After months of trade tension and shifting political winds, the European Union is now considering a dramatic reversal of its electric vehicle policy. Just 18 months after introducing steep tariffs aimed at shielding domestic manufacturers from a flood of Chinese EVs, officials are weighing a new approach that could scrap those levies altogether.

But that doesn’t mean those Chinese automakers will have things their own way.

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

Instead of tariffs of up to 45 percent, the exact rate varying depending on how much financial assistance the EU investigators believed each Chinese brand got from the Chinese government, the EU is looking into setting minimum prices for the Asian imports.

Chinese companies would need to submit pricing proposals “adequate to eliminate the injurious effects of the subsidies and provide equivalent effect to duties,” according to a European Commission document seen by the South China Morning Post. Other factors, such as planned future investments in the EU, would be taken into account, the report says.

Trade Tensions

A minimum price would allow Western automakers building cars within the EU to compete with the likes of BYD and Chery. But because the Chinese brands wouldn’t have to hand over tariff cash and would instead keep profits, the system would ease trade tensions between the two regions.

After the EU slapped tariffs on imported EVs, China responded by introducing tariffs on goods heading the other way, including dairy, pork, and brandy, Bloomberg reports.

The EU’s tariffs ironically hurt some of the Western brands they were supposed to help, because cars like the BMW iX3, which was made in China and shipped to Europe for sale, were also subject to the duties. Volvo moved its Euro-market production of EX30 electric SUVs from China to Belgium to escape the tariffs.

Unstoppable

And despite the introduction of those tariffs, Chinese brands have taken an increasingly large share of the European car market. Its EVs continued to prove popular, but its hybrid models, which are not subject to tariffs, have been flying out of showrooms.

In 2024, Chinese cars accounted for around 2.5 percent of European sales; by the end of last year that had grown to around 7 percent, and almost one in every 10 cars sold in the UK in 2025 came with a Chinese badge.

SUVs may have flooded European streets, but compact, affordable hatchbacks haven’t packed up and left just yet. Stellantis seems to have taken note, quietly repositioning the Citroen C3 into a value-focused crossover-style hatchback and offering Fiat the same platform to build the new Grande Panda. We recently drove both, back to back, curious to see whether the distinctions ran deeper than design.

More: We Imagined Stellantis’ Tiny EV As Jeep, Dodge, And Chrysler Oddballs

Citroen and Fiat play a specific role within the Stellantis portfolio. They’re the budget-conscious brands, tasked with delivering the most affordable cars in each segment. That’s why the new C3 and Grande Panda are built on the cost-effective Smart Car platform, rather than the more sophisticated CMP architecture underpinning their Opel Corsa, Peugeot 208, and Lancia Ypsilon cousins.

Despite the lower-cost foundations, Stellantis didn’t skimp on drivetrains. Buyers get the same menu of internal combustion, mild hybrid, and full electric powertrains.

Quick Facts

Predictably, the two hatchbacks share a wheelbase and sit within millimetres of each other in length and width. The Citroen measures 16 mm (0.6 inches) longer, while the Fiat is 5 mm (0.2 inches) wider. On paper, these are rounding errors, but the styling does help differentiate them more than the tape measure might suggest.

Different Shells

Photos Thanos Pappas for CarScoops

Most would agree that Citroen and Fiat’s designers did well to set their cars apart. Although the two models inevitably share core proportions, roof structure, and key hardpoints, every body panel is unique. That gave each brand the freedom to apply its own design language across the entire exterior.

More: You’re Not Wrong, The New Mercedes GLB Looks Suspiciously Like A Smart

The Citroen looks chunky and aggressive with sculpted details, while the Fiat is boxier and retro-futuristic with many Easter Eggs doubling as references to its Italian origins. Both hatchbacks sit higher than usual and carry crossover styling cues, but the slightly thicker plastic cladding and taller roof rails of the Grande Panda make it look a bit more adventurous than the C3.

Examples that highlight the fine line between cost-cutting and design statement include the combinations of the identical mirror caps with different indicators (from the Stellantis parts bin), the shared door handles with bespoke door stampings, and the common greenhouse with slightly different window lines.

Two Interiors, Two Moods

Photos Thanos Pappas for CarScoops

The unique character of each model is even more pronounced inside the cabin. The Citroen has a modern and minimalist approach, with horizontal lines on the dashboard. Highlights include the small two-spoke steering wheel, the tiny digital instrument cluster that resembles a head-up display, and the fabric trim that disguises the hard plastics.

Review: We Drove The New C5 Aircross And Lost Our Jeep’s Compass To Citroen’s Comfort

The Fiat is far more playful and colorful. It has an oval shaped digital cockpit with a miniature Panda trapped in the transparent perimeter, a Bamboo-like cover for the glovebox, vintage emblems and glossy black surfaces.

Of course, many of the core components are shared. The climate controls remain mercifully physical, the infotainment screen is a 10.25-inch unit across the board, and most of the switchgear and door handles are the same. It’s what you’d expect from two cars built from the same parts bin.

Comfort and Practicality

Cabin space feels identical, with both cars offering enough legroom and headroom for four adults to travel comfortably. The seats are plush and equally stylish in their own regard, leaving Citroen’s “Advanced Comfort” marketing claim mostly symbolic. The boot also looks the same to the naked eye, despite the notable difference on paper in favor of the Fiat.

Overall, the Fiat has the most unique interior ambiance that will make passengers smile. On the other hand, the Citroen might age better and has a narrow lead in perceived quality – most likely due to the darker trim.

Trim levels mirror each other from the base models to the range-toppers we tested. In Greece, the Fiat is the more affordable choice across the range. But in other markets like Germany and the UK, the Citroen often comes in cheaper, at least for the electric versions.

Driving Impressions

Behind the wheel, the similarities are immediately obvious. Contrary to what some reviews suggest, both models share identical suspension geometry and a soft overall tune. The Citroen does have a slight advantage over rough surfaces, thanks to its “Progressive Hydraulic Cushions” that take the edge off full damper extension.

Both small hatchbacks are very easy to drive and proved to be agile in Athens’ narrow streets. Of course, performance is identical across the range, which includes electric and turbocharged 1.2-liter engines in regular and mild-hybrid forms. The Grande Panda may eventually offer an all-wheel-drive version, potentially reviving the spirit of the Panda 4×4.

