The Hilux has spent decades surviving anything the world throws at it, from mud and floods to plummeting from a Top Gear crane – though not being dropped from a helicopter. Now Toyota is testing its most famous small pickup with a more complicated challenge: staying relevant in an electric future.

Related: New Toyota Hilux Brings Sumo-Inspired Looks And EV Option

Toyota unveiled the Euro-spec ninth-generation Hilux in mild-hybrid and fully electric Hilux BEV form at this week’s Brussels Motor Show, months after both trucks debuted in Asia. The first ever EV Hilux is big news, but soon it won’t be the only version of the unstoppable truck that doesn’t emit any tailpipe nasties.

As we reported last year, Toyota Toyota hasn’t just confirmed that it’s working on a hydrogen-powered Hilux that will arrive later, it’s already testing them out in the open. Yes, the same pickup that built its legend hauling bricks and sheep is about get a fuel-cell stack.

Multipath Meets Multipurpose

Toyota calls this its multipath strategy, though for many buyers little will change. Because they’ll still be able to get a truck with the same 201 hp (204 PS) 2.8 litre diesel mild hybrid (shown above) that made its debut in the previous generation Hilux’s twilight years. Some less-developed European countries will even get a non-hybrid diesel.

In the UK and Europe the 48-volt oil burner is expected to be the volume seller even after the EV’s arrival. It keeps up the old model’s 1,000 kg (2,205 lbs) payload and 3,500 kg (7,720 lbs) tow ratings, while being smoother and slightly cleaner than before.

Electric But Still Unbreakable

But business-owning truck buyers with an eye on cutting running costs and tax bills will want to give the Hilux BEV a look. It uses a 59.2 kWh battery with motors on both axles for permanent all-wheel drive.

The front motor makes 151 lb-ft (205 Nm) and the rear 198 lb-ft (268 Nm), and Toyota quotes a WLTP range of 160 miles (258 km), which sounds unimpressive in a passenger-car context, but that climbs to 236 miles (380 km) in urban use.

Payload drops to 715 kg (1,580 lbs) and towing to 1,600 kg (3,530 lbs) in the EV, but the fundamentals remain. You’re getting the same body-on-frame construction, 212 mm (8.4 inches) of ground clearance and 700 mm (27.6 inches) of wading depth, whichever power source you choose. And the BEV gets a special off road drive mode tuned for electric torque and braking.

All In the Grilles

Both hybrid and BEV models adopt the same new Cyber Sumo design that was reportedly developed by Toyota’s Australian team. Characterized by stronger angles and flatter surfaces, it gives the Hilux and more modern, big-truck look, though it seems not everyone loves it. The EV is easily identified by its hole-free grille panel and (less obvious) re-shaped silver bumper insert.

Also: Toyota’s Most Expensive Supercar Has Something In Common With Lexus’ Cheapest Sedan

The modern makeover continues inside the crew cab-only interior where drivers and passengers are treated to a 12.3-inch digital gauge pack and same-sized tablet touchscreen, plus a steering wheel from the new Land Cruiser.

There are dual storage compartments on the passenger side, dashboard-mounted cupholders, and a full suite of electronic safety gadgets, but Toyota remembered to cram in plenty of physical switches for regularly-used functions.

UK sales start in June, Toyota says, and prices – guaranteed to be higher than for the outgoing truck – will be revealed within the next few months.

Toyota

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

The Brussels Motor Show is in full swing, and Peugeot has brought a familiar face with a sharper edge. The refreshed 408 makes its debut with a sportier, more upscale design along with a few well-placed upgrades.

The changes are immediately apparent as the fastback crossover has been ‘defanged.’ As part of the makeover, the model adopts split lighting units with an upper section that has three “claws.” These serve as daytime running lights as well as animated turn signals.

More: Peugeot 408 Coupe Crossover Lands In Paris To Banish Boring Family Cars

The headlights reside below and are “almost invisible” as they’re surrounded by gloss black accents. This enables them to effectively blend into the background.

Designers gave the 408 a more expressive grille that features an illuminated logo on higher-end variants. The Lion badge also has a radar sensor hidden behind it, which helps to create a cleaner appearance.

Elsewhere, there’s a new bumper and a revised central intake. The latter trades a honeycomb mesh pattern for horizontal lines.

The rear end largely carries over, but the traditional logo has been replaced by illuminated “Peugeot” lettering. This is a first for the company and it’s joined by gloss black accents as well as revamped taillights.

