One of VW’s most influential board members believes that once automakers actually convince buyers to go electric, internal combustion cars could end up viewed the same way we now see horses, an outdated form of transportation.

According to Martin Sander, VW’s board member for sales, marketing, and aftersales, more needs to be done to persuade people to buy an EV, rather than simply talking about ICE bans, such as the 2030 deadline in the UK.

More: VW’s Cheapest Golf Left America In 2021, Mexico Could Bring It Back

“[Today] I look out of the window: not many horses – it’s predominantly cars,” he told Auto Express. “This is why I hate the discussion about the ICE (internal combustion engine) ban. Everyone is just talking about the ICE ban. How do you convince customers about a new technology if you’re only talking about when there will be a date when you are not allowed to use these vehicles – vehicles you have got used to over the last decades – anymore?”

Sander believes that “over time, more and more customers will be convinced” to buy an EV if barriers to ownership, such as improvements to charging infrastructure, are removed. “Let’s talk about what we need to do to actually convince customers: the charging infrastructure; talk positively about the advantages of electric vehicles, and possibly do something around the energy prices,” he noted.

Read: VW Kills Its Last Manual Gearbox Model In America

The board member suggested that if these conditions are met, the number of customers interested in owning an ICE-powered vehicle could drop to as little as “three, four, five percent” by 2035.

No EREVs For Europe

Interestingly, while VW transitions towards electrification in Europe, it doesn’t plan to introduce any of the range-extender EVs it offers in China, suggesting that demand for this powertrain won’t be strong enough in Europe.

Read: VW’s New $16,200 EV Sedan Is Longer Than A Jetta And Runs On Xpeng Tech

Despite this, Sander notes that the lessons VW is taking from its expansion of electrified vehicles in China will help it overseas.

“Everything we are learning in China will help us to be competitive in all the other markets around the globe where we are competing with the Chinese,” he said. “On our end it’s very much about scale, efficiency and cost, and this is what we are working on diligently. We have to be competitive. There’s no alternative.”

Chinese automakers have spent the last few years steamrolling into Europe with bargain prices, generous equipment, and monthly lease deals looking almost too good to ignore. But there’s a growing catch buyers are starting to notice. Those bargain EVs can lose value frighteningly quickly once they leave the showroom. 

Fresh figures from Germany’s DAT vehicle valuation group show Chinese EVs and plug-in hybrids are depreciating twice as fast as the industry average. And the rate of depreciation is only getting worse.

Related: They Nicknamed It The Temu Range Rover, Car Insurers Are Pricing It Like The Real One

That creates headaches for almost everyone involved. Owners face painful trade-in figures, manufacturers risk swallowing losses through guaranteed buyback schemes, and leasing companies suddenly discover the cars returning are worth far less than expected.

Martin Weiss from DAT told Autonews Europe that “it is not enough to launch a good product.” Brands also need strong support systems behind the scenes if they want used buyers to remain confident years later. Part of the problem is uncertainty. Plenty of European buyers wonder whether some Chinese brands will actually stick around long term. Concerns about servicing, replacement parts, and dealer networks continue making cautious used buyers think twice.

Not Just Chinese EVs Suffering

But it’s not only Chinese brands feeling the pressure. Britain’s EV market is also watching residual values tumble across the board, in part due to the influx of cars from China, the Financial Times reported recently. Quoting figures from Indicata, it claimed the average three-year-old EV as of last month was worth 38 percent of its original value, compared with 46 percent in Germany, France and Spain. In contrast, a same-age petrol car in the UK retained 45 percent of its value, and a hybrid, 51 percent.

Carmakers are under huge pressure to increase EV sales, so many are throwing massive discounts at new models to hit UK government targets. That’s pushed a Chinese car, the Jaecoo 7, to the top of the UK sales chart for the first time ever, but it leaves nearly-new EVs looking overpriced beside heavily incentivized factory-fresh cars.

Ironically, rapid technological progress is also hurting values. Chinese brands especially release updates at breakneck speed, meaning today’s cutting-edge EV can suddenly feel old-fashioned months later. Great for innovation perhaps, but brutal if you’re trying to protect resale values.

Aiways, Porsche, Audi

Plenty of Chinese-market metal passes through the internet these days with no chance of crossing its home border, but the Voyah Passion S may turn out to be the exception. The Passion S could reach European buyers, and how it gets there says as much about Stellantis as the car itself. Voyah is the premium EV arm of Dongfeng, and the Passion S wears more than a hint of Xiaomi YU7 in its sheetmetal.