The steering feel is also very similar, but at least it gave me something to write about. In the Grande Panda I got the sense of the ultra-light City mode of older Fiats – but only when stationary. The Citroen’s steering adds a barely perceptible touch of extra weight, likely a result of the smaller steering wheel diameter.

Verdict

Photos Thanos Pappas for CarScoops

In the end, the Citroen C3 and Fiat Grande Panda are two interpretations of the same idea, delivered in French and Italian dialects. Both target the value end of the subcompact market and use a shared platform to keep costs down, while still managing to carve out distinct personalities through design.

They don’t face much direct competition beyond the Dacia Sandero Stepway, though small SUVs and traditional hatchbacks are always hovering nearby. Beneath the styling, they’re mechanically identical, with only slight differences in ride and agility. The C3 feels a bit more composed when the suspension hits its limits, while the Grande Panda comes across as slightly more nimble. These nuances only really emerge if you drive them one after the other.

For car enthusiasts and romantics, a little more character in the driving dynamics wouldn’t have gone amiss, but for most buyers, design is what matters. On that front, the fraternal twins deliver more than enough distinction to stand on their own.

The final verdict ends in a clear draw, with each car bringing its own strengths to the table and appealing to slightly different sensibilities. The Grande Panda leans into playful energy and quirky charm, while the C3 carries itself with a more restrained, minimalist poise. If it came down to styling alone, which one would you take home?

Photos and Video: Thanos Pappas for CarScoops

Mazda has pulled the wraps off its new CX-6e electric SUV at the Brussels Motor Show and it’s easily the best-looking SUV the brand has done in years. But under the skin this premium EV is also years behind rivals from BMW and Audi.

The CX-6e isn’t a pure Mazda creation. Like the mechanically similar 6e sedan, it’s the result of a joint project with Changan and is built in China on the same line as the Deepal S07. Mazda has done the design, tuning and branding work, but the bones are very much shared.

Related: Mazda Goes All In On Huge Display And No Buttons For Its Latest SUV

The Chinese connection means it won’t make it to the US, but it lands in European showrooms later in 2026 where it will take on the Tesla Model Y, BMW iX3 and Audi Q6 e-tron. And it’ll probably cost three times what it does in China, where prices start at just $16,800.

Off The Pace

Under the 2,902 mm (114.3 inches) wheelbase is a 78 kWh LFP battery feeding a single rear motor making 258 hp (258 PS / 190 kW) and just 214 lb-ft (290 Nm) of torque. Mazda claims a WLTP range of up to 300 miles (483 km), which looks like a joke when Volvo this week revealed its similarly-sized EX60 will have up to 503 miles (810 km) of range. Even Tesla’s most basic Model Y Standard, a more accurate rival for the CX, gives you 314 miles (505 km) between charges.

The performance is nothing to get excited about, either. Zero to 62mph (100 kmh) takes 7.9 seconds, and while we’re talking speed, the 195 kW max charge rate is far from class-leading, meaning a 10 to 80 percent refill in about 24 minutes. AC charging tops out at 11 kW, which is on par with rivals, however.

Screens Everywhere, Buttons Nowhere

The interior is where the CX-6e really leans into the future. A huge 26 inch display stretches across the dash and a head up display removes the need for a traditional instrument cluster. Other tech highlights include gesture shortcuts, speakers in the headrests and screens for the camera-based door mirrors neatly embedded in the door cards.

Size-wise, the CX-6e is longer and wider than the combustion CX-60 but it can’t touch the ICE SUV or its electric rivals for cargo space. The EV only offers 468 litres (16.5 cu-ft) compared with 570 liters (20.1 cu-ft) in the CX-60, and over 850 litres (30 cu-ft) in a Model Y, though you do also get an 80-liter (2.8 cu-ft) frunk for cables, which you don’t in the Tesla.

Style Over Substance.

We think the CX-6e looks great inside and out, but that style and the still-TBC prices might have to do a lot of heavy lifting to make buyers overlook the poor range, performance and practicality.

Mazda

Once treated as curiosities or written off entirely, Chinese cars have quietly secured a firm foothold in the UK’s market. By the end of 2025, vehicles imported from the Far East are expected to make up around 10 percent of all new car sales in the country. The days when Chinese models were casually dismissed by Western buyers now seem increasingly out of step with reality.

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

A new report from The Guardian, citing European EV analyst Matthias Schmidt, estimates that once the final sales numbers for 2025 are in, Chinese brands will have sold more than 200,000 new vehicles in the UK.

MG and BYD Drive the Surge

The lion’s share of that success comes from three names in particular: MG, BYD, and Chery. Meanwhile, as Chinese manufacturers have gained ground, demand for Japanese cars has noticeably slipped.

MG continues to lead the pack by a wide margin. It sold over 70,000 cars in 2025, keeping pace with its strong performance from the previous year. BYD has also stepped up in a significant way, increasing its UK sales from fewer than 9,000 in 2024 to more than 40,000 this year. Their presence on British roads is no longer novel.

Several other Chinese brands posted significant gains during the year as well. Jaecoo sold over 20,000 vehicles, while Omoda came close to that same figure. Chery, Polestar, and Leapmotor have also continued to find traction with UK buyers, though on a somewhat smaller scale.

At the same time, Japanese brands have seen their market share in the UK slip by nearly a full percentage point over the past twelve months. The decline isn’t dramatic, but it is measurable, and it mirrors trends playing out across the continent.

Why Tariffs Didn’t Slow Things Down

As The Guardian reported, Chinese car sales have risen across the European continent despite the imposition of steep tariffs. In an effort to protect domestic manufacturers, European lawmakers introduced these measures late last year, targeting EVs produced in China. However, the tariffs do not apply to hybrid or internal combustion models, and sales of those have surged accordingly.

The UK, now outside the EU, has proven especially receptive to these brands. With no major domestic carmakers remaining, the market is wide open.

“With no genuine domestic volume brands for UK consumers to choose from, UK consumers crucially can no longer participate in what is known as patriotic purchasing,” said analyst Matthias Schmidt. “In Germany and France, half of each country’s new-car market is effectively in the control of domestic brands. While in China, we now also see that two-thirds of the market is accounted for by domestic brands.”

Hyundai is gearing up to unveil what it calls “the world premiere of its biggest EV yet” at the Brussels Motor Show on January 9. Billed as a major new entry in the company’s global lineup, the model is expected to go larger than the Ioniq 9 crossover, although for now, that’s just about all Hyundai is officially saying.

