BYD has a new flagship sedan, and it’s called the Da Han. Get past the name and you’ve got a big electric four-door that stretches longer than an S-Class, cracks 760 hp in its hottest form, and claims north of 600 miles between charges.

The Da Han joins BYD’s Dynasty line-up and sits above the Han in the range. Previously referred to as the Great Han, it measures 207 inches (5,256 mm) long, 78.7 inches (1,999 mm) wide, and 59.4 inches (1,510 mm) tall, riding on a generous 123.2-inch (3,130 mm) wheelbase. That’s longer than a standard Mercedes S-Class, which runs 203.9 inches (5,179 mm) on a 122.2-inch (3,106 mm) wheelbase.

Read: BYD Has An Explanation For The EV Motor Hanging Out Of This Tang

The first official photos show the car in dark green, a shade that plays up the aerodynamic bodywork. The nose sits low, with tapered LED headlights, a light bar, and a black lower grille. It looks especially clean from the side, helped by contrasting silver roof rails and black B-pillars that blend into the side glass.

For as striking as the Da Han is to look at, it’s the specifications are what land. An all-electric version leads the charge, but a plug-in hybrid will also be available, ensuring it caters to as many new car buyers as possible.

All-electric versions of the Da Han share the same 102 kWh battery pack. This hefty pack, apparently weighing in at 1,600 lbs (725.9 kg), drives a rear-mounted electric motor in the entry-level version, producing 496 hp (370 kW) and giving it a driving range of either 603 miles (970 km) or 626 miles (1,008 km), depending on the configuration.

Dual-Motor Power

Shoppers after more performance can step up to an all-wheel-drive version that keeps the same battery and rear-mounted motor but adds a front one, lifting combined output to 764 hp (570 kW). Range on the AWD models varies between 509 miles (820 km), 528 miles (850 km), and 547 miles (880 km). Impressive as those figures are, China’s CLTC cycle runs notoriously optimistic, so real-world numbers will come in lower.

As for the plug-in hybrid model, it will use a 1.5-liter turbocharged engine working alongside a 54.4 kWh battery and a single electric motor, resulting in a combined 422 hp. The electric driving range of this version will be a solid 292 miles (470 km).

The fully electric VW ID. Buzz hasn’t found the audience VW hoped for in North America, and that has the company weighing some drastic options. One was a range-extender powertrain, an idea that died on packaging grounds. Meanwhile, VW is developing a new multi-energy architecture for its future LCV lineup, meant to reduce complexity and cut costs.

The ID. Buzz news comes from Stefan Mecha, CEO of VW Commercial Vehicles. Speaking to Australian outlet Go Auto, he conceded that a combustion-engined variant had been on the table: “I would not be telling the truth if I said we have not looked at this. Is this a feasible exercise? Probably not… I think from this end, the ID. Buzz is an electric vehicle and it will stay an electric vehicle.”

More: VW’s 2026 ID. Buzz Adds 335 HP And Real Buttons, America Gets Neither

The van’s short overhangs and EV-only bones left nowhere to put a range extender. The MEB architecture was built for battery electric vehicles and nothing else, so shoehorning in a combustion engine would have meant an expensive redesign.

VW moved 60,700 ID. Buzz vans in 2025, double its 2024 tally. North America accounted for just 6,140 of them, which is why the brand skipped the 2026 model year entirely to clear leftover stock. The EV returns to the US for 2027 with minor updates and a camping-friendly trim joining the lineup.

One Platform To Rule Them All

In the same interview, Mecha laid out a structural overhaul aimed at what he calls “costly platform fragmentation” across the LCV portfolio.

More: 140,000 Jobs Are At Now Risk At VW

The company currently relies on four separate platforms right now. The Caddy and Multivan T7 sit on MQB, the ID. Buzz uses MEB, the Transporter T7 shares its underpinnings with the Ford Transit Custom, and the Crafter has a larger bespoke chassis of its own.

To streamline manufacturing and R&D, Volkswagen will retool its Hanover plant and develop a new common architecture for the next decade dubbed the Space platform. This is expected to underpin the next-generation Caddy, Multivan, and Transporter lineups, and supply components for the next Crafter.

Drawing conclusions this early would be premature, but the ID. Buzz faces an uncertain future given the scale of the cuts announced across the VW Group range.

More: VW Group Is Killing Half Its Cars By 2030, And Some Big Names Are At Risk

Mecha said commercial buyers are moving to fully electric vans more slowly than expected, leaving VWCV on the hook for hefty carbon emissions penalties under European fleet rules. The Space platform was conceived as an EV architecture, but it’s being adapted to take hybrid powertrains as well.

More Electric Vans

Before the new platform arrives, VW is working on expanding its electric LCV lineup next to the ID. Buzz and the e-Transporter. One is a successor to the e-Crafter that was sold between 2018 and 2022. The updated model will likely offer a significantly longer range, improving the usability of the large van to rival the Ford e-Transit and Renault Master E-Tech.

More: VW Revives A Decades-Old Name For The Multivan, But Not Everywhere

The automaker is also considering a zero-emission variant of the Caddy. The current generation of the compact van debuted in 2020 and received a facelift in mid-2026, offering diesel and PHEV powertrain options.

It remains to be seen whether the e-Caddy will utilize an electrified version of the MQB architecture, as seen in the discontinued e-Golf, or jump into the MEB platform.

Europe’s tariffs on Chinese EVs were supposed to slow the advance across the region. Chinese brands responded by pivoting to plug-in hybrids instead, and the results speak for themselves. PHEVs from China now make up more than a third of the region’s plug-in hybrid sales. The tariff wall stands where it was, but the traffic routed around it, because the barrier went up around one powertrain and not the other.

Local sales data shows Chinese firms taking a 34 percent share of PHEV deliveries last month, with BYD, Chery, and Geely leading the charge, alongside brands with European ownership ties such as Polestar and Leapmotor.