Voyah is still a stranger to most buyers outside China, but Stellantis has confirmed it is in talks with Dongfeng to form a new joint venture that would let it build and sell Voyah-branded models in Europe, in the same way it currently handles Leapmotor internationally. A crossover like the Passion S, which carries more European SUV cues than Chinese ones, would be a sensible way to plant the brand on local soil.

Read: After Making Leapmotor EVs In Spain, Stellantis Wants To Build Dongfengs In France Too

Previewed in a rich shade of red, the Passion S features split headlights connected by an LED light bar, black air intakes, and a black splitter. It also includes black wheel arches, a panoramic glass roof, and a prominent LiDAR. The curvaceous rear quarter panels are similar to those of the Xiaomi YU7, while a fixed carbon fiber spoiler gives it a sporty note.

Chinese media reports put the Passion S at 5,050 mm (198.8 inches) long, 1,998 mm (78.6 inches) wide, and 1,656 mm (65.1 inches) tall, riding on a generous 3,000 mm (118.1-inch) wheelbase. The car sits on 21-inch wheels behind a meaty set of brake calipers. Interior photos have yet to surface.

What About Power?

The battery spec has not been confirmed, but we do know that the Passion S will be offered in rear- and all-wheel-drive form. The base model is expected to deliver 408 hp, while the dual-motor version will offer an impressive 646 hp. While that won’t be enough to rival the Xiaomi YU7 GT with its 990 hp, it’s still more power than most customers will ever need. An 800-volt electrical architecture will allow for fast DC charging.

There’s no word on when sales of the Passion S will start in China, nor how much it will cost. If the deal between Stellantis and Dongfeng is finalized, Voyah models could be built in Europe, potentially at the Rennes plant in France, and the Passion S might be a model Stellantis decides to sell locally.

Stellantis has revealed its future product roadmap, and Fiat carries a heavier load this time around. The Italian brand is committing to 13 launches across multiple regions under a strategy called “The Sunny Road to 2030,” an unusually large bet on a marque that has spent the last decade leaning almost entirely on the 500 and the Panda.

Starting with Europe, the big news is a new compact SUV duo named the Fiat Grizzly. The model will be available in Fastback and SUV bodystyles serving as the big brother of the Grande Panda. It is designed for “affordable family transformation”, targeting rivals offerings Dacia and Skoda.

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

While the official debut of the Grizzly is scheduled for the Paris Motor Show in October, Fiat has shared the first official renderings and they are quite revealing.

The face is upright and squared off, with LED headlights running into an illuminated grille and chunky bumper intakes flanked by ribbed fender cladding. From the A-pillar back, the two body styles share doors and glasshouse, with the differences confined to the rear. The Fastback gets a sloped roofline that almost certainly trims rear headroom and cargo space, while the SUV keeps the upright tail and roof rails for buyers who actually need to use the thing.

The Grizzly duo will ride on the Smart Car architecture, which already underpins the Fiat Grande Panda, Citroen C3, C3 Aircross, and Opel Frontera. The powertrain lineup is expected to include the mild-hybrid 1.2-liter engine and fully electric options.

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

The other pillar of the Fiat brand in Europe is Urban Mobility. The Topolino will be joined by a second heavy quadricycle dubbed the Quattrolino. The new model looks like a spiritual successor of the original Multipla from the ’50s, featuring a single-box silhouette and retro styling touches. While it has two doors, it’s name and silhouette hint at a four-seater layout.

Besides the existing 500 and the Tris tricycle, Fiat has also unveiled a rendering of another urban EV. The yet-unnamed model looks like a concept but could preview a future production offering riding on the STLA City architecture and serving as a replacement for the aging Pandina. It has a toy-like stance with a grille-less face and boxy LED headlights sticking out of its short nose. The interior appears to have three seats with the driver in a central position.

As for South America, Fiat targets to remain the best-selling brand in Brazil and Argentina which are crucial markets for its global sales numbers. The automaker will freshen up its lineup with an emphasis on localisation and affordability.

More: Fiat’s Compact Pickup Just Got A Glow-Up With Maserati Swagger

The headline act is the new generation of the Argo, which is the South American version of the European Grande Panda. The subcompact hatchback with the crossover stance will be joined by three new SUVs. Two of them will likely be the successors of the Pulse and the Fastback, while the third one remains a mystery.

Fiat will also double down on its pickup lineup. The Strada and the Toro unibody pickups are getting new generations, joining the larger Titano.

