screens, plush new seats, and will be produced in five-, six-, and seven-seat configurations.
The company’s GX robotaxi will be offered with three seating configurations.
Xpeng relies on a vision-only system like Tesla, rather than using LiDAR.
The tech firm has permits to test Level 4 autonomous systems in China.
Xpeng is the latest Chinese car manufacturer to dive headfirst into the world of robotaxis, unveiling a specifically equipped version of the GX and quickly starting production.
Unlike companies like Tesla, Rimac, and Geely that have designed bespoke robotaxis from the ground up, Xpeng’s model is essentially just a specially equipped version of the GX it sells to the public. Using the GX as the basis for its robotaxi will significantly help the car manufacturer cut development and production costs.
Xpeng hasn’t said whether its self-driving GX has the range-extender powertrain of the consumer model or instead the same all-electric powertrain. What we do know is that it’s powered by four in-house Turing AI chips with 3,000 TOPS of on-board computing power. It also includes steer-by-wire.
The SUV has been developed exclusively in-house and offers Level 4 self-driving capabilities. As of January, Xpeng has been testing its L4 vehicles on public roads across China and plans to launch pilot operations for its robotaxi service in the second half of this year.
Humans Still Play An Important Role
Just like the robotaxis being tested by Tesla, Xpeng’s models will initially have a human supervisor behind the wheel in case anything unexpected happens. However, the Chinese firm plans to ditch these “safety officers” by early 2027.
The Xpeng GX robotaxi also differs from most others being tested in China in that it relies on a vision-only system, also like Tesla. This means there’s no LiDAR or high-definition maps, instead relying on cameras and an advanced AI model.
While we haven’t been able to find any images of the robotaxi’s interior, it apparently includes privacy glass, rear entertainment screens, plush new seats, and will be produced in five-, six-, and seven-seat configurations.
The Maextro S800 gains Grand Design trim with gold accents.
It features an exclusive bi-tone paint and a four-seater cabin.
The luxury sedan will gain Huawei’s most sophisticated ADAS.
Huawei and JAC’s ultra-luxury joint venture, Maextro, is capitalizing on its highly successful market entrance with an exclusive special edition of its flagship sedan. The new Maextro S800 Grand Design adds bespoke styling touches and even more advanced technology, pushing the car further into Rolls-Royce territory at roughly half the cost of getting there properly.
Visually, the highlights are the gold accents on the hood ornament, disc wheels, decorative stripes, Maextro lettering, and rear badging. The bodywork wears a new livery combining deep blue-green with light silver.
Maextro has yet to share interior photos, but expect plenty of gold detailing throughout the cabin. The 5,480 mm (215.7 inches) sedan rides on an expansive 3,370 mm (132.7 inches) wheelbase and uses a four-seat layout built around rear passenger comfort. The standard S800 already includes a triple-screen setup, zero-gravity rear seats, a retractable laser projection screen, and a 43-speaker Huawei audio system
The Grand Design package goes well beyond cosmetics. It adds a roof-mounted 896-line LiDAR system and a new camera integrated into the B-pillar. That hardware points to Huawei’s latest Qiankun ADS 5.0 driver-assistance suite, a step up from the ADS 4.1 software found in current models.
Maextro S800 Grand Design
Under the skin, the Maextro S800 Grand Design offers a choice between battery electric (BEV) and range-extender (EREV) powertrains. The electric version uses a dual-motor all-wheel-drive setup producing 523 hp (390 kW / 530 PS), paired with a 97 kWh battery pack. The EREV combines a turbocharged 1.5-liter engine with three electric motors and a smaller 63 kWh battery.
The Maextro S800 Grand Design is expected to reach Chinese dealers in June. Official pricing will be announced closer to that date, but earlier comments from Richard Yu, Huawei’s Executive Director, suggest it will land close to the ¥2 million mark (over $294,000 at current rates). That is a steep premium over the standard S800, which starts at ¥708,000 ($104,000), yet still a bargain next to the ¥5,030,000 ($738,600) Rolls-Royce Ghost.
The ultra-premium push arrives as the standard Maextro S800 continues to rattle China’s luxury establishment. The car has been the country’s best-selling vehicle priced above ¥700,000 ($102,800) for eight consecutive months, with cumulative deliveries already past 17,000 units.
Global EV and PHEV sales rose 6 percent year over year in April.
Europe carried the gains as Italy, France, and Germany surged.
China’s domestic market shrank 17 percent year to date in 2026.
The global plug-in market keeps tilting in odd directions. Demand for battery-electric and plug-in hybrid cars is up worldwide, almost entirely on the back of Europe, while the two markets that used to lead the charge are losing altitude.
According to data released by Benchmark Mineral Intelligence (BMI), roughly 1.6 million EVs and PHEVs were sold globally in April. That works out to a 6 percent year-over-year gain, though it represents a 9 percent step down from March, when subsidy expirations and climbing fuel prices pulled buyers forward. Europe is doing most of the lifting.
European plug-in sales slipped 24 percent from March but jumped 27 percent against April last year, with just over 400,000 units moved. Italy nearly doubled its volume, while France climbed 36 percent, and Germany rose 33 percent. The war in Iran has fed into the trend as well, with EV and PHEV sales running up 19 percent year-on-year in January and February before the conflict, then accelerating to 30 percent growth across March and April.
A growing number of vehicles from Chinese brands across the region have also contributed to strong demand. This year, 22 percent of all plug-in cars sold in Europe were produced in China, despite being subjected to tariffs.
North America Falls
Things are very different in North America. Total EV and PHEV sales have slipped 25 percent year-to-date, while in Mexico they’re down 50 percent. In total, an estimated 120,000 EVs and PHEVs were sold in North America in April, down 28 percent from last year. Through the first four months of 2026, total sales sat at roughly 450,000 units. The introduction of the Electric Vehicle Affordability Program in Canada may help to boost sales throughout the rest of this year.
Global EV And PHEV Sales
Region
Apr-26
Y-o-Y
M-o-M
YTD
YTD-26 vs YTD-25
China
850,000
-8%
-1.0%
2.8 million
-17%
Europe
400,000
27%
-24.0%
1.6 million
26%
North America
120,000
-28%
-9.0%
450,000
-25%
RoW
240,000
110%
-4.0%
840,000
89%
Global
1.6 million
6%
-9.0%
6 Million
-0.20%
SWIPE
Sales have also dropped in China. Year-to-date, they’re down 17 percent to around 2.8 million, with the decline largely concentrated in the smaller vehicle segments due to subsidy adjustments introduced earlier this year. In total, roughly 850,000 EV and PHEV models were sold in China in April, down 8 percent from last year.
Chinese automakers have made up for the domestic shortfall by shipping abroad. Between January and April, 1.4 million EVs and PHEVs left the country for export markets, more than double the same period in 2025. The cars are still being built. They are just increasingly being driven somewhere else.
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