A single teaser image provides the only visual clue. Still, it strongly suggests what many have already guessed: an all-electric version of the futuristic-looking Staria minivan.

More: Hyundai Gave Its Futuristic Minivan A Makeover Where It Matters Most

Just last week, Hyundai revealed a facelifted Staria with modest design tweaks, upgraded chassis components, and larger interior screens. The silhouette in the teaser closely matches this refreshed gas-powered version, reinforcing the theory that the EV shares its roots with the Staria platform.

If so, the upcoming reveal in Europe will mark the first public debut of the Staria Electric, roughly a year after a prototype was spotted in South Korea.

Built for High-Voltage Power

Hyundai isn’t starting from scratch here. The Staria-based Iveco eMoovy has already confirmed the platform’s compatibility with electric drivetrains. That light commercial vehicle uses a single electric motor rated at 215 hp (160 kW / 218 PS), paired with either a 63 kWh or 76 kWh battery pack.

While Hyundai hasn’t detailed the technical specs for its own version, it has confirmed that the model will showcase “state-of-the-art electric technology, including an advanced 800-volt charging system.”

The same 800V setup already appears in the eMoovy, allowing it to gain 100 km (62 miles) of range in just ten minutes when using a 350 kW charger. If Hyundai retains this architecture, it could give the Staria EV a significant edge in both fleet and family use.

More: Hyundai’s Staria Is Getting The EV Powertrain Its Futuristic Face Always Deserved

Visually, the electric Staria is expected to carry over several elements from the recently refreshed combustion version, including the full-width LED light bar. A previously seen prototype also revealed a few EV-specific touches, including a new front bumper design with an integrated charging port and what appeared to be custom wheels unique to the electric model.

Hyundai hasn’t confirmed which markets will receive the electric Staria, but if it follows the footprint of the gas-powered model, North America is likely to miss out.

What Else Is Hyundai Bringing To Brussels?

Beyond the headline debut of its largest EV to date, Hyundai’s stand in Brussels will also include the facelifted Ioniq 6 sedan. Enthusiasts will find a dedicated N Zone showcasing the performance-tuned Ioniq 5 N and Ioniq 6 N models. Adding a dose of concept flair, Hyundai will also present the Insteroid, a gaming-inspired concept based on the compact Inster.

During the press conference, Raf Van Nuffel, Vice President of Product at Hyundai Motor Europe, will share more information about the new model and the company’s EV portfolio in 2026.

“he Brussels Motor Show continues to be an important platform for us to highlight how our electric products and technologies are evolving for European customers,” said Van Nuffel. “Hyundai welcomes the event’s strong focus on electrification, which reflects the technological progress shaping sustainable transportation in the region.”

Hyundai

Just days after dialing back its electric vehicle plans, and barely a week after abandoning its $11.4 billion battery venture with South Korean firm SK On, Ford has now cancelled another high-stakes battery deal. The automaker has scrapped a $6.5 billion agreement with LG Energy Solution, citing shifting market conditions and a cooling appetite for electric vehicles.

Read: Ford Pulled The Plug On More EVs Than You Realize

The cancellation came to light in a regulatory filing made by LG in South Korea. It lands shortly after Ford outlined a sharp pullback in its EV rollout, including the decision to shelve the all-electric F-150 Lightning. The $6.5 billion figure represents roughly a third of LG’s total revenue from the previous year.

The Scale Behind the Deal

Ford and LG originally signed the deal in October 2024. Under its terms, LG committed to supplying Ford with 34 GWh of batteries between 2026 and 2030, enough to power around half a million EVs annually, assuming each one carries a 75 kWh battery pack.

Beyond that, LG was also set to deliver an additional 75 GWh of batteries for Ford’s commercial vehicle lineup between 2027 and 2032. These packs were to be built at LG’s manufacturing plant in Poland, then fitted into vehicles destined for the European market.

In its regulatory filing, LG said, “this matter concerns the counterparty’s [Ford’s] decision to discontinue the production of certain electric vehicle (EV) models due to recent policy changes and shifts in EV demand forecasts, and the subsequent notice of contract termination.”

EV Demand Runs Cold

Since President Donald Trump returned to the White House for his second term, the EV market has quickly undergone a significant shakeup. Demand for EVs in the US remained strong through the first nine months of the year, but sales collapsed the moment the $7,500 federal EV tax credit was axed.

Also: The EU Blinked And Gas Cars Live To See Another Generation

More recently, the Trump administration has loosened fuel economy regulations, encouraging carmakers like Ford to build more ICE models. On top of that, the European Commission softened its stance on zero-emissions mandates, most notably by proposing a 90 percent CO₂ reduction target for new vehicles by 2035, rather than a full ban on internal combustion engines.

Ford chief executive Jim Farley recently said he expects EV sales to fall by as much as 50 percent in the US due to these key policy changes.

Europe’s big plan to end internal combustion by 2035 always seemed a bit like an immovable deadline carved into regulation. Now, that’s over as the European Union is walking back that goal. The European Commission just unveiled a major revision to its automotive regulations, and it adds a lot more flexibility moving forward. 

Read: Looks Like Gas And Diesel Cars Won’t Be Banned In Europe After All

Instead of requiring a 100 percent reduction in tailpipe CO₂ emissions compared to 2021 levels, automakers will now need to achieve a 90 percent reduction from 2035 onward. That remaining 10 percent can be offset using a mix of biofuels, e-fuels, and credits tied to the use of low-carbon steel produced within the EU. 

The full automotive regulation package, formally announced on December 16, will be presented to the European Parliament and Council in 2026 for formal review and approval.

What Happens After 2035?

In practice, this opens the door for pure ICE cars, mild hybrids, plug-in hybrids, and range extenders to continue existing alongside EVs and hydrogen vehicles. Importantly, this revised proposal doesn’t include a new sunset date for combustion engines.

Once the 90 percent target is met, there is no hard legal endpoint for selling ICE-powered vehicles, provided manufacturers can balance their emissions through the approved compensation mechanisms.

Automakers will also benefit from softened 2030 requirements, as emissions targets will now be averaged over the 2030 to 2032 period, offering manufacturers additional flexibility similar to the approach taken with 2025 targets.

Also: Jim Farley Warns Europe It’s Selling Its Future To Chinese Carmakers

Again, all of this is coming in the wake of pressure from industry leaders like BMW, VW, Mercedes, Renault, and Stellantis. Even Ford’s CEO Jim Farley warned the EU that its previous targets were too stringent. It appears as if the corporate powers that be made their voices heard. 