Skoda has just unveiled its long-awaited, entry-level electric Epiq SUV, some two years after it was first showcased to the world. With the potential to outsell other popular Skoda EVs, including the Enyaq and Elroq, the new Epiq looks fun, has solid specs, and most importantly, is affordable.

Underpinning the Skoda Epiq is the VW Group’s familiar MEB+ platform. Depending on the market, three versions will be offered: 30, 40, and 55. The two base models use a 37 kWh lithium-ion phosphate battery and can be configured with either a 114 hp or a 133 hp motor, both driving the front wheels exclusively. By comparison, both the base Enyaq and Elroq are rear-wheel drive.

Read: Skoda’s Most Dramatic Concept Just Became Its Most Sensible Production Car

Driving range for the Epiq 35 and 40 models is capped at roughly 190 miles (306 km). The main difference between the two is that the 35’s charging speeds are limited to 50 kW at a DC charger, while the 40 boosts this to 90 kW.

Sitting at the top of the range is the Epiq 55. It uses a larger 52 kWh NMC battery supporting a driving range of 272 miles (438 km) and peak DC charging speeds of 105 kW, allowing the battery to be charged from 10-80 percent in around 25 minutes. The Epiq 55 also sports a more powerful front-mounted motor with 208 hp.

One common complaint among Skoda’s current electric SUVs is that they don’t offer a one-pedal driving mode. This has been solved with the Epiq. The SUV has also been designed to be reasonably aerodynamically efficient, with a drag coefficient of 0.275.

Cute And Fun Looks

Visually, the Epiq immediately stands out from other existing Skoda models and looks all the better for it. It features a sharp front fascia with a blacked-out lower grille and aggressive headlights and DRLs. Black body cladding extends across the wheel arches, down the sides, and fills the rear bumper. Skoda will offer six different paint options for the Epiq.

A Normal Skoda Cabin

As for the cabin, it shares a lot in common with the Enyaq, Elroq, and other Skoda models. There’s a familiar 13-inch infotainment display on the dashboard, as well as a two-spoke steering wheel. While physical controls are few and far between, there are some physical toggles positioned below the central air vents for important vehicle patrols. As with other Skodas, umbrellas are also hidden in the door panels, like a Rolls-Royce.

What About Prices?

Then there’s the all-important price. In Europe, the Epiq will start at €25,900 ($30,000) for the base Epiq Essence 35, bringing it to price parity with the similarly-sized combustion-powered Kamiq. In the UK, prices start at £24,950 ($33,400) for the Epiq SE L 40, as the base 35 model won’t be sold there. Prices increase to £27,700 ($37,100) for the SE L 55 and Edition 40, then to £30,450 ($40,800) for the Edition 55, and finally to £31,450 ($42,100) for the First Edition 55.

The global plug-in market keeps tilting in odd directions. Demand for battery-electric and plug-in hybrid cars is up worldwide, almost entirely on the back of Europe, while the two markets that used to lead the charge are losing altitude.

According to data released by Benchmark Mineral Intelligence (BMI), roughly 1.6 million EVs and PHEVs were sold globally in April. That works out to a 6 percent year-over-year gain, though it represents a 9 percent step down from March, when subsidy expirations and climbing fuel prices pulled buyers forward. Europe is doing most of the lifting.

Read: Global EV Sales Just Fell 11%, But Carmakers Found A Surprising Backup Plan

European plug-in sales slipped 24 percent from March but jumped 27 percent against April last year, with just over 400,000 units moved. Italy nearly doubled its volume, while France climbed 36 percent, and Germany rose 33 percent. The war in Iran has fed into the trend as well, with EV and PHEV sales running up 19 percent year-on-year in January and February before the conflict, then accelerating to 30 percent growth across March and April.

A growing number of vehicles from Chinese brands across the region have also contributed to strong demand. This year, 22 percent of all plug-in cars sold in Europe were produced in China, despite being subjected to tariffs.

North America Falls

Things are very different in North America. Total EV and PHEV sales have slipped 25 percent year-to-date, while in Mexico they’re down 50 percent. In total, an estimated 120,000 EVs and PHEVs were sold in North America in April, down 28 percent from last year. Through the first four months of 2026, total sales sat at roughly 450,000 units. The introduction of the Electric Vehicle Affordability Program in Canada may help to boost sales throughout the rest of this year.