More: China’s Best-Seller Could Soon Be Built At A Ford Factory After Deal With Geely

Dataforce puts Chinese manufacturers at 11 percent of all new car sales in June and 15 percent of the EV market. That second figure sounds healthy, but EV sales haven’t kept pace with plug-in hybrids, hovering between 10 and 15 percent for the past 18 months.

Looking at the hybrid market as a whole, which includes hybrids and plug-ins, Chinese automakers had a market share close to 25 percent.

What Will Europe Do?

Europe’s answer likely won’t be economic measures aimed specifically to assist local car manufacturers, but rather to punish Chinese firms. The European Commission is moving closer to imposing tariffs against plug-in hybrids imported from China into the region. Handelsblatt reported that as soon as a majority of EU members give their approval to these new tariffs, they can be implemented.

Read: China Just Killed The PHEV As We Know It And Western Luxury Brands Are Paying The Price

It’s understood that tariffs against PHEVs could follow a similar formula to those implemented against EVs in 2024. As such, they could vary between car manufacturers, depending on how they cooperate with European authorities. In the case of the EV tariffs, they vary between 7.8 and 35.3 percent.

The Chinese Are Now Building Locally

Importantly, Chinese brands may already have the answer to these new tariffs. Many have already committed to building vehicles in Europe, including BYD, which now operates a plant in Hungary, as well as SAIC, which will build a site in northern Spain. In addition, Auto News notes that Dongfeng, Chery, Geely, and Leapmotor will or could use existing plants in Europe to build their own vehicles, skirting around any potential new tariffs.

Germany’s turn to electric cars stopped being theoretical last month. Battery-electric models outsold every other powertrain in June, taking 28.4 percent of the country’s market and finishing ahead of hybrids for the first time. That figure would have looked absurd two years ago in a country whose industrial identity is welded to the internal combustion engine.

Read: Tesla’s Model Y Went From 42nd In January To Europe’s Best-Seller In March

Figures from the Federal Motor Transport Authority (KBA) reveal that 84,057 new EVs were sold last month, a 78.2 percent rise from June last year. This allowed EVs to narrowly edge out hybrids, which had been the most popular powertrain option the month prior. Hybrid registrations came to 83,315, a hair behind the EV total but still good for a 28.1 percent share.

Germany Car Registrations By Powertrain Type

Crucially, both EVs and hybrids are now comfortably outselling traditional petrol-powered vehicles, which held a 20.5 percent share of the market with 60,796 registrations in June. Trailing petrol-powered cars were diesels with 33,862 sales, or an 11.4 percent market share, slightly ahead of plug-in hybrids with 32,212 sold, enough for a 10.9 percent share.

Which EVs Are Most Popular?

The most popular EV in Germany last month was the Tesla Model Y with an impressive 6,023 sales recorded. This placed it well ahead of the VW ID.3 in second with 3,514 registrations, followed by the Skoda Enyaq with 3,383, and the Skoda Elroq with 3,315. Other cars among the top 10 best-selling EVs included the BMW X1, Mini (it’s unclear which specific model), Audi A6 e-tron, VW ID.7, Cupra Tavascan, and Mercedes-Benz CLA Electric.

The Model Y proved to be so popular that it was actually the third best-selling new car overall in June. It only trailed the VW Golf, which recorded 8,117 sales, and the VW T-Roc, with 6,808 units sold.

Although EV and hybrid sales are surging in Germany, the vast majority of the nation’s total vehicle fleet still relies solely on fossil fuels. In fact, there are currently 61.3 million registered vehicles on German roads, of which 59.3 percent are powered by petrol and 27 percent by diesel engines. Hybrids account for 6.5 percent while BEVs have a 4.1 percent share.

Germany Best-Selling EVs June 2026

KBA

Electric vehicles are flooding onto Chinese roads at a staggering pace, replacing millions of gas guzzlers and cutting down on toxic tailpipe emissions. It’s not all good news, though. As big, heavy EVs grow more common across the country, the roads beneath them are taking some serious punishment, leaving authorities scratching their heads over how to pay for the repairs.

Read: America Plans 159 New Cars By 2030, China Just Launched 650 In Six Months

Data from the China Passenger Car Association shows that 60 percent of new cars launched in the country in the first half of this year stretched beyond 16 feet (5 meters), as a growing number of local manufacturers develop ever-larger and ever-more-luxurious SUVs and minivans to meet rising demand.

Some of these supersized models now weigh as much as three tons, which is where the road damage comes from. By comparison, just 2 percent of new models came in under 14.8 feet (4.5 meters), down from 13 percent a year earlier, a sign of how quickly buyers have abandoned smaller vehicles.

Ordinarily, the government funds highway and road repairs through a fuel tax. Revenue from that tax has begun to decline, and according to a Bloomberg report, the nation now faces an annual shortfall of roughly 50 percent for road upkeep and management. A study by a research unit within China’s Transport Ministry found that around 40 percent of local roads have been approved for repair but remain unfunded because of tight budgets. The gap has been estimated at up to 300 billion yuan ($44 billion) a year.

How To Fund Roads In The EV Age

New ways to fund roads are being considered. A mileage-based road user charge is one option. The government has also started trimming EV tax concessions, halving the sales tax discount for new energy vehicles (NEVs) to 5 percent, with the maximum discount now capped at 15,000 yuan (around $2,250). Annual vehicle and vessel tax exemptions will be axed for PHEVs and extended-range EVs.

There are other measures in play. Hainan province is running a pilot program that uses sat-nav to track certain vehicles, which could form the basis of a dynamic mileage tax that varies by vehicle class.

The government also wants carmakers to rein in their obsession with size. Mandatory energy-consumption figures penalize excessively heavy passenger cars, nudging automakers toward lighter materials and better aerodynamics rather than ever-larger battery packs to stretch range.

The ruling Communist Party’s official newspaper, The People’s Daily, has urged companies to “return to rationality,” noting that such large vehicles clash with existing urban infrastructure and drive up energy consumption. State broadcaster CCTV has also criticized the industry’s growing focus on oversized EVs, calling it a response to short-term market demand rather than genuine innovation.