Pressure From the Top

The move follows a year of high-level meetings between EU officials and the auto industry, part of a broader “strategic dialogue” aiming to rebuild trust after years of tension, much of it stemming from the fallout of the VW diesel-emissions scandal.

That said, the EU is not abandoning electrification. The Commission is doubling down on incentives for small, affordable electric cars built in Europe, granting them “super credits” that count more heavily toward manufacturers’ emissions compliance.

A new M1E vehicle category will also simplify regulations for EVs under 4.2 meters (13.7 ft) in length, making it easier for governments to support them with targeted incentives.

Lightening the Load

To give automakers more stability, the Commission is also proposing a 10-year freeze on new vehicle regulations. That pause could significantly reduce compliance complexity and offer clearer long-term planning for product cycles.

In short, the EU isn’t reversing course altogether, but it’s trading the rigidity it once held for a bit more realism. Combustion engines won’t die after 2035; they’ll just be managed more heavily than in the past. 

Alongside the policy update, the Commission is rolling out additional support for European battery production, investment in software-defined vehicles, and new local-content requirements for EVs. These steps are aimed at improving competitiveness, particularly in the face of mounting pressure from Chinese automakers.

While the headlines might suggest an EV apocalypse is underway, with manufacturers pulling back and investments drying up, the reality is a bit more complicated. Sure, some markets are cooling and certain automakers are reconsidering their timelines, but the global picture paints a different story.

At least for now. The coming months could easily tip the scale again, especially in regions where policy and consumer behavior tend to swing fast.

Read: More Buyers Are Ditching EVs And Choosing Gas Again

New data shows that worldwide sales of battery-electric and plug-in hybrid vehicles have actually grown this year, bolstered by steady demand in China and across Europe.

According to figures from Rho Motion, approximately 18.5 million EVs and PHEVs have been sold globally between January and November 2025, representing a 21 percent increase from last year.

Where the Growth Is

Unsurprisingly, China leads the way with reported sales of 11.6 million, a 19 percent rise from the same period in 2024. While Europe remains a far smaller market, with 3.8 million EVs and PHEVs finding new homes, it experienced a higher growth rate with sales jumping 33 percent.

A closer look at Europe reveals that 35 percent more BEVs have been sold this year, and 39 percent extra PHEVs have been delivered. Contributing to this growth was France, where for the first time this year, year-to-date sales rose in November, although only by 1 percent.

EV Sales Jan-Nov 2025

Rho Motion

Italy also experienced a strong November with EV and PHEV sales jump to 25,000 units after an incentive program was launched, encouraging locals to sell their old ICE models.

Still, the trajectory in Europe could change direction quickly. On Tuesday, the European Commission revealed plans to drop the proposed 2035 ban on new combustion-engine vehicle sales, a reversal largely driven by industry lobbying.

What About America?

Things couldn’t be anymore different in North America, in particular in the US. While EV sales increased in November compared to October, the first month without the federal EV tax credit, they are still far below what they were when the $7,500 credit was still available.

Data from Rho Motion notes that sales in North America have fallen 1 percent this year, meaning it’s quickly turned into a global laggard when it comes to global EV adoption.

Following President Trump’s decision to rollback CAFE fuel economy standards, sales of EVs and PHEVs are unlike to grow at a significant rate, and may ultimately decline.

In contrast, the rest of the world, grouped together in the dataset, logged 1.5 million EV and PHEV sales this year, up 48 percent compared to 2024. While the volumes are smaller, the growth suggests that in many regions, electrification is still gaining ground, just not always where the spotlight is aimed.

After years of policy wrangling and behind-the-scenes bargaining, the European Union appears poised to walk back one of its most ambitious climate mandates.

The bloc is reportedly scaling down its planned 2035 ban on combustion-powered petrol and diesel cars, a move that follows persistent pressure from industry leaders, particularly in Germany and Italy, and comes despite objections from brands like Volvo and Polestar that had supported the original plan.

Read: EU’s 2035 EV-Only Dream Hits A Hybrid Speed Bump

Following reports last week that lawmakers were softening their stance on the ban, the leader of the European People’s Party, Manfred Weber, told German newspaper Bild that the bloc has agreed to ease its mandate from a full ban on internal combustion engine (ICE) vehicles by 2035 to a 90 percent reduction instead.

Weber also stated that a full ICE ban wouldn’t be coming by 2040 either, though he didn’t clarify whether a new target year is under consideration.

While speaking at a press conference in Germany late last week, Weber said that the European Commission will present its revised proposal on Tuesday.

Plug-Ins Get a Lifeline Too

“The technology ban on combustion engines is off the table,” he told Bild. “All engines currently manufactured in Germany can therefore continue to be produced and sold.” Weber added that the EU can now pave the way for the continued sale of plug-in hybrid models, including those with longer driving ranges.

German Chancellor Friedrich Merz, also present at the press conference, endorsed the decision, saying it now offers the automotive sector “real planning security.”

Earlier in December, Merz had written directly to European Commission President Ursula von der Leyen, urging the body to allow continued production and sale of ICE-powered vehicles past the 2035 deadline.

That letter, according to European Commissioner for Sustainable Transport and Tourism Apostolos Tzitzikostas, was “very well received in Brussels.”

Although the Commission’s revised legislation has not yet been made public, Tzitzikostas recently hinted that alternative fuels may feature more prominently in the new framework, citing “zero- and low-emission fuels, and advanced biofuels” as possible avenues for compliance.

Sources: Bild, The Guardian

The auto industry’s pivot to electric vehicles was never expected to be seamless, but a recent shift in buyer sentiment suggests the transition may be hitting more resistance than anticipated. According to a new study, a growing number of car shoppers are once again leaning toward combustion engines, reversing some of the momentum EVs had built in recent years.

A report from professional services firm EY indicates that EV adoption is slowing worldwide, in part due to shifting policies like those recently enacted in the United States.

Read: Ford’s CEO Applauds Trump’s CAFE Rollback, Says They Were Forced Into EVs

Among consumers planning to buy a new or used vehicle within the next 24 months, about half now say they intend to purchase one powered by a combustion engine. That marks a 13 percent jump from the previous year, a sharp turn in consumer preference.

Declining Appetite for Electrics and Hybrids

That’s not the only surprising conclusion from this study. EY’s report also notes that the preference among new and used car buyers to buy a battery-electric vehicle has dropped by 10 percent, landing at just 14 percent overall.