Global EV And PHEV Sales

Sales have also dropped in China. Year-to-date, they’re down 17 percent to around 2.8 million, with the decline largely concentrated in the smaller vehicle segments due to subsidy adjustments introduced earlier this year. In total, roughly 850,000 EV and PHEV models were sold in China in April, down 8 percent from last year.

Chinese automakers have made up for the domestic shortfall by shipping abroad. Between January and April, 1.4 million EVs and PHEVs left the country for export markets, more than double the same period in 2025. The cars are still being built. They are just increasingly being driven somewhere else.

Stellantis has figured out a new way to squeeze value out of its Leapmotor partnership, and Opel is the brand getting the keys. The German automaker has confirmed plans for a new electric compact SUV built on underpinnings from the Chinese EV maker, validating reports that surfaced earlier this year.

The yet-unnamed crossover is targeted for a 2028 launch, with development running under two years from start to showroom. Styling work is being handled by Opel’s design team in Russelsheim and will lean on the brand’s current visual language. The first teaser shows a sporty SUV with large wheels, tight overhangs, and the now-familiar Opel Vizor face with integrated LED lighting.

More: Opel’s New Corsa GSE Beats Peugeot’s GTI Using Peugeot’s Own Powertrain

According to Opel CEO Florian Huettl, the new SUV will be “developed by international teams located in Germany and China”. It will use “core components of the latest Leapmotor electric architecture and battery technology”, with Opel’s input being limited to design, chassis engineering, lightning and seating technology.

Production of the upcoming EV will take place at the Figueruelas plant in Zaragoza, Spain, starting in 2028. The same facilities are the home of production for the Opel Corsa, Peugeot e-208, Lancia Ypsilon, and Leapmotor B10.

Another Opel SUV?

The new offering will expand Opel’s SUV lineup next to the Mokka, Frontera, and Grandland, targeting the highly competitive C-SUV segment in Europe.

While Stellantis didn’t get into details about its specifications, the new Opel will most likely be based on the Leapmotor B10. The electric SUV measures 4,515 mm (177.8 inches) long, slotting right in between the Frontera and the Grandland in terms of footprint.

More: Stellantis’ Cheapest New EV Is Chinese, Made In Europe, And $15K Under Its Own Peugeot

The Leapmotor B10 is fitted with a single electric motor producing 215 hp (160 kW / 218 PS) and offers two battery sizes of 56.2 kWh and 67.1 kWh, offering a range of up to 434 km (270 miles). It will also be available with a range-extender powertrain offering a total range of up to 900 km (559 miles).

Leapmotor B10

Stellantis has stated that the Leapmotor B10 has been “rigorously tested” at the Balocco proving ground in Italy, meaning there could be differences to the setup of the EU-spec version compared to the model sold in China.

More: Stellantis To Sell Europeans A $10K Chinese SUV For Nearly Triple, And Still Undercut VW

More importantly, the Leapmotor B10 is priced from €29,900 ($35,100) in markets like Germany, France, and Spain, undercutting the rival Skoda Elroq by €4,000 ($4,700). While it is too early to talk about pricing for the Opel version, the company promises it will be an “accessible” electric vehicle, adding that the use of Leapmotor-sourced components would “significantly enhance affordability for European customers”.

The Ugly Truth

Stellantis has recently announced plans of cutting 650 engineering jobs at Opel’s historic headquarters in Russelsheim, reducing the remaining technical staff to around 1,000 people.

The site employed over 7,700 engineers back in 2017, undertaking important R&D projects for the PSA Group. Now, it has narrowed down its scope to areas like AI, software, ADAS, battery tech, and digital lighting systems. While unrelated, with the job cuts, the Leapmotor deal allows Stellantis to significantly reduce R&D expenses and the time needed to bring a new product to the market.

More: Opel And Alfa Romeo’s Next EVs May Be Built Around Chinese Tech, Not German Or Italian

Crucially, the upcoming electric SUV won’t be the only Leapmotor-based product from a Stellantis brand. According to the company “the new vehicle is intended to serve as a blueprint for efficient global collaboration” meaning it could pave the way for other similar projects in the future.

The Story Of The Joint Venture

Stellantis acquired a 21% stake in Leapmotor in October 2023, becoming the largest shareholder of the Chinese brand. The LPMI (Leapmotor International) joint venture is 51% owned by Stellantis, which has the exclusive rights of selling and producing Leapmotor products outside China.