Alfa Romeo fans holding out for fresh takes on the Giulia and Stelvio have heard just about everything over the past few years. The midsize pair were first slated to go fully electric, then the Stelvio slipped back on the calendar to make room for a hybrid setup, and this week both names went missing entirely from Alfa’s 2030 product plans. Standing in for them was a single vaguely worded entry, a “New D-Segment (Under Study),” which was enough to set off alarm bells.

The disappearance quickly bred cancellation rumors, which held until Stellantis circled back to us following our inquiry with word of the mysterious “D-Segment” offering still under consideration. That single line kept the door open, even if it explained almost nothing about what walks through it.

The saga started at the Stellantis Investor Day in May. The only D-Segment offerings on the Alfa Romeo slides were the current Giulia and Stelvio, which have been around since 2015 and 2016, respectively. The combustion sedan and SUV recently got a new lease of life through 2028, with the V6-powered Quadrifoglio returning to production. But what about their long-awaited successors?

More: Alfa Teases The Tonale’s Successor, And Maybe A Dodge Called Goes Like Hell

During this week’s event, a slide laying out the 2030 Stellantis roadmap named five upcoming Alfa Romeo models. The group covers a facelifted Junior, a compact SUV lined up to replace the Tonale, a premium compact hatchback, more Bottega Fuoriserie projects, and the unnamed D-Segment model wearing that “under study” tag

Prodded by the conspicuous absence of the Giulia and Stelvio nameplates, we reached out to a Stellantis spokesperson in North America to find out whether Alfa Romeo had a change of heart. The spokesperson replied with the following statement:

“All future products are being evaluated market by market, including North America, to ensure the right balance between brand positioning, customer expectations, and long-term sustainability. Alfa Romeo remains strongly committed to the North American market, with a clear focus on premium segments, product excellence, and sustainable growth.”

“As communicated during the Stellantis Investor Day on May 21, Alfa Romeo has a robust global product pipeline under development. This includes a refreshed Junior, a new-generation C-SUV on the STLA Medium platform, a new C-segment hatchback inspired by iconic Alfa Romeo nameplates, future evolutions of Giulia and Stelvio in the D segment, and new exclusive “few-off” projects developed by Bottega Fuoriserie following the success of the 33 Stradale.“

The line that jumps out is “future evolutions of Giulia and Stelvio in the D segment,” which raises the question of whether Alfa Romeo plans two separate successors or intends to fold both cars into one model to trim its R&D bill. Merging a sedan and an SUV into a single body would be an odd move, though it would explain why one entry now sits where two nameplates used to.

More: Take A Ride With Me To Alfa’s Homeland In Its Smallest SUV, Sins And All

Earlier reports suggested the Giulia successor would ditch its sedan roots for a fastback crossover stance. The only development prototype spotted so far, though, was an SUV that surfaced in 2025 looking like the next Stelvio. A few months on, patent drawings sharpened our picture of its exterior design, right before Alfa Romeo delayed the project.

Whether Alfa Romeo hauled that prototype back to the drawing board or started fresh on something new, nobody can say yet. What’s certain is that the company is reworking its plans, doing what it can to survive in a cutthroat market.

Alfa Romeo Stelvio Prototype. Photos: SH Proshots

China has more new-energy vehicles, a term that includes EVs, PHEVs, and FCEVs, on its roads than any country on the planet, yet all of them together make up only about 12.01 percent of the country’s total fleet. Beijing wants that figure to reach 30 percent within four years, which gives you a sense of how much ground it still has to cover.

Figures from the Chinese Ministry of Public Security put 43.97 million NEVs on the country’s roads at the close of 2025. Nearly 69 percent of those run purely on batteries. Roughly 34.2 million new cars were registered across China during the year, with about half of them qualifying as NEVs.

Read: China’s Electrified Car Sales Sank 13%, And The World Is About To Feel It

Getting from 12 percent of the fleet to 30 percent by 2030 is a tall order, and the market isn’t helping. New-car sales have contracted for months, and the end of certain tax breaks should push them lower still.

However, age works in China’s favor. The average car there is under 7 years old, so the fleet turns over faster than most, and cleaner vehicles reach the road sooner. Every year, a larger slice of existing cars on the road gets replaced, which means EVs displace gas cars more quickly than they would in a market full of older holdouts. The typical vehicle on American roads has reached 12.8 years, and those cars aren’t going anywhere soon.

Fighting Carbon

China’s ambitions to rapidly expand the number of NEVs on its roads form part of its ‘15th Five-Year Carbon Peaking Action Plan,’ aiming to cut the country’s carbon emissions by 2030. It wants to see carbon dioxide emissions per unit of GDP fall by 17 percent from 2025 levels. It’s not just light-duty vehicles that the government is targeting to achieve this. It also wants to see NEVs account for 25 percent of commercial transport vehicles by 2030.

That commercial goal, as CNEVPost points out, leans on heavy-duty trucks catching on across the country, from construction sites to ports and airports where diesel has long ruled.

The plan reaches past the vehicles themselves and into the infrastructure that keeps them moving, calling for a wave of new charging points and battery-swapping stations built nationwide to handle the growing number of NEVs.

While Chinese automakers reel in buyers with their plug-in hybrid trucks, Toyota is charting a different course. The automotive giant reckons plug-in powertrain technology is not ready for the heavy-duty grind of the pickup segment, so it is sticking with more traditional solutions for now.

The Toyota Hilux entered a new generation last year with diesel, mild-hybrid, and fully electric variants, and an FCEV is due to join the range in 2028. That sets it apart from the rival Ford Ranger, which already comes with a PHEV powertrain in markets outside North America, alongside its non-electrified diesel and gasoline options.

More: Ford’s Ranger Super Duty Forced Toyota’s Hand And The Hilux Answered. Sort Of

Other plug-in hybrid midsize pickups include the BYD Shark 6, the GWM Cannon Alpha, the Nissan Frontier Pro, as well as the upcoming Chery Stockman from China. Toyota has deep expertise in hybrids and PHEVs, yet it has no interest in bringing the technology to its best-selling truck, at least in its current state.