The picture for hybrid models isn’t much brighter. Interest in those models has dipped by 5 percent, now sitting at 16 percent. And among those still considering an EV, more than a third, or 36 percent, say they’re either rethinking their decision entirely or planning to delay their purchase, citing geopolitical developments as a major factor.

It’s possible that this trend could continue. Less than a year into President Trump’s second term, several policy changes have already been implemented that are more favorable to internal combustion engine vehicles. These measures are expected to influence both consumer behavior and manufacturer output in the coming years.

Policy Reversals Take Hold

Earlier this month, he officially rolled back CAFE standards, opening the door for car manufacturers to build more combustion models. Automakers argue this aligns with actual consumer demand, claiming Americans still largely prefer these vehicles over their electric counterparts.

Europe is seeing a similar recalibration. Two years ago, the European Union announced plans to effectively ban the sale of new combustion vehicles by 2035.

However, this ban appears increasingly likely to be relaxed, opening the door for hybrid models, and combustion-engine cars using e-fuels to be sold beyond 2035. This will no doubt have a significant impact on EV sales throughout the region.

Sources: EY, Reuters

Fiat is stepping into the spotlight once again, this time with a crossover that will expand the growing Panda lineup. The new model carries forward the Panda’s character, scaled up with a larger footprint and shaped by a fastback silhouette.

Two camouflaged prototypes of the production version of the 2024 Fastback concept were recently spotted in a parking lot, offering a clearer look at the exterior and, for the first time, a glimpse inside the cabin. The latest test cars have ditched some of their camouflage, revealing more of what’s in store.

Review: New Fiat Grande Panda Hybrid Makes Budget Look Cool Again

The LED headlights look similar to the Grande Panda, but they are slimmer and have tear-style extensions for a more modern look. These flank a concealed front grille that’s expected to carry over the pixel-like graphics and retro Fiat emblem found on the smaller sibling.

We can also see the lower bumper intake and a discreet skid plate with a metal-style finish. One of the prototypes has a red bodywork and rides on black steel wheels, which if intended for a base trim, are likely to be paired with hubcaps on the final production version.

Baldauf

The side view reveals standard door handles and sculpted fenders that add some definition to the bodywork. More notably, both the greenhouse and metal panels appear distinct from those on the Citroen Basalt, a related model currently on sale in markets like South America and India.

More: Fiat’s Panda Camper Is Back Pretending It’s An Overlander

Naturally, the standout feature of the Fastback is its rear section, where a sloping roofline meets slim LED taillights for a clean, tapering finish. One of the prototypes has shed its heavy camouflage, exposing the rear glass and an integrated ducktail spoiler. The rest of the tail keeps things more upright, with boxy surfacing, a wide tailgate, and the license plate positioned on the rear bumper.

The model, overall, feels like a natural evolution of the original concept, though its design has been moderated in typical fashion for production. If the Grande Panda is any indication, expect the exterior to include a handful of playful Easter Eggs, likely paying homage to the classic four-stripe Fiat emblem.

How Does It Look Inside?

Baldauf

Surprisingly, one of the prototypes had an uncovered interior. The interior layout diverges from that of the Grande Panda and even from its mechanical relatives, the Opel Frontera and Citroen C3 Aircross.

The dashboard pairs a compact digital gauge cluster with a larger central infotainment screen. Below that, leather-effect trim lines the dash, while glossy black plastic surrounds the oval-shaped center console for a bit of contrast.

A row of physical buttons sits along the lower part of the console, and the automatic gear selector appears to be the same unit used in several Stellantis models.

Other highlights include the two-spoke steering wheel that has the same shape with the Opel Frontera, and the new seats with a square pattern and semi-integrated headrests.

Multiple Powertrain Options

As with the rest of the future Panda family, the fastback will ride on the budget-oriented Smart Car architecture. It is expected to be offered with gasoline, mild-hybrid, and fully electric powertrain options, most likely shared with the aforementioned Citroen and Opel SUVs.

Fiat plans to offer the model in both European and South American markets, with an official reveal expected in early 2026. A year after that, it may be joined by a more traditionally shaped sibling, an SUV with a boxier rear end and added cargo space.

That model is rumored to revive the Multipla name and could square off against the likes of the Dacia Duster and Bigster.

Baldauf

The new Ora 5 has been spotted out in the wild and covered in disguise, but it wasn’t cruising around China at the time. The electric crossover was caught testing on European roads, confirming that Great Wall Motor is preparing to launch the its first SUV outside its home market.

And yes, that’s the same Ora that got under Volkswagen’s skin a few years ago with the Punk Cat, a car that looked like a mashup of the classic and modern Beetle. This time, the design direction is different, but you’ll still find yourself thinking about certain Porsche models, particularly the Macan and 911.

Review: Great Wall’s Haval H6 Promises Refinement But Trips Over Its Own Power

If the shape under the camouflage looks vaguely familiar that is because the Ora 5 shares plenty of design ideas with the little Ora 3, which was previously known as the Funky Cat in Europe, and goes by Good Cat in China and GWM Ora in Oz.

Imagine an Ora 3 fed a diet of protein shakes and roof rails and you’ve got a solid handle on the 5’s look.

The rounded lighting signatures are still there, as is the smooth surfacing that has become something of an Ora trademark. Even wrapped up, the car looks friendlier than most compact SUVs, which is very much the point. Ora wants cute but practical, not angry and aggressive.

Already Unveiled in China

Don’t bother straining too hard to make out the final design, though. Ora has already revealed the 5 in full in Asia and we’ve included pictures of that at the bottom of the post so you can get a fuller idea of what to expect when European sales start in 2026.

Tough competition

SH Proshots

We also know from the earlier static launch that the 5 measures just under 4,500 mm (177 inches) long and has a 2,720 mm (107.1 inches) wheelbase, putting it squarely in the heart of Europe’s most competitive EV segment.

That means it will be lining up against everything from the BYD Atto 3 and Peugeot e-2008 to the Kia EV3 when it finally lands.

Under the skin the Ora 5 uses a single electric motor producing 201 hp (204 PS / 150 kW) paired with an LFP battery. Capacity has not been officially confirmed, but Car News China suggests 63.87 kWh and 83.49 kWh options are likely since that’s what’s offered in the mechanically similar Lightning Cat sedan.