Last but not least, the model rides on updated wheels ranging in sizes from 17- to 20-inches. Customers will also find a revised color palette that includes an exclusive new color known as Flare Green. It changes from bright yellow in sunlight to deep green in shadows.

Minor Interior Changes

While exterior styling changes are pretty noticeable, the same can’t be said about interior updates. These blend into the background, but include updated trim and upholstery.

The model also gains a new 10-inch digital instrument cluster, which sports improved graphics. It’s joined by a familiar 10-inch infotainment system.

An Updated EV With New Features

The E-408 carries over with a 58.2 kWh NMC battery pack, which feeds an electric motor developing 210 hp (157 kW / 213 PS) and 253 lb-ft (343 Nm) of torque. This enables the model to have a WLTP combined range of 283 miles (456 km).

While the powertrain will give you déjà vu, there are several new features including a battery pre-conditioning system. In cold weather, owners can tell the battery to heat up at the touch of a digital button. The GT trim takes this up a notch as navigating to a charging station will automatically trigger battery pre-conditioning at the perfect time.

Customers will also find a new Plug & Charge capability as well as a Vehicle To Load function that delivers up to 3.5 kW of power. The model also has a new “80% charge limit” function for AC charging at home.

Hybrid And Plug-In Hybrid Power Too

If you’re not ready to go fully electric, you can opt for a plug-in hybrid powertrain that consists of a 178 hp (132 kW / 180 PS) petrol engine, a 123 hp (92 kW / 125 PS) electric motor, a 14.6 kWh lithium-ion battery, and a seven-speed dual-clutch transmission. This enables the crossover to have a combined output of 237 hp (177 kW / 240 PS) and an electric-only range of up to 53 miles (85 km).

Customers can also opt for a hybrid variant, which has a petrol engine with 143 hp (107 kW / 145 PS). It’s connected to an electrified six-speed dual-clutch transmission and the model consumes 5.0 L/100 km (47 mpg US) in the WLTP combined cycle.

As more carmakers double down on their efforts to cater specifically to China’s fast-evolving EV market, buyers in other parts of the world are being left out of some genuinely interesting vehicles. The VW ID. Era 9X is one of the latest examples, and it brings quite a bit to the table.

Revealed through filings with China’s Ministry of Industry and Information Technology, as well as VW itself, this new production SUV emerges from the SAIC Volkswagen joint venture. It’s a large, range-extender SUV positioned to compete in a growing segment of vehicles that blend electric driving with longer-distance practicality.

Read: VW’s Next Electric Sedan Looks Nothing Like You’d Expect

Battery-electric SUVs are increasingly common in China, but they still don’t meet the needs of every buyer. That’s where extended-range EVs, or EREVs, come into their own.

A Full-Size SUV Built for China

The VW ID. Era 9X, which somewhat curiously shares its 9X badge with Zeekr’s own EREV SUV, is bigger than many popular Western model, including the VW Atlas and Touareg. It even edges out the BMW X7 in overall length. Measuring 5,207 mm (205 inches) long, 1,997 mm (78.6 inches) wide, and 1,810 mm (71.2 inches) tall, the Era 9X rides on a 3,070 mm (120.8-inch) wheelbase.

For reference, the BMW X7 comes in at 5,181 mm (204 inches) in length, 2,000 mm (78.7 inches) wide, and 1,805 mm (71.1 inches) tall, with a 3,105 mm (122.2-inch) wheelbase. This makes the ID. Era 9X slightly longer and taller, though marginally narrower and with a slightly shorter wheelbase. In terms of footprint, it’s firmly in full-size luxury SUV territory.

The exterior design remains remarkably close to the original ID. Era concept that VW unveiled earlier last year, with a premium and contemporary look that hasn’t been watered down much in the transition to production.

Volkswagen hasn’t revealed the production interior yet. But if it mirrors the concept closely, expect a massive dashboard-spanning infotainment system to carry over. There may also be an optional roof-mounted display for rear passengers. The spec sheet confirms that the ID. Era 9X will come with six seats in a 2+2+2 arrangement.

Powertrain Options

Where things get more interesting is under the skin. The ID. Era 9X is an extended-range electric vehicle, using a gasoline engine only to charge the battery. Volkswagen will offer it in three powertrain configurations, with both rear- and all-wheel drive options.

The base model features a single rear-mounted electric motor producing 220 kW (295 hp), powered by a 51.1 kWh LFP battery. It delivers a pure electric range of up to 267 km (166 miles). The curb weight comes in at 2,600 kg (5,732 lbs).