Ray Munday, Toyota Australia senior manager of product planning and pricing, spoke to local media CarExpert about the potential of a Hilux PHEV.

“We definitely recognize that there’s some strong competition in that area, and we are looking into it, but until the technology is ready, we’re not going to release something that’s rushed. At the moment, typically the challenge with PHEV or any electrification is added mass, which reduces payload and then also the ability to tow. The systems aren’t necessarily developed at the moment to be able to meet our standards of what heavy towing means for a HiLux customer.”

“The expectation of the Toyota and HiLux brand is very high, probably higher than it is on other products,” he added.” We really respect that, and that adds a challenge.”

In other words, Toyota is worried that a Hilux PHEV could not match the 3,500 kg (7,716 lbs) towing capacity and 1-tonne (2,205 lbs) payload of its diesel counterpart, at least in real-world use. Consider that the dual-motor Hilux BEV carries a towing rating of just 2,000 kg (4,409 lbs), which all but confirms the automaker’s fears.

More: Toyota’s Electric Hilux Costs $20K More Than The Diesel, And That’s Not Even The Worst Part

As a result, Toyota’s future PHEV plans will remain focused on its passenger cars and SUVs, at least until the technology matures enough for heavy-duty applications. In a similar context, John Pappas, vice president of sales, marketing, and franchise operations at Toyota Australia, said:

“We’re always looking at these types of powertrain solutions, we’re not just sitting back, but they need to be able to meet the needs of the customer. We’ve got those lifestyle ute options available now in other HiLux grades, but we want to be able to make sure that if we’re going to bring these types of powertrains to market through our very large investment in research and development, that they’re right for our market.”

BMW just pulled the covers off the fifth-generation X5, which gives everyone a rough idea of what a next-generation X6 could look like. Independent digital artist Theophilus Chin moved quickly on that opening, working up a pair of renderings that imagine the Neue Klasse take on the coupe-SUV that started the whole segment.

More: BMW Is Fixing The X2’s Face But Skipping Its Ugliest Angle

While the X5 has been around since 1999, the X6 didn’t show up until 2008. The current version arrived in 2019 and went through a facelift in early 2023, which puts it near the end of its run. BMW isn’t saying much, though if approved, a Neue Klasse X6 could reach the road by 2027.

Same Sheet Metal, Different Roofline

Illustrations Theophilus Chin

Naturally, the model borrows the front end design from its X5 sibling, albeit with a sportier stance. In fact, the two nameplates traditionally share the same sheet metal up until the B-pillars. Behind that point the X6 goes its own way, taking the coupe-SUV path with a sloping roofline that ends in what looks like a slightly longer rear overhang.

More: BMW’s New X5 Will Get A Pure V8, Batteries Not Included

For the tail, Theottle took the sharp lines of the X2 as a starting point, an odd choice given how much flak the X2 has caught for its rear, though he did rework the taillights with more modern LED graphics to soften the reference. Even so, we’d bet a production car ends up with more elongated lighting units back there, closer to what you see on the i3, iX3, and X5.

Illustrations Theophilus Chin

The cabin and the mechanical bits underneath should carry over from the X5, which means the coupe-SUV would likely come with mild-hybrid, plug-in hybrid, and fully electric powertrains, plus a twin-turbo V8 held in reserve for a performance variant. There’s also the chance of a Toyota-sourced hydrogen setup somewhere down the line, though BMW might keep that one exclusive to the X5.

The automaker has confirmed that the smaller BMW X4 won’t be returning for another generation due to changing market realities, with the X2 serving as an indirect replacement. The X6’s future is harder to read, since no camouflaged prototypes have turned up in testing yet. Until one does, Theottle’s rendering stands as our best preview of what Munich could plan for its next high-riding coupe.

BMW X5

Wagons are quietly leaving the European market, but a few automakers see them as a way to stand apart from the endless run of hatchbacks and SUVs. Opel looks to be one of them. The Stellantis brand is reworking the recipe for the next-generation Astra, walking away from the familiar hatchback shape while making clear the estate isn’t going anywhere.

The current Astra landed in 2021 as a close relative of the Peugeot 308, and both cars picked up mid-lifecycle updates in late 2025 to keep pace with the VW Golf and Toyota Corolla. A successor is already locked in, though, with Opel confirming it will arrive before the decade is out.

More: Stellantis Confirms The Next Astra And Corsa Land Before 2030

The Astra has carried hatchback and estate bodies since the original showed up 35 years ago, long after sedans, coupes, and convertibles fell off the roster. The next one could be the car that finally breaks that pattern, and it starts with the shape buyers have always taken for granted.

Our colleagues from Auto Express spoke with Opel CEO, Florian Huettl, asking him whether the compact hatchback needs to evolve. His answer left the door open. “It doesn’t mean necessarily that the new Astra is a traditional hatchback,” he said.

Surprisingly, the CEO added: “I can tell you that there will be a station wagon, because that’s what our home market in Germany requires, and this is what we will serve” revealing that interior space will be one of the focus points for the next generation.

More: A Designer’s Son Asked For A Shark In 2004, And This Stellantis Brand Has Been Hiding Them In Its Cars Ever Since

The move cuts against the grain of what some mainstream rivals are doing right now. Just last week, the President and CEO of Hyundai Europe came close to confirming the death of the i30 Wagon, with the company steering its R&D money toward higher-margin SUVs instead.

New Platform, New Possibilities

The next Astra will ride on the new STLA One architecture. Huettl said the car will “certainly be a BEV,” though the platform handles more than electric power, which is why Opel is “currently looking at the right calibration of the powertrain offer.”

More: Stellantis Puts Cheap Cars Under $30,000 Back On America’s Menu

The CEO revealed that while Opel sells plug-in hybrid variants of the Astra and the Grandland, their sales are “by no means at the same level of importance as the fully electric or the hybrid variants.”

He added that range extender setups are “quite interesting,” although early examples of the technology “may struggle to digest” driving on German highways at 130-140 kmh (81-87 mph). That could change down the line, potentially with help from Stellantis’ Chinese partner Leapmotor.