Screen-Heavy Interior

Inside it borrows heavily from the facelifted Good Cat/Ora 3, including a big, floating infotainment screen running GWM’s Coffee OS and featuring some climate functions built into the display.

But you still get a few physical toggles further down the console for key controls, while a two-spoke steering wheel, 10-inch digital cluster, wireless phone charging and ambient lighting round out the cabin upgrades.

For Europe, the timing makes sense. Ora has already dipped its toe into several markets with mixed success and the brand badly needs a volume product that fits current tastes. A small electric crossover like this could really help Ora make its mark.

Auto Home

According to multiple reports, the European Union is working on a new proposal that would create an “E car” category. These would be small electric vehicles that are less advanced than traditional models.

The details are still in flux, but a draft proposal is expected to be released soon and Nikkei says the “relaxed technical requirements” could help to lower costs for European automakers. This would enable them to better compete with the onslaught of Chinese companies that have invaded Europe.

More: China’s Car Brands Are Quietly Eating Europe’s Lunch

The report suggests a number of currently mandated safety systems could be removed from E vehicles. This could include things like drowsiness detection systems that are designed for use on long distance trips.

If everything pans out, prices of small electric vehicles could drop by 10 percent to 20 percent. This could result in a number of new European EVs priced from €15,000 to €20,000 (equal to around $17,500 to $23,300 at current exchange rates).

While the size and weight of E cars is still to be determined, the publication suggested that some Japanese kei cars could meet the criteria “without any specification adjustments.” This would be a boon to automakers as they could easily export existing models to Europe.

Automotive World reports Stellantis, Renault, and Volkswagen could be the biggest beneficiaries of the move. The companies already offer small electric vehicles and even more are in the works. However, it remains unclear if these upcoming models would qualify for the category.

It’s also important to note that any changes would likely be a ways off. Following the introduction of the draft proposal, we can expect bureaucracy to take hold and slowly advance the idea. At current estimates, it could be a “few years” before E cars are launched, assuming they get approved in the first place.

Sources: Automotive World, Nikkei

Not long after carmakers caught a break from former US President Donald Trump, who relaxed stringent fuel economy standards, Ford chief executive Jim Farley has written an op-ed urging the European Union to adopt more pragmatic EV targets. Without them, he warns, the region could be swallowed up by fast-moving Chinese entrants.

Read: Ford’s Jim Farley Was “Shocked” After Tearing Down Chinese And Tesla EVs

In a Financial Times op-ed, Farley accuses European policymakers of crafting unrealistic regulations, only to revise them late in the year, creating what he calls a “recipe for turmoil.”

Ford’s CEO argues this approach costs automakers billions in investment by interrupting the “complex cycle of product design, engineering, and supply chains.”

A New Approach is Needed

While speaking in the White House last week, Farley noted that Biden-era policies were unreasonable and not in line with consumer demand. He’s drawn a direct comparison to the situation in Europe, pointing out that EV market share across the EU has stalled at around 16 percent, well short of Brussels’ 25 percent goal for 2025.

“The approach to regulation – mandate it and they will buy it – has failed,” he writes. “We must align carbon targets with actual market adoption and provide automakers with a realistic and reliable 10-year horizon. This includes giving consumers the option to drive hybrid vehicles for longer, bridging the gap rather than forcing a leap to EVs they aren’t ready to take.”

Farley also notes that Europe’s automakers have already poured hundreds of billions into electrification. In return, he believes governments need to step up with serious purchase incentives and support for charging infrastructure that goes well beyond affluent urban neighborhoods.

China Looms Large

The Blue Oval’s boss isn’t just concerned with government policy. He’s also keeping a close eye on the momentum of Chinese automakers. With massive overcapacity and a strong foothold in battery tech, China is now in a position to flood the European market. Over the past year alone, Chinese EV brands have doubled their market share in the region.

“EU vehicle production is now 3mn units below pre-Covid levels,” Farley notes. “Plants are going dark. In 2024 alone, 90,000 jobs in the automotive industry evaporated. These are the kinds of jobs that sustain European social stability”.

This isn’t a hypothetical threat. Farley argues that a combination of subsidized Chinese EVs and rigid carbon mandates could upend the local industry faster than policymakers anticipate.

“To be clear, the industry is not asking for a bailout,” he adds. “We are not asking for protectionism to shield inefficiency. At Ford, we will continue to do the hard work of restructuring. We have closed legacy facilities, reduced our workforce and slimmed down costs to become more agile….But if Europe wants to avoid becoming a museum of 20th-century manufacturing, we need an urgent reset and a long-term plan.”

“This is not a transition,” he warns. “It’s more like a wind-down of Europe’s automotive industry.”
Without immediate course correction, Farley argues, Europe’s industrial backbone could slip into long-term decline.

Source: Financial Times

Ford has finally found a way back into Europe’s affordable small-car market by borrowing one of Renault’s smartest ideas.

Related: Renault Is Emptying Its Secret Vault And The Concept Cars Inside Are Unreal

The two automakers have announced a new strategic partnership that will see Ford launch at least two electric cars for Europe using Renault’s Ampr EV platform, the same architecture used in the Renault 4 and 5.

What’s Replacing the Fiesta?

One of Ford’s upcoming EVs is expected to become a spiritual successor to the Fiesta, a car Ford unceremoniously killed off in 2023 after eight generations and nearly five decades.

The new electric supermini is due to arrive in early 2028 and will be built alongside the Renault 5 at Renault’s ElectriCity complex in Douai, France.

The second model will likely be a compact electric crossover based on the Renault 4, potentially replacing the Puma Gen-E somewhere down the line.

Given Ford’s Explorer EV is based on VW’s ID.4 you might have expected Ford to borrow the upcoming ID.Polo and ID.Cross’s MEB platform for its new small cars, but instead it turned to Renault.

Crucially, Ford is insisting these won’t be lazy badge-engineering exercises. Unlike the new Nissan Micra, which is essentially a rebodied Renault 5, Ford says its new EVs will be “distinct Ford-branded vehicles” designed in-house.

Expect unique styling, bespoke interiors, and chassis tuning aimed squarely at delivering the driving feel Ford fans expect.

Under the skin, though, the shared EV hardware will be identical. That likely means front-mounted motors producing 121 hp (122 PS / 90 kW) in regular versions and 215 hp (218 PS / 160 kW) in a reborn Fiesta ST, plus battery options of 40 kWh and 52 kWh.

Can It Save Ford in Europe?