The European rollout has been quite successful, with Leapmotor delivering 40,000 units in 2025 and kicking off 2026 with a first quarter of 24,751 registrations. Besides the Old Continent, the LPMI joint venture has expanded its activities to South America, Mexico, Asia-Pacific, Middle East, and Africa.

As European EV buyers grow more price-sensitive, new entrants are finding sharper ways to undercut established players without giving up headline specs. Stellantis is putting its strategic partnership with Leapmotor to work, launching the new B05 across Europe as a fully electric hatch aimed squarely at the freshly updated VW ID.3 Neo. A hotter Ultra variant will follow, with the next GTI in its sights.

Aggressive Pricing

The Leapmotor B05, known as the Lafa 5 in China, first appeared in Europe last September at the Munich Auto Show, then a static prototype. It is now on sale in European markets, priced in Italy from €26,900 ($31,500) to €30,900 ($36,200) before local incentives.

More: Stellantis’ Secret Weapon Against Chinese EVs In Europe Turns Out To Be A Chinese EV

This places the entry-level version €9,600 ($11,200) below the pre-facelifted VW ID.3 in Italy. The Leapmotor B05 also comes in €11,450 ($13,400) under the Renault Megane E-Tech and €13,080 ($15,400) less than Stellantis’ own Peugeot E-308 in the same market.

The EU-spec Leapmotor B05 is currently being assembled at Stellantis’ Figueruelas plant in Zaragoza, Spain. Producing the car locally allows the company to avoid steep EU tariffs on Chinese-built EVs, helping it land at a price point that undercuts even the now-discontinued MG4.

Competitive Specs

Measuring 4,430 mm (174.4-inch) long, the EV rides on Leapmotor’s “LEAP 3.0” architecture and uses Cell-to-Chassis (CTC) technology. This setup integrates the battery into the structure, improving rigidity. The company also claims a 50:50 weight distribution and notes that the suspension was co-tuned with Stellantis’ global engineering teams.

More: Opel And Alfa Romeo’s Next EVs May Be Built Around Chinese Tech, Not German Or Italian

European buyers can choose between two LFP battery packs: a 56.2 kWh Pro unit with a WLTP range of 401 km (249 miles), or a 67.1 kWh Pro Max pack offering up to 482 km (300 miles). DC fast charging peaks at 174 kW, allowing a 30-80% charge in as little as 17 minutes.

The Leapmotor B05 is fitted with a rear-mounted electric motor offering 215 hp (160 kW / 218 PS) and 240 Nm (177 lb-ft) of torque. For those seeking better performance, the upcoming B05 Ultra bumps the output figures to 241 hp (180 kW / 245 PS) and 255 Nm (188 lb-ft), combined with a lowered suspension, fatter anti-roll bars, beefier brakes, a more aggressive bodykit, and performance tires.

Generous Equipment

Despite its budget pricing, the Leapmotor B05 is packed with tech. The entry-level Life trim has a comprehensive list of standard equipment, including a 14.6-inch touchscreen, an 8.8-inch digital instrument cluster, an AI-powered voice assistant with facial recognition, dual-zone climate control, a 360-degree camera, a panoramic glass roof, and a full ADAS suite.

More: This Leapmotor Packs Lamborghini Huracan Power Into A $38K Family SUV

The flagship Design trim adds 19-inch alloy wheels instead of 18-inch units, along with a heated steering wheel and heated, ventilated seats trimmed in eco-leather. It also brings 256-color ambient lighting that reacts to music, plus a more advanced ADAS package.

The B06 Ultra has not yet been detailed for Europe, though the Chinese version includes a front splitter, side skirts, a rear spoiler, and a rear diffuser, along with unique 19-inch wheels. Inside, it adds sport seats with a massaging function, suede-style upholstery, and LiDAR-based driver assistance systems.

More: Stellantis Turns A Tiny Chinese Hatch Into A Delivery Van That’s Light On The Van Part

In China, the Leapmotor Lafa 5 is even cheaper compared to its EU-spec B05 twin, currently priced between ¥90,800-114,800 ($13,300-16,800). The Lafa 5 Ultra sits at the top of the lineup, priced between 118,800-124,800 ($17,400-18,300). However, it is worth noting that the entry-level variants of the Chinese-spec model have lower output and a smaller battery pack.

Jeep is preparing a mid-cycle update for its smallest SUV in Europe, arriving barely three years after launch. The facelifted Avenger has surfaced in a low-lit teaser, offering a first look at the latest interpretation of the brand’s seven-slot grille.