The second variant uses the same electric motor driving the rear wheels but swaps in a larger 65.2 kWh NMC battery. This upgrade boosts the pure electric range to 340 km (211 miles). It weighs slightly more at 2,620 kg (5,776 lbs).

Finally, at the top end, it keeps the 65.2 kWh battery but adds a second electric motor on the rear axle, bumping total output to 380 kW (510 hp). This dual-motor setup increases curb weight to 2,700 kg (5,952 lbs). Pure electric range drops slightly to 321 km (199 miles).

While full combined range figures haven’t been published, all three configurations are expected to comfortably exceed 1,000 km (over 600 miles) when using both battery and gasoline power, depending on the final gas tank capacity.

Will It Go Global?

Pricing is still under wraps and should be announced in the coming months before the vehicle officially goes on sale. While a Western launch isn’t confirmed, there’s reason to keep a small window of optimism open for certain martkets.

Mazda already offers its China-built JV models in Europe and Australia, having debuted the new CX-6e SUV earlier today, and Nissan is preparing to follow suit. It’s not out of the question for Volkswagen to consider doing the same with the ID. Era 9X, at least in select international markets, though a US launch is firmly off the table.

If you only look at Hyundai’s headline numbers, 2025 was a triumph. The brand posted its best December ever in the US car market, its third straight year of record total sales, and its fifth consecutive year of record retail volume. Total sales reached 901,686 vehicles, and December alone delivered 78,930 sales.

Fist bumps all around, right? Sounds like everything is going wonderfully. But scratch beneath the surface and the picture becomes more complicated and less joyful, especially if you care about electric cars.

Related: Hyundai Sold Its Russian Factory For $97, Now It Might Never Get It Back

Because Hyundai’s EVs stumbled badly at the end of the year. Ioniq 5 sales fell 50 percent in December compared to the same month last year. Ioniq 6 dropped even harder, down 62 percent. In the fourth quarter, both models were also down sharply, by almost 60 percent.

Ioniq 9 Jumps In

Over the full year, the story is slightly kinder but still uneven. Ioniq 5 finished 2025 up nearly 6 percent year over year, but Ioniq 6 was down 15 percent. The newly launched three row Ioniq 9 added EV volume during 2025, ensuring Hyundai’s total electric sales in the last 12 months beat out those for 2024, when the Ioniq 9 was still waiting to be launched.

But in Q4 and December, the EV total was down dramatically, despite the 9 having joined to lend a hand.

Hyundai US Sales December 2025

And EVs weren’t the only models struggling. The Sonata was down 13 percent in 2025 (and 32 percent in Q4), and the Santa Cruz light truck dropped 20 percent during 2025 (and 21 percent in Q4). The Kona didn’t fare too well either. Its sales slid 9 percent between January and December.

Hybrid Help

So how did Hyundai still manage record numbers? The answer is hybrids and SUVs. Hybrid sales jumped 71 percent in December and were up 36 percent across the year, driven by demand for electrified versions of the Elantra, Sonata, Tucson, Santa Fe and Palisade.

Hyundai US Sales Q4 2025

Meanwhile, Hyundai’s core SUVs surged, with Santa Fe up 20 percent for the year, Palisade up 13 percent and Tucson up 14 percent.

In other words, Hyundai’s record year was not built on electric, but electrified momentum. Buyers did not stop shopping, they simply changed how they shopped, preferring to spend their money on more traditional vehicles with more traditional powertrains.

Hyundai US sales 2025

Hyundai

The Leapmotor lineup is expanding once again, and this time the Stellantis-backed Chinese automaker is steering into new territory with its first fully electric minivan. Called the D99, the model arrives in both battery-electric and range-extender versions, marking Leapmotor’s entry into a segment already populated by the likes of the Xpeng X9, Zeekr 009, and Li Auto Mega.

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

Unveiled during a special event celebrating the brand’s 10th anniversary, the D99 has a simple, flowing design similar to other Leapmotor models. The front end includes a very short nose section and a windshield that stretches beyond the front axle, which should give the D99 excellent visibility.

Other visual details include retractable door handles, now being phased out by regulators in China, and darkened B- and C-pillars that merge visually with the side glass. At the back, a futuristic LED light bar spans the width of the vehicle, tying into the modern theme.