For Ford, time is of the essence. With Focus production ended, the Fiesta long gone and its Explorer and Capri electric SUV and crossover underperforming, the brand’s market share has cratered.

A Fiesta-sized EV priced close to the Renault 5’s expected €25,000 (£22k/$29k) mark could be exactly what Ford needs to regain relevance.

But a new lineup of subcompact EVs isn’t all we’ll see as a result of this partnership. The duo has also agreed to explore the possibilities of joining forces for new light commercial vehicles.

About two years ago, Germany scrapped a key set of electric vehicle subsidies, only to find out just how dependent its EV market had become on them. The drop-off in sales was sharp enough to prompt a policy reversal.

Now, not only are purchase incentives making a comeback from January 1, 2026, but a generous tax break is being extended for another five years.

Read: Germany Brings Back EV Incentives To Save Its Auto Industry

It’s been confirmed that any new electric vehicle registered in Germany will be exempt from motor vehicle tax through December 31, 2035. Lawmakers have agreed to keep the registration window open until the end of 2030, meaning any EV signed off before that deadline will enjoy the full exemption through to the end of 2035.

According to Manager Magazin, the original tax exemption had been set to expire at the close of this year. The extension received broad support across parliament, with every party backing it, except for the right-wing AfD.

According to Stefan Korbach, a member of the federal parliament, the tax break is intended to encourage more people to enter the EV market while also supporting Germany’s automotive sector at large.

Purchase Incentives Return

The return of the tax exemption isn’t the only policy lever being pulled to revive electric vehicle demand. As noted, the federal government plans to reintroduce purchase incentives starting in 2026, with a focus on helping lower- and middle-income households afford new EVs.

The program will provide incentives of up to €4,000 ($4,660) toward the purchase of a new EV priced under €45,000 ($52,400), a significant reduction from the previous scheme, which allowed for vehicles up to €65,000 ($75,700).

Eligibility is expected to be limited to individuals earning less than €45,000 ($52,400) annually, which naturally narrows the pool of potential recipients. It’s worth noting that buyers earning under that threshold may find more breathing room in the used EV market rather than in showrooms.

Between 2016 and 2023, Germany’s earlier EV subsidy initiative disbursed around €10 billion ($11.6 billion) in payments to buyers.

Source: Manager Magazin

A new generation of the Mercedes-Benz GLB has arrived, and while the silhouette remains true to the blocky, upright form of the original, there’s quite a bit going on beneath the surface.

Offered in both 5- and 7-seat configurations, the 2026 GLB debuts as an all-electric model and, for now, serves as a replacement for the EQB in everything but name. Hybrid versions will follow later, but the first wave is electric-only.

Read: New Mercedes GLB Goes Big On Screens And Stars

Two versions of the new generation GLB are launching out of the gate. The first, labeled GLB 250+ with EQ Technology, features an 85 kWh lithium-ion battery and adopts an 800-volt electric architecture.

It powers a single rear-mounted motor rated at 268 hp and 247 lb-ft of continuous torque, with a short-term boost up to 335 lb-ft. Acceleration from 0–62 mph (100 km/h) takes 7.4 seconds, and range is quoted at 392 miles (630 km) on a full charge, olid figures for a compact SUV in this category.

Sitting above the 250+ is the 350 4Matic with EQ Technology. The name might not stick in your memory, but the numbers probably will. This dual-motor variant adds a front axle motor for all-wheel drive, producing a combined 349 hp and 380 lb-ft of torque.

Range takes a slight dip to 382 miles (615 km), but the extra grunt cuts the 0–62 mph time down to 5.5 seconds.

Mercedes has also confirmed a more affordable electric entry-level version will join the lineup next year, followed by a hybrid variant using 48-volt architecture. Three power levels will be available across front- and all-wheel drive formats.

Starry Eyed

Like other new-generation Mercedes models (think CLA and GLC EQ), the GLB adopts a more expressive front end. A large grille dominates the nose, flanked by redesigned headlights with intricate star-shaped DRLs and a full-width light bar. It’s not a particularly handsome looking SUV, but neither is the outgoing model.

The rear-end is perhaps the most controversial angle of the 2026 GLB. The taillight treatment leans into the styling language seen on the brand’s EQXX Concept from a few years back, with vertically oriented clusters connected by a slim light bar. The signature star pattern makes another appearance here.

How Much Bigger Is It?

The new electric GLB has grown in nearly every direction compared to both the previous EQB and the combustion-powered GLB it effectively replaces in this segment. At 4,732 mm (186.3 inches) in length, it’s 48 mm (1.9 inches) longer than the EQB and a full 98 mm (3.9 inches) longer than the earlier GLB. Width is up as well, now measuring 1,861 mm (73.3 inches), 27 mm (1.1 inches) wider than both predecessors.

Interestingly, height has gone the other way, dropping slightly to 1,687 mm (66.4 inches), which makes it 14 mm (0.6 inches) lower than the previous models.

The wheelbase sees the most notable stretch, now sitting at 2,889 mm (113.7 inches), a 60 mm (2.4 inches) increase over earlier versions. That extra length between the axles should improve interior space, particularly in the second row.

One small trade-off comes in maneuverability: the turning circle has grown marginally, from 11.7 m (38.4 feet) in the old GLB to 11.9 m (39.0 feet) in the new electric version. Boot capacity is also up, with 667 liters (23.6 cubic feet) available in the rear and 127 liters at the front (frunk).

An All-New Cabin

A big step into the future has also been made with the GLB’s interior. Like the CLA, it can be optioned with the Mercedes Superscreen, consisting of a 10.25-inch driver display, a 14-inch infotainment screen, and a 14-inch display for the passenger.

As with other new Mercedes-Benz interiors, the dash of the GLB is almost completely flat, largely free of any interesting design details.

It runs on the fourth-generation MBUX system that includes Microsoft and Google artificial intelligence. The screen runs on the Unity Game Engine and includes the MBUX Virtual Assistant, based on ChatGPT4o. Clearly, Mercedes was eager to make the GLB as tech-focused as possible.

At this point, pricing is confirmed only for Germany. The GLB 250+ with EQ Technology starts at €59,048 ($68,700), while the 350 4Matic comes in at €62,178 ($72,400). US pricing hasn’t been announced yet, but expect a similar spread when it arrives in other markets next year.