Jeep calls the revised grille a breakthrough, although it reads as a close relative of what is already on the newer Compass. The slots keep the Avenger’s chamfered profile, now with slimmer separations and no visible bezels, which cleans up the look without straying far from the original idea.

More: An American SUV Not Sold in America Was Italy’s Second-Best Seller

The main talking point is the addition of seven LEDs, echoing the Compass. These extend the Avenger’s slim daytime running lights, positioned above the primary headlamp units. For those wondering, the first Jeep to feature an illuminated grille was the Grand Wagoneer Concept from 2022.

Beyond the revised seven-slot treatment, the Avenger is likely to receive updated front and rear bumpers, along with fresh color choices and new alloy wheel designs. The roof rails shown in the teaser point to the Avenger 4xe The North Face special edition, although they could just as easily filter through to other trims in the facelifted range.

Review: Jeep Avenger EV Is A Fun Little Gem That’s Too Small For US

Jeep has said little about cabin changes. Even so, heavily camouflaged dashboards on test prototypes suggest the digital cockpit may be due an update. There is also scope for improved material quality, with softer finishes potentially replacing some of the harder plastics used in the current model.

We don’t expect big changes under the skin, as the Avenger is already available with ICE, mild-hybrid, and fully electric powertrain options from the Stellantis parts bin. The current lineup is crowned by an all-wheel-drive variant (mild-hybrid 4xe) featuring dual electric motors and a turbo 1.2-liter gasoline engine.

More: Jeep Gives The 2027 Renegade A New Face, But The Biggest Upgrade Is Hidden Inside

The Avenger is also set to expand beyond Europe, with a South American launch planned. Production will begin later this year at the Porto Real plant in Brazil.

It remains unclear whether the Brazilian-market model will adopt the same visual updates as the facelifted European version, which is built in Tychy, Poland. Either way, a region-specific powertrain is expected, tailored to local requirements rather than simply mirroring the European setup.

Volkswagen is giving the ID. Buzz a round of updates, adding power and finally addressing some of the cabin’s most complained-about ergonomics. There is a catch, though. These changes are currently limited to Europe and the UK, with North America set to skip the 2026 model year entirely.

The biggest addition is the new ID. Buzz Pro 4Motion. It brings a dual-motor setup producing 335 hp (250 kW), a figure that was previously reserved for the hotter GTX variant. Buyers get a 79 kWh battery in short-wheelbase form, while the long-wheelbase version steps up to an 86 kWh pack.

More: VW Spent Years Removing Knobs From Its Cars, The ID.3 Neo Puts Them Back

More importantly, the switch to all-wheel drive is not just about traction. Towing capacity gets a useful bump, up by 600 kg (1,323 lbs) over the rear-wheel-drive models. That pushes the maximum to 1,800 kg (3,968 lbs) for the standard version, although the longer, heavier model sees that figure trimmed slightly to 1,600 kg (3,527 lbs).

Smarter Tech Inside

Volkswagen is also using this update to tidy up the cabin, focusing on usability while layering in a few new tech features. The ID. Buzz now gets the latest Innovision infotainment system, bringing cleaner menus and access to a new App Store covering audio, video streaming, parking, charging, and even gaming. It is the same setup already seen in the ID.3 Neo, and it will roll out to the facelifted Caddy and Transporter T7 later this year.

More: VW’s ID. Buzz Picks Up A Feature No Minivan Has Any Business Offering

One of the more welcome fixes sits right in front of the driver. Proper physical buttons return to the steering wheel, replacing the fiddly touch-sensitive controls that never quite convinced anyone. That said, VW is still holding onto the touch sliders below the main screen, which remain as divisive as ever.

There is also a practical upgrade. Vehicle-to-Load functionality is now available, allowing the ID. Buzz to power external devices like e-bikes or other equipment through a dedicated adapter, turning the van into a mobile power source when needed.

The fully electric microbus will finally offer one-pedal driving, allowing regenerative braking to bring it to a standstill when the driver lifts their foot off the gas. Finally, safety equipment has been improved with the optional Connected Travel Assist, featuring traffic light recognition.

More: Volkswagen Multivan Gets A New Look, But The Real Upgrade Is Still Hidden

The 2026 VW ID.Buzz will reach dealers in Europe and the UK this summer. While the updates are currently limited to the other side of the Atlantic, there is a chance they will be applied to the US-spec ID.Buzz for the 2027 model year.