The Largest Battery in Its Class

Under the skin is where the D99 truly separates itself from the competition. Built on an 800V platform, the range-extender version carries a massive 80.3 kWh battery pack, the largest of any hybrid currently on the market. That gives it a clear edge over Zeekr’s 9X range-extender, which makes do with a 70 kWh unit.

It also tops the upcoming range-extended Xpeng X9, which is set to feature a 63.3 kWh battery when it launches. According to Leapmotor, the D99 EREV is expected to deliver up to 500 kilometers (311 miles) of electric driving range on a full charge.

Details of the combustion engine supporting the range-extender setup haven’t been confirmed, though it’s likely to be a 1.5-liter four-cylinder, similar to the one used in Leapmotor’s C10 REEV.

As for the fully electric D99, it steps up to a 1000V architecture and houses an even larger 115 kWh battery supplied by CATL. That setup is good for a claimed range of 720 kilometers (447 miles).

Plush Promises Inside

No interior images have been released yet, but based on Leapmotor’s recent offerings, the cabin is expected to be packed with high-definition displays and generously cushioned seating. It’s being positioned as a vehicle not just for families but for passengers who prefer to be driven rather than drive.

Additional details, including pricing in China and potential availability beyond the domestic market, are expected to be announced in the coming weeks.

Rewind a few years and Ford, like most of its rivals, charged full speed into the electric future. The goal was clear: catch up to Tesla and help turn the U.S. into a thriving hub for EV innovation. Fast forward to today, and the future looks very different.

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

Much of Ford’s early EV effort hinged on the F-150 Lightning. Promoted by some as a cornerstone of the brand’s future, and initially the most affordable electric pickup in the States, the Lightning carried a lot of weight on its metaphorical bed.

But just three years after it launched, Ford has pulled the plug. CEO Jim Farley recently confirmed that part of the reason comes down to simple economics: buyers aren’t lining up for EVs priced north of $50,000.

Are Expensive EVs the Problem?

During an interview with CNBC, Farley addressed Ford’s announcement that it will take a $19.5 billion charge in 2026, tied to its decision to pivot away from EVs and refocus on internal combustion models. According to him, the company’s electric lineup simply wasn’t aligned with what buyers actually want.

“More importantly, the very high-end EVs, the $50,000, $60,000, $70,000, and $80,000 vehicles, they just weren’t selling,” Farley said.

Back in 2021, when the F-150 Lightning was first revealed, the base price came in at a relatively digestible $39,974. But that didn’t last for long, as the Blue Oval made a series of price hikes. By 2025, the base model had swollen to $54,780, an increase of nearly 37 percent, pushing it out of reach for many of the truck buyers it was originally meant to appeal to.

Hybrids In Focus

While Ford is now shifting its focus away from EVs, that doesn’t mean it’s done with electric motors and battery packs. During the same interview, Farley said that the company is committed to “following customers to where the market is, not where people thought it was going to be, but to where it is today.”

As such, Ford will start to prioritize hybrid and extended-range EV models. There will be a “whole lineup” of new hybrid models, including a hybrid Bronco. Farley also pointed out that Ford has quietly secured the number three spot in U.S. hybrid sales, and dominates the hybrid truck space with an estimated 80 percent market share.

Farley added that the company expects its electric Model E division to reach profitability in 2029, three years later than initially expected. By 2030, he still expects half of Ford’s global sales to be electrified vehicles. But most of those, he clarified, will be hybrids and extended-range electrics, not pure battery EVs.

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.

Given Australia’s long-running affection for off-roaders and the popularity of models like the Ford Ranger and Ranger Raptor, it’s somewhat surprising that the Ford Bronco has never officially made it over there. That may soon change.

But rather than bringing in one of the two American-market Broncos, Ford could instead be planning to import a new, unrelated version just launched in China.

Read: Ford’s Electric Bronco Costs The Same As Ours And Gives You Twice The Power

Known as the Ford Bronco Basecamp, or Bronco New Energy, this model is the result of Ford’s joint venture with Jiangling Motors Corporation (JMC). It’s styled like a mash-up of the full-size US Bronco and the more compact Bronco Sport, yet it’s larger than both.

Importantly, unlike the Bronco sold stateside, Ford will build the Bronco Basecamp in right-hand drive configuration. According to the team from Wheelsboy, it will be exported to markets like Australia, as well as throughout Southeast Asia, the Middle East, and South America.