Production To Remain In Germany

Despite the recent layoffs from its R&D facilities at the Russelsheim headquarters, the new Astra will be manufactured at the same plant, backed by fresh investment.

More: Stellantis Swears Its Rebadges Won’t Be Lazy, But Only Four Brands Get 70% Of The Cash

A major Astra makeover isn’t the next thing on the calendar, though. Opel has more new models coming first, starting with a new generation of the smaller Corsa expected in 2027, followed by a Leapmotor-based compact SUV and a fresh Mokka. And unlike Stellantis stablemates Citroen and Fiat, both busy with the 2CV and the next Pandina as budget EVs, Opel isn’t chasing that segment.

The first X5’s combination of sports sedan agility and SUV space and ride height blew the market wide open when it debuted in 1999. BMW’s been refining the concept ever since, but the fifth-generation model makes the biggest leap since the first, with crisp Neue Klasse design and more powertrain variety than ever. We’re talking combustion, plug-in hybrid, full electric, go-faster V8s, and eventually hydrogen. That’s a lot of ways to move one SUV.

Let’s start with the way it looks, because this is a very different-looking X5. Naturally, the smaller 2027 iX3 that dropped last fall lends plenty of Neue Klasse design cues, including the clean surfacing and visor-like face. But BMW’s designers did far more than simply punch out a 120-percent iX3. The US-built X5 brings its own ideas, like the new double X light icons that combine headlights, indicators, and daytime running lights into one element.

Also: BMW iX5 Hydrogen Teased With 385 Miles Of Range

Round the side, and you’ll spot new door handle tabs built into the pillars, hidden window seals, and chunky wheel arches that look like they’ve been cut clean through by a salami slicer in a Munich deli. This time, those arches get 21-inch wheels as standard and can be filled with rims up to 23 inches across without requiring a trip to the aftermarket. Adaptive dampers are standard, but you’ll pay extra for air springs.

Shift to the rear end, and you’ll notice slim but wide running lights that echo that double-X theme up front. Overall, it’s a clean, confident shape that still looks unmistakably like an X5, just sharper, sportier, more car-like, and way more modern. It’s definitely going to be a major headache for Mercedes’ recently updated, but far less exciting MY27 GLE.

Inside, BMW’s gone heavy on both materials and tech. There’s genuine slate trim on the center console as part of the optional Clear and Bold package, for instance, paired with glass elements on the gear selector and volume controls. A backlit ambient light strip wraps from door to door, and a massive panoramic glass roof fitted to every model covers about 28 square feet (2.6 sqm) up top.

The iX3’s controversial vertical-spoke steering wheel is the default choice, even with the M Sport package, but upgrading to M Sport Professional gets you a more conventional-looking rim. And although all X5s come with soft-close doors, if you want to pretend you’re a Tokyo cab driver, you’ll also need to visit the option list to get the fully automatic door-closing feature.

Screens Everywhere

You’re probably familiar with the X5’s basic digital setup already, BMW having debuted BMW Panoramic iDrive in the iX3 and since rolled it out to the i3 sedan and facelifted 7-Series. The 5-Series will also inherit it soon. The core elements are a centrally mounted tablet, in this case measuring 17.9 inches, and a pillar-to-pillar digital display at the base of the windshield. Projected above that is a 3D head-up display, and you can also opt for a 14.6-inch front passenger screen for streaming movies on the move.

So that’s the design and tech covered, but what about the real hardware? Well, contrary to what the Neue Klasse design suggests, neither the X5 nor the iX5 is built on the BMW Neue Klasse platform, which is the foundation of the iX3 and i3. Both X5s use an updated version of the old model’s CLAR architecture.

The Combustion X5

Kick things off on the ICE side as before is the rear-drive X5 40 and its xDrive all-wheel-drive brother. Each SUV’s engine bay is home to a turbocharged 3.0 liter inline six making 394 hp (400 PS) and 428 lb-ft (580 Nm) of torque, helped along by a 48V mild hybrid system. Those numbers are up 19 hp (19 PS) and a chunky 45 lb-ft (61 Nm) from the MY26 X5 40, and bring the 0-60 mph (97 kmh) time down a tenth (or two in the RWD 40’s case) to 5.1 seconds.

Want a plug-in hybrid instead? The X5 50e AWD pairs that same inline six with a 194 hp (197 PS) electric motor for a combined – and unchanged vs MY26 – 483 hp (490 PS) and 516 lb-ft (700 Nm). It’ll do 0 to 60 in the same 4.6 seconds as before, but can run up to 44 miles (71 km) instead of 39 miles (63 km) on electric power alone, because the battery is upsized from 19.2 kWh to 26.5 kWh.

The Electric iX5

But the headline act is the first-ever BMW iX5, the brand’s first fully electric X5. It’s almost identical to the ICE X5, but misses out on the air intakes between the dual kidney grille and license plate.

The iX5 60 AWD uses two motors for a combined 570 hp (578 PS) and 593 lb-ft (804 Nm), sprinting to 60 mph in 4.4 seconds. Not bad, but it’s how far the X5 can go, rather than how fast it gets there, that’s the real showstopper here. BMW estimates the EPA range at an impressive 435 miles (700 km) thanks to a massive 144 kWh battery built from taller versions of the same clever cylindrical cells used in the iX3. The curb weight is likely to be less clever – we’re guessing at 6000+ lbs (2,720 kg).

The 800V system supports up to 460 kW DC charging, taking the battery from 10 to 80 percent in just 22 minutes. BMW reckons you can add around 170 miles (274 km) of range in only 10 minutes flat. There’s also bidirectional charging, so the iX5 can power your house or even another EV in a pinch.

Prices Rise By $1,500

More: BMW’s Hottest X1 Is Getting The iX3’s Face And Maybe A New Name

Pricing kicks off at $71,250 for the base X5 40, climbing to $73,550 for the AWD version. The plug-in hybrid 50e xDrive starts at $78,950, while the electric iX5 60 AWD will set you back $81,250. All of those prices are up $1,500 over MY26, but at least the $1,450 destination fee (included in those prices) hasn’t grown.