Volkswagen Commercial Vehicles

Europe’s EV market is having a moment, and it’s in large part thanks to a man who’s no fan of clean energy. President Trump’s attack on Iran sent petrol and diesel prices soaring – and European drivers into the arms of electric cars.

New figures show battery-electric registrations surged 51 percent in March 2026 across 15 key EU + EFTA (European Free Trade Association) markets as drivers in the region battled with fuel costs that jumped by around a fifth.

Related: Ford’s EV Sales Collapsed 70% While Toyota’s Nearly Doubled

More than 224,000 electric passenger cars were registered in March alone as a result, accounting for 22 percent of all new-car sales. That means close to one in every four cars sold was an EV. Over the first quarter, more than half a million EVs were sold across the EU, up 33.5 percent year over year. 

Growth was broad, too. Germany rose 42 percent year to date, helped by new state incentives and France stayed strong with a 28 percent EV share in March. Italy, long considered a reluctant adopter, jumped 65 percent. Even Poland cracked the 40 percent growth club.

Scandis Embraced EVs

Then there’s the Nordics, where normal rules don’t apply. Denmark saw fully electric cars account for 76.6 percent of March registrations. Finland was near 50 percent. Norway, naturally, continued behaving like it’s already living in 2035, with 98.4 percent of new registrations fully electric.

Now let’s cross the Atlantic, where the mood is rather different, despite pump prices also rising there. Though CarEdge reported internet searches for EVs jumped 20 percent in the first week following the original attack on Iran in early March, US EV sales in the first quarter fell 27 percent compared with the same period last year.

Tax Credit Hole

Only 216,399 EVs were sold in America between January and the end of March, that slide heavily influenced by the removal of the federal $7,500 tax credit last September, which appears to have yanked plenty of buyers back toward gasoline pumps.

Some brands still found success. Toyota rose 79 percent, Lexus jumped 207 percent, and Rivian edged upward by 21 percent. But others were hammered, with several mainstream and premium names like Audi, BMW, Mercedes, Porsche, Ford, VW, Jeep and Genesis posting dramatic declines as high as 93 percent.

Porsche, Hyundai

Honda is preparing to pull the plug on its only fully electric model currently sold in Europe. As part of a rethink of its EV strategy, the automaker will take the e:Ny1 off sale just three years after it arrived. That sounds abrupt, and it is. This is not a full EV retreat, though. The new Super-N hatchback is waiting in the wings, set to step in where the e:Ny1 leaves off, even if it targets a very different slice of the market.

A product of Honda’s joint venture with Dongfeng, the e:Ny1 arrived in Europe in mid-2023 as the electric counterpart to the local-spec HR-V. It looks closely related to the hybrid crossover, but its roots trace back to China, where it has been sold as the e:NS1 and e:NP1 since 2022.

More: Honda’s 1.2 Million-Car China Peak Is Now A 720,000-Car Retreat

As reported by German newspaper Handelsblatt, the e:Ny1 has already disappeared from configurators in several major markets, including Germany, Italy, and Spain. The SUV remains available to order in France and Austria, but Honda is reportedly directing remaining stock toward the UK and Nordic regions, where demand has been stronger.

The model struggled to gain ground against newer, more affordable rivals from both European and Chinese brands. Even after a price cut in Germany from €47,590 ($56,100) to €38,990 ($46,000), Honda managed to sell just 105 units of the e:Ny1 last year.

The e:Ny1 rides on the “e:N Architecture F” platform and uses a single electric motor producing 201 hp (150 kW / 204 PS). A 68.8 kWh battery delivers a WLTP range of 412 km (256 miles). Compared with the EU-spec HR-V, it features a redesigned front end with a charging port integrated into the grille, clear taillights, and a 15.1-inch portrait touchscreen inside.

Honda Takes A Step Back

This European scale-back mirrors a wider global pivot. Honda recently confirmed it has canceled several planned EVs intended for North America, including the Acura RSX, the 0 Series Saloon and SUV, and the Afeela sedan and SUV from the Sony Honda Mobility joint venture.

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Despite the gloomy outlook for its larger EVs, Honda isn’t pulling the plug entirely. The Super-N will reach UK and Europe shortly after its initial roll-out in Japan. The pint-sized electric hatchback draws inspiration from the Honda City Turbo II, pairing a sporty body kit with a 94 hp motor. Pricing is expected to start below £20,000 (€23,000 / $27,100), aiming to attract buyers with a more accessible entry point and a distinct character.

The rest of Honda’s European lineup is exclusively available with self-charging hybrid and plug-in hybrid powertrains, as all ICE-only offerings were phased out in late 2022.