Photos Mercedes

Tesla has added a no-frills Model 3 Standard to its revamped European lineup in a bid to boost flagging sales, months after the stripped-down EV made its US debut. But the EU versions of the entry-level 3 come with one piece of retro kit denied US buyers – who might not even notice it’s missing.

We’re talking about an FM radio, equipment that hasn’t been worth bragging about since Gerald Ford was in the White House.

Related: Tesla’s Standard EVs Don’t Even Have A Radio, But Will You Care?

In the US, only Model 3 Premiums and up get the radio, a decision rooted more in cost saving than any lingering notion that a radio is a luxury item. Neither gets an AM radio, by the way, and only the EU version has a digital radio.

According to a 2023 study, cutting the radio unit could save Tesla around $50–70 per car, since it no longer needs to shield radio waves from interference created by the electric motors.

In other respects, the EU-spec Model 3 Standard (€36,990 in Germany) follows the US car’s lead. It gets a smaller battery versus the €44,990 Premium that cuts the WLTP range from 466 miles (750 km) to 332 miles (534 km), and the trip to 62 mph (100 kmh) takes 6.2 seconds instead of 5.2 seconds.

Bye-bye, rear touchscreen

Alloy wheels are replaced with 18-inch steelies and plastic hub caps, and the ambient lighting, rear touchscreen, electrically adjustable steering column, and heated rear seats are gone. You also get simple cloth on the chairs and a hi-fi downgrade from nine to seven speakers.

And there’s one other significant change that you won’t spot until you drive down the road for the first time. The Standard Tesla makes do with basic passive shock absorbers, whereas the Premium gets slightly more sophisticated frequency-dependent shocks that deliver a smoother ride. 

But as with the US Standard, the EU base trim retains its panoramic glass roof. The Model Y Standard also keeps its glass roof, but mean old Tesla covers it over from the inside to remind you that you were too tight to pay for the Premium.

The base Y, which also loses its front and rear light bars and alloy wheels, is now on sale in the UK (for £41,990), as well as the EU. But so far, the Model 3 Standard is not available in Britain.

Tesla

Hongqi cars may be a common sight across China, but beyond its home market, the brand remains something of a mystery to most car buyers. That may soon change. China’s oldest and most luxurious automaker has set its sights on a sweeping European expansion, planning to introduce 15 electric and hybrid models and bring them to 25 markets by 2028.

Read: China’s Most Luxurious Brand Is Coming For Europe With 15 New Models And It’s A Red Flag

Like many of its Chinese peers, Hongqi sees global growth as essential, and Europe is high on the list. The brand’s plans, however, face a complicated landscape. The European Union has imposed heavy tariffs on Chinese-built electric vehicles, raising both costs and stakes.

In response, Hongqi is said to be exploring local production. Potential manufacturing sites are reportedly under consideration in southern Europe, eastern Europe, and the Nordic region. Building cars within the EU could soften tariff impacts and make logistics smoother, especially as the company works to establish itself in a new market.

Hongqi, a division of state-owned FAW, has sold just 771 vehicles in Europe through October, a modest figure compared with its home market reach. That number, though, may serve more as a baseline than a limit.

Its most significant newcomer is the EHS5, a mid-size electric SUV first shown at the Munich Motor Show. The model runs on an 85 kWh lithium-ion battery and offers a range of 342 miles (550 km).

European specifications haven’t yet been finalized, but in China the EHS5 comes in two versions: a 339 hp rear-wheel-drive model and a 610 hp all-wheel-drive setup. Until now, the EHS7 has been Hongqi’s top seller in Europe, but the new SUV could change that balance.

Pricing will be key to Hongqi’s success in Europe. Fellow Chinese brands, like MG, Chery, and BYD, have been steadily growing their sales across the region thanks to cut-price models.

FAW’s design chief, Giles Taylor, told Auto News that Hongqi’s government ties give it access to technology “at prices that you just wouldn’t believe.” That cost structure could be a powerful advantage.

“We can then leverage that pricing power whether it’s in domestic market or in Europe,” he said. “Do you really want to spend €5 for a Starbucks coffee when there’s a new little startup brand around the corner selling coffee for €1.50?”

Sources: Auto News

Five years ago, Lotus vowed to go fully electric, rolling out a host of battery-powered models like the Eletre, Emeya, and Evija. Yet, like several other automakers now revisiting the middle ground, it seems the British brand can’t entirely turn its back on hybrids.

Read: Lotus Hyper Hybrid Can Run 100% On ICE-Power

The first compromise looks set to arrive in the form of a plug-in hybrid Eletre, blending the company’s electric ambitions with a dose of combustion practicality. About a year ago, Lotus offered a glimpse of its newly developed hybrid system but has since kept the details close to its chest. That quiet stretch appears ready to end.

Hybrid Plans Take Shape

During the company’s most recent earnings call, chief executive Feng Qingfeng confirmed that Lotus’s first plug-in hybrid will pack 912 hp. The model will reach Chinese showrooms in the first quarter of 2026, with European deliveries following later that year.

The company has so far committed to launching three PHEVs. If the first of these is a new version of the Eletre, the second may be a hybrid version of the Emeya sedan.

As for the third model, Lotus has confirmed it will be a smaller SUV, slotting below the Eletre. This model will be launched in 2027 and is currently known as the Vision X.

Inside the Hyper Hybrid

Lotus has named its new powertrain the ‘Hyper Hybrid,’ built around a 900-volt electrical platform designed for ultra-fast charging. The system allows the battery to charge from 10 to 80 percent in just ten minutes when connected to suitable infrastructure.

The company also notes that the combustion engine will serve as a generator for “on-the-drive” charging, replenishing the battery while the car is in motion.

Lotus has not provided any details about the combustion engine it will use. That said, it’s a safe bet that it will be a turbocharged four-cylinder, as reported by Autocar.

Expanding The Range

Feng explained that adding hybrid models broadens the company’s reach, particularly in regions where full EV adoption has been slower.

“The introduction of hybrid models offers more choice for luxury vehicle buyers and will help us expand into broader markets, including regions with slower EV adoption, such as Italy and Spain and Saudi Arabia,” he said.

Review: We Drove Lotus’ Electric SUV To See If It Can Silence Its Haters

In addition to offering performance comparable to its all-electric models, the PHEVs from Lotus will boast far greater driving ranges. Whereas the electric Eletre has a range of between 254 and 373 miles (409 – 600 km), models equipped with the Hyper Hybrid system will be able to travel up to 684 miles (1,100 km) between stops.

Sources: Lotus, Autocar