The combustion X5 40 xDrive arrives first in October, with the rear-drive X5 40, the 50e PHEV, and the iX5 following in early 2027. A V8-powered M Performance version and the fuel-cell-powered iX5 Hydrogen which should deliver 385 miles (750 km) of range will join the lineup later on, by which time BMW will have covered almost every base. And judging from the way it’s been racking up iX3 sales, this fifth-gen X5 looks like it’s going to be a huge hit. Drop a comment below and let us know what you think of the new X5.

BMW

After killing the Wrangler, Jeep’s European range now comes down to two SUVs, the recently facelifted Avenger and the new Compass. That changes before the decade is out. During a media call, the automaker laid out a plan to widen its footprint across the continent by 2030, pulling in the US-built Recon, adding two small SUVs, and slotting in a mid-size model built in China with Dongfeng.

A Flagship From China

Starting with the elephant in the room, Stellantis is tightening its ties with China through a new global model. It rides on a multi-energy platform from Chinese automaker Dongfeng, probably paired with a plug-in hybrid or range-extender powertrain.

More: Stellantis Swears Its Rebadges Won’t Be Lazy, But Only Four Brands Get 70% Of The Cash

The shared hardware doesn’t worry Jeep, which insists the styling, the product formula, and the 4×4 experience will be 100 percent its own. As reported by Autocar, Fabio Catone, who runs Jeep, Ram, and Dodge in Enlarged Europe, reached for the iPhone as his comparison, saying the “technical features of the design are fully lined with the identity of the brand” while drawing on Dongfeng’s “industrial footprint.”

Catone added: “The D-SUV marked in Europe for us is a white space, and globally it’s a very strong pillar for Jeep. Our position is to add a strong D-SUV proposition, and we found this a strong opportunity with Dongfeng.”

More: 2027 Jeep Grand Cherokee Ushers In Return Of Trailhawk and Overland Trims

The still-unnamed model lands in the D-SUV (midsize) segment and will likely be offered in China, Europe, and other select markets. North America almost certainly misses out, thanks to import tariffs. One plausible donor is the Dongfeng M187, a rugged-looking thing that stretches 5,100 mm (200.7 inches) nose to tail.

More Small SUVs

The two small SUVs slot in above the Avenger and close the gap to the larger Compass. One reads as more compact, the other as a bigger body style, and together they will cover 98% of the B-SUV segment, one of the strongest in Europe.

The company said the compact B-SUV will be wider than the Avenger, looking more like a proper SUV than a raised hatchback. The larger model will likely be the next generation of the Renegade, with more tech and practicality than its aging predecessor.

More: Jeep’s New Cherokee Gets Its Mojo Back With The Trailhawk

Both of the upcoming small SUVs will ride on Stellantis’ STLA One platform, featuring steer-by-wire technology. The company didn’t get into specifics about the powertrains, but chances are they will offer mild-hybrid and fully electric options. The new models will also be available with AWD, staying true to their Jeep heritage with good off-road angles and rugged looks.

What About The Wrangler?

Jeep recently pulled the Wrangler from Europe, after doing the same with the Gladiator and the short-lived Grand Cherokee. Jeep’s European boss said the brand is hunting for a way to bring the iconic nameplate back while clearing the strict emission regulations, though that won’t happen in the foreseeable future.

More: JLR Could Go After Ford’s Bronco With Simpler Stellantis-Based Defender

Until the Wrangler returns, Jeep has confirmed plans to import the fully electric Recon from North America to Europe in early 2027. The automaker hopes that car and the Dongfeng-based model will satisfy buyers shopping for a larger, capable off-roader.

All told, Jeep’s European lineup will grow to six models by 2030, covering a projected 90% of the SUV market.

When the European Union slapped tariffs on Chinese-built EVs in late 2024, the expectation was that it would slow the flood of low-cost imports heading into the region. Instead, many Chinese automakers simply reached for Plan B. That plan came with a fuel tank, and sales of Chinese hybrids have rocketed in Europe since then.

Related: Europe Tried To Block Chinese Cars But Ended Up Helping Them Instead

But according to a report from German business newspaper Handelsblatt, Brussels is preparing a fresh trade offensive aimed at Chinese plug-in hybrids. The move would effectively extend the tariff battle beyond pure EVs and close what many European manufacturers now see as an obvious loophole.

The Numbers Behind The Alarm

One industry executive told Handelsblatt that Chinese manufacturers were quick to spot the opportunity and exploit it. In the executive’s view, it represents “an open flank that the EU must close.”

Some of the numbers help explain the concern. BYD’s European plug-in hybrid registrations reportedly climbed far faster than its EV sales this year, while Chery shipped tens of thousands of plug-in hybrids into the region and only a fraction as many battery electric vehicles, Handelsbaltt reports. For European automakers already struggling to defend market share against a Chinese industry that now supplies one in every 10 new cars sold in Europe, that’s an uncomfortable trend.

The proposed measures are still at the discussion stage, but reports suggest an official investigation is already being prepared. If approved by member states, tariffs could potentially be introduced in the coming months.

China Is One Step Ahead

Not everyone believes they’ll change the bigger picture, though. UBS analyst Patrick Hummel argues that additional duties are unlikely to derail Chinese expansion plans completely because profit margins in Europe are still so attractive. Many automakers are also moving production closer to European customers, borrowing underutilized plants from established players like Nissan, or planning brand new local factories to avoid tariff problems for good.

Political attitudes appear to be shifting, and governments that were previously reluctant to provoke Beijing are becoming more receptive to tougher trade measures as concerns grow about industrial competitiveness. But at the same time consumer acceptance and interest in Chinese brands is only growing. Rules and tariffs might make life harder for the Chinese, but one thing’s for sure: they’re not about to U-turn on their European expansion plans any time soon.

Jaecoo, BYD

Global demand for electric and plug-in hybrid vehicles is still growing, but only just. A surge in Europe is barely covering for weakness almost everywhere else, China included. North America is the glaring weak spot, with buyers there pulling back hard, and a 0.9 percent year-to-date gain worldwide shows how little cushion the rest of the market has left.