The Nissan Juke has always stood out from the crowd, sporting a unique shape that’s allowed it to remain a solid option despite competition in its segment always increasing. At its Vision event in Japan, Nissan has unveiled the third-generation Juke, and it’s even more striking than we could have predicted.

The new Juke will be sold exclusively as an EV and will be built at the brand’s British site in Sunderland, alongside the Leaf. It’s based on the CMF-EV or AmpR Medium platform used by the likes of the Renault Scenic E-Tech, Alpine A390, and Nissan Ariya, and is scheduled to launch globally in the spring of next year.

Read: Nissan’s New Rogue Wants To Take The RAV4’s Hybrid Crown

Nissan has yet to release final specifications for the Juke, nor has it released any photos of the crossover’s interior. However, it has unveiled the full exterior design, and it looks unlike any other model Nissan sells. In fact, the design is striking enough that it looks more like a concept car than one that’ll be sold to the public.

Concept Looks

The design is dominated by sharp and jagged lines, starting at the front with a large blacked-out grille and intriguing headlights. It’s also been showcased with angular black wheel arches, while much of the body is finished in a bright shade of green. This color really helps to highlight the profile of the Juke, particularly the wild door skins.

As with the outgoing Juke, the handles for the rear doors remain on the C-pillars. Like the front, the rear is bold with intricate LED taillights and a distinctive tailgate.

Like the current Leaf, the new Nissan Leaf EV will support vehicle-to-grid technology. The battery packs will likely mimic those of the Nissan Leaf, meaning it could be offered with 52 kWh and 75 kWh packs. Interestingly, the existing second-generation Juke isn’t going anywhere.

Despite originally planning to replace the old model with this new one, the second and third-gen versions will instead be sold alongside each other. It’s understood that Nissan will update the design of the old model to mimic the new EV.

Stellantis is broadening its lineup with a slightly left-field addition, rolling out a last-mile delivery vehicle for Europe through its Leapmotor joint venture, based on the tiny T03. Its compact footprint makes it well suited to the cramped streets of Europe’s city centers, backed by a zero-emission powertrain and pricing pitched to keep fleet buyers interested.

As with most LCV conversions of existing models, the T03 has been reworked into a two-seat van. The rear bench is gone, replaced by a 657 lt (23.2 cubic feet) cargo area. Access comes via the tailgate and rear doors, though the openings are predictably tight.

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Payload is less convincing. It is rated at just 220 kg (485 lbs), which limits what it can realistically carry. Then again, this is more about parcels and city drops than shifting bags of cement, so for its intended job, it may be enough.

Inside, it’s better equipped than you’d expect from something pitched at delivery duty. You get an 8-inch digital instrument cluster, a 10.1-inch infotainment touchscreen, and a full suite of ADAS features.

More: Opel And Alfa Romeo’s Next EVs May Be Built Around Chinese Tech, Not German Or Italian

On the outside, the five-door hatchback is unchanged from the standard Leapmotor T03, measuring 3,620 mm (142.5 inches) long. The LCV version sets itself apart with 15-inch steel wheels finished in black, while the color choices are limited to Caribbean Blue, Light White, and Canopy Grey.

Power comes from a single electric motor producing 95 hp (70 kW) and 158 Nm (116.5 lb-ft) of torque, identical to the passenger model. A 37.3 kWh battery delivers up to 256 km (159 miles) of WLTP range, with support for 45 kW DC fast charging.

According to Stellantis, “production finalization” for European markets will take place at the Mirafiori plant in Turin. In reality, that likely means the LCV conversion is handled there, as the Leapmotor T03 itself continues to be built in Jinhua, China, after plans for production at the Tychy plant in Poland were quietly dropped.

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Orders for the Leapmotor T03 LCV will open in select EU markets later this month, with the first deliveries expected to land this summer.

Pricing starts at €14,590 ($17,100) excluding VAT, putting it among the most affordable commercial vehicles on sale in Europe. Stellantis is not new to the small EV game either, already offering an LCV version of the even smaller Citroen Ami heavy quadricycle.

New Poll: American Voters Support Federal Investments in Electric Vehicles Broad, Bipartisan Support for EV Investments and Incentives that Lower Costs, Expand Access, and Help the U.S. Beat China in the Race for Auto Manufacturing WASHINGTON, D.C. – A new bipartisan national poll conducted by Meeting Street Insights and Hart Research finds broad public support …

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