A New Angle on the Bronco

Unlike the American Bronco, which sits on a ladder-frame chassis, the Chinese version uses a unibody construction. That suggests it won’t be quite as competent in hardcore off-road situations, though it could be more agreeable on sealed roads.

And it’s no small thing, literally, as it measures 5,025 mm in length, or just over 197 inches, which makes it 101 mm longer than the Ford Everest already sold in Australia.

This shift in construction doesn’t just affect handling. It also reflects a different sort of appeal, likely aimed at buyers who want rugged looks with more livable day-to-day driving dynamics. As such, it feels less like a direct rival to traditional 4x4s and more like a large SUV with outdoorsy credentials.

EV And Range-Extender Power

The powertrains are particularly interesting. All-electric versions of the Bronco Basecamp are equipped with a sizeable 105.4 kWh battery pack and two electric motors that combine to deliver 445 hp and 424 lb-ft (575 Nm) of torque. This gives it more horsepower than the ICE-powered Bronco Raptor, and almost as much torque.

In China, the Bronco Basecamp is also available as a range-extender, featuring a 1.5-liter turbocharged four-cylinder engine with two electric motors and a 43.7 kWh battery pack. It delivers a combined 416 hp and 442 lb-ft (600 Nm), all while being able to travel up to 220 km (137 miles) on a single charge.

It’s not yet clear if Ford could bring both of these powertrain options to Australia, or if it’ll limit the range to just one. While this won’t be the American Bronco that many locals have been clamoring for, it could be the next best thing.

Ford’s bad bet on electric vehicles continues to have brutal repercussions, so they announced plans to rationalize their “U.S. EV-related assets and product roadmap.” This will come with a steep price tag as the automaker announced plans to record about $19.5 billion in special items on their financial results.

Aside from wasting a ton of money, Ford revealed they no longer plan to “produce select larger electric vehicles where the business case has eroded due to lower-than-expected demand, high costs and regulatory changes.” This likely references today’s decision to axe the F-150 Lightning EV and eventually revive it as a range-extended pickup truck.

More: The F-150 Lightning Is Dead, But It’s Coming Back As A Range-Extended EV

The company also announced they will no longer build a previously planned electric commercial van for Europe. Plans for an electric van in North America have also been dropped, but they’re being replaced by an affordable commercial van that will offer gas and hybrid engines. This model will be built at Ford’s Ohio Assembly Plant in Avon Lake starting in 2029.

Ford previously abandoned three-row EVs, but they’re still committed to new electric vehicles based on the Universal EV Platform. These will be small and affordable, with the first variant arriving in 2027 for around $30,000.

Besides hitting the brakes on most BEVs, Ford confirmed they’ll “expand powertrain choice” by offering more hybrids and range-extended electric vehicles. The company expects the mix of these three powertrains will be approximately 50% of its global volume by 2030, which would be up from 17% this year.

To help fuel this projected jump in demand, Ford is planning a range of different hybrids. Some will focus on fuel economy, while others chase performance. We can also expect hybrids with exportable power, which has become popular with customers.

On the range-extended side of things, Ford implied the second-generation F-150 Lightning will be joined by range-extended versions of their larger SUVs. This likely means we can expect to see electrified versions of the Expedition and Navigator.

Ford went on to say that by the end of the decade, nearly every vehicle will offer a hybrid or “multi-energy powertrain choice.”

Given the shift away from EVs, Ford is renaming the Tennessee Electric Vehicle Center as the Tennessee Truck Plant. It will build new, affordable gas-powered trucks starting in 2029. This is a departure as the plant was originally supposed to build the next-generation F-150 Lightning.

Ford Battery Business

Despite throwing in the towel on most EVs, Ford announced plans to launch a battery energy storage system business. It will provides sales and service to support the electric grid and growing demand from data centers.

The pivot can partially be explained by the transition away from EVs as Ford has a lot of excess battery manufacturing capacity. As a result, they’re repurposing their Glendale, Kentucky plant to manufacture 5 MWh+ advanced battery energy storage systems. As part of the change, the facility will build “LFP prismatic cells, battery energy storage system modules, and 20-foot DC container systems.”

Ford also announced their BlueOval Battery Park in Marshall, Michigan will make residential energy storage solutions. They’ll be built alongside LFP prismatic battery cells for models based on the Universal EV Platform.

In a statement, Ford CEO Jim Farley said “This is a customer-driven shift to create a stronger, more resilient and more profitable Ford.” He added, “The operating reality has changed, and we are redeploying capital into higher-return growth opportunities: Ford Pro