Analysts at Benchmark Mineral Intelligence report roughly 1.8 million EVs and PHEVs sold worldwide in May 2026. That’s 7 percent more than April, and 3 percent more than the same month last year. Stack up the year so far and the total reaches about 7.5 million units, just 0.9 percent ahead of where 2025 stood at this point.

Benchmark Mineral Intelligence Data Manager Charles Lester said regional performance remains highly uneven, with policy changes and local market conditions continuing to shape demand.

Read: Global EV And PHEV Sales Rise, But North America Lost Over A Quarter Of Its Buyers

Europe has been key to this growth. Sales there are up 23 percent year-over-year and hit around 420,000 in May, while total year-to-date sales sit at approximately 2 million, a 26 percent rise compared to January-May 2025. Benchmark credits EV incentive programs and higher fuel prices for keeping demand up.

Much of that lift traces back to Chinese-built EVs. They made up 19 percent of European EV sales in 2025, and the share has kept climbing through 2026 despite EU tariffs. In the UK, Chinese-made EVs and PHEVs account for roughly 32 percent of sales. Germany sits at 14 percent, a strong showing given how firmly local buyers stick with homegrown brands. France, by comparison, sits at 10 percent.

EV And PHEV Global Sales

Source: Benchmark Mineral Intelligence

Around the rest of the world, excluding China and North America, sales have also increased roughly 80 percent year-over-year to around 250,000 units. Year-to-date EV and PHEV sales have also shot up 89 percent to 1.1 million.

China Is Down

Things aren’t so rosy in China. While it is still the largest single market for new EV and PHEV sales, year-over-year sales are down 9 percent, to approximately 990,000 units in May. Similarly, year-to-date sales dropped 15 percent to 3.9 million against the same stretch last year. The good news is that May’s figures were up 11 percent from April, so it seems China is starting to recover.

Even with softer demand at home, Chinese NEV exports hit a record of nearly 450,000 units in May, with BYD, Chery, and Geely leading the push. Benchmark also notes battery demand has held up better than vehicle sales, as buyers increasingly move toward larger EVs with bigger packs.

Then there’s North America. Between the axing of the US federal EV tax credit last year and the resulting retreat by many legacy brands away from EVs, demand stays weak. Roughly 120,000 applicable vehicles were sold across the region in May, down 26 percent year-over-year. Through the first five months of 2026, sales were down 25 percent to 580,000. The analysis does not break down overall North American sales by country.

After launching its first electric and plug-in hybrid passenger cars in the UK just three years ago, Chinese carmaking giant BYD has delivered its 100,000th vehicle locally, capturing a 5 percent share of the total new car market. A climb that steep explains a lot about why the US is working so hard to keep Chinese brands out.

The Atto 3 was the first BYD to reach the UK, arriving in March 2023. The range has ballooned since then to six EVs and six plug-in hybrids. The electric side covers the small Dolphin Surf and the larger Dolphin, plus the Atto 2, Atto 3 Evo, Seal, and the very good Sealion 7.

Read: Britain’s Biggest EV Brand Isn’t Tesla, BMW Or Volkswagen

Those not yet willing to go all-in on an EV can choose among PHEV models like the all-new Dolphin G DM-i, Atto 2 DM-i, Seal 6 DM-i, and soon, the BYD Ti7 DM-p. This latest model, revealed last month, is the first seven-seat SUV that BYD will sell in the UK. In China, it’s sold through BYD’s Fangchengbao brand. A 1.5-liter turbo engine, two electric motors, a 35.6 kWh LFP battery, and more than 600 hp let it hit 62 mph (100 km/h) in 4.8 seconds, with an all-electric driving range of 79 miles (127 km).

Sales Surge

Demand for BYD models has been strong ever since the brand launched in the UK, and it keeps building momentum. Through the first four months of this year, it sold 26,396 vehicles, a striking 124 percent jump from the same period last year. Across January through April, it captured 7 percent of the EV market and 9.5 percent of the combined EV and PHEV segment.

To put these latest sales figures into perspective, BYD sold only 10,000 vehicles in the UK over the first 19 months, and as of late April 2025, it had just surpassed the 20,000-unit mark.

No doubt helping to bolster interest in the vehicle’s models is the local roll-out of its Flash Charging technology. The first of 300 planned stations across the country was recently constructed, providing charging speeds of up to 1,500 kW.

Global demand for electric and plug-in hybrid vehicles is still growing, but only just. A surge in Europe is barely covering for weakness almost everywhere else, China included. North America is the glaring weak spot, with buyers there pulling back hard, and a 0.9 percent year-to-date gain worldwide shows how little cushion the rest of the market has left.

Analysts at Benchmark Mineral Intelligence report roughly 1.8 million EVs and PHEVs sold worldwide in May 2026. That’s 7 percent more than April, and 3 percent more than the same month last year. Stack up the year so far and the total reaches about 7.5 million units, just 0.9 percent ahead of where 2025 stood at this point.

Benchmark Mineral Intelligence Data Manager Charles Lester said regional performance remains highly uneven, with policy changes and local market conditions continuing to shape demand.

Read: Global EV And PHEV Sales Rise, But North America Lost Over A Quarter Of Its Buyers

Europe has been key to this growth. Sales there are up 23 percent year-over-year and hit around 420,000 in May, while total year-to-date sales sit at approximately 2 million, a 26 percent rise compared to January-May 2025. Benchmark credits EV incentive programs and higher fuel prices for keeping demand up.

Much of that lift traces back to Chinese-built EVs. They made up 19 percent of European EV sales in 2025, and the share has kept climbing through 2026 despite EU tariffs. In the UK, Chinese-made EVs and PHEVs account for roughly 32 percent of sales. Germany sits at 14 percent, a strong showing given how firmly local buyers stick with homegrown brands. France, by comparison, sits at 10 percent.

EV And PHEV Global Sales

Source: Benchmark Mineral Intelligence

Around the rest of the world, excluding China and North America, sales have also increased roughly 80 percent year-over-year to around 250,000 units. Year-to-date EV and PHEV sales have also shot up 89 percent to 1.1 million.

China Is Down

Things aren’t so rosy in China. While it is still the largest single market for new EV and PHEV sales, year-over-year sales are down 9 percent, to approximately 990,000 units in May. Similarly, year-to-date sales dropped 15 percent to 3.9 million against the same stretch last year. The good news is that May’s figures were up 11 percent from April, so it seems China is starting to recover.

Even with softer demand at home, Chinese NEV exports hit a record of nearly 450,000 units in May, with BYD, Chery, and Geely leading the push. Benchmark also notes battery demand has held up better than vehicle sales, as buyers increasingly move toward larger EVs with bigger packs.

Then there’s North America. Between the axing of the US federal EV tax credit last year and the resulting retreat by many legacy brands away from EVs, demand stays weak. Roughly 120,000 applicable vehicles were sold across the region in May, down 26 percent year-over-year. Through the first five months of 2026, sales were down 25 percent to 580,000. The analysis does not break down overall North American sales by country.

After launching its first electric and plug-in hybrid passenger cars in the UK just three years ago, Chinese carmaking giant BYD has delivered its 100,000th vehicle locally, capturing a 5 percent share of the total new car market. A climb that steep explains a lot about why the US is working so hard to keep Chinese brands out.

The Atto 3 was the first BYD to reach the UK, arriving in March 2023. The range has ballooned since then to six EVs and six plug-in hybrids. The electric side covers the small Dolphin Surf and the larger Dolphin, plus the Atto 2, Atto 3 Evo, Seal, and the very good Sealion 7.

Read: Britain’s Biggest EV Brand Isn’t Tesla, BMW Or Volkswagen

Those not yet willing to go all-in on an EV can choose among PHEV models like the all-new Dolphin G DM-i, Atto 2 DM-i, Seal 6 DM-i, and soon, the BYD Ti7 DM-p. This latest model, revealed last month, is the first seven-seat SUV that BYD will sell in the UK. In China, it’s sold through BYD’s Fangchengbao brand. A 1.5-liter turbo engine, two electric motors, a 35.6 kWh LFP battery, and more than 600 hp let it hit 62 mph (100 km/h) in 4.8 seconds, with an all-electric driving range of 79 miles (127 km).

Sales Surge

Demand for BYD models has been strong ever since the brand launched in the UK, and it keeps building momentum. Through the first four months of this year, it sold 26,396 vehicles, a striking 124 percent jump from the same period last year. Across January through April, it captured 7 percent of the EV market and 9.5 percent of the combined EV and PHEV segment.

To put these latest sales figures into perspective, BYD sold only 10,000 vehicles in the UK over the first 19 months, and as of late April 2025, it had just surpassed the 20,000-unit mark.

No doubt helping to bolster interest in the vehicle’s models is the local roll-out of its Flash Charging technology. The first of 300 planned stations across the country was recently constructed, providing charging speeds of up to 1,500 kW.

Peugeot is honoring the 100th anniversary of its first participation in the 24 Hours of Le Mans in 1926 with a series of special editions across its entire car and SUV lineup.

The Peugeot 24 Hours Le Mans edition will be available for the 208 hatchback, the 308 hatchback and estate, the 408 fastback, as well as on the 3008 and 5008 SUVs. In other words, only the Rifter and Traveller vans escape the special treatment.

More: Peugeot’s First Electric GTi Does 62 MPH In 5.5 Seconds For Under €43,000

The special editions will be based on the high-spec GT trim of the respective models. The full lineup appeared on an official teaser one year before their commercial launch, which is scheduled for the 2027 24 Hours of Le Mans.

Peugeot promises “unique” styling touches and a combination of “elegant black” with the signature blue hue of the illustrious race. Still, we can’t spot any differences with the GT variants of the existing models in the dark teaser.

Peugeot

Phil York, head of Peugeot Marketing and Communications, spoke to Auto Express about the upcoming specials. He said that the Le Mans edition is a “different package” compared to the GTi, but claims it will bring “some real value to the customer”.

More: Peugeot’s Next Flagships Are Being Designed For China Whether Europe Likes It Or Not

While the official announcement focuses on the styling aspect of the special editions, the official said, “We won’t make it design only, it has to be the full package. We want technology!”

The equipment and powertrain lineup of the upcoming models will be announced on a later date. However, chances are they will be based on the plug-in hybrid or electric variants of each model, which usually have the highest output.

What Happened At Le Mans This Year?

The announcement lands right on the heels of the 94th edition of the 24 Hours of Le Mans. Toyota Racing returned to the top step of the podium with a stellar 1-3 finish, with BMW M in second place and Cadillac taking fourth. It was a weekend of high drama that saw the end of Ferrari’s three-year winning streak, with the sole surviving 499P Hypercar crossing the line in fifth, just ahead of the Alpine A424. Meanwhile, the updated Peugeot 9X8 hybrid hypercars secured the 11th and 12th positions.

Washington, D.C. – The Trump administration has voluntarily dismissed its own appeal in a lawsuit challenging Donald Trump’s executive order banning wind project development in the United States. This effectively ends the unlawful, sweeping ban on wind power.   Attorneys General from 17 states and Washington, D.C. challenged this executive order last year. Public interest groups …

The post Donald Trump Retreats from Lawsuit Challenging Illegal Wind Ban appeared first on Alternative Energy HQ.

Flow – Clean Air Edition uses 99.999% pure atmospheric CO? captured onsite by Aircapture’s Direct Air Capture system, which enables breweries to generate their own CO? and reduce reliance on unpredictable, fossil-fuel-based supply chains.   ALAMEDA, Calif., March 23, 2026 — Aircapture, a pioneer in Direct Air Capture (DAC) technology, and California craft beer brewery Almanac …

The post Aircapture and Almanac Beer Co. Launch World’s First Commercial Beer Carbonated with CO? Captured From the Atmosphere with Direct Air Capture appeared first on Alternative Energy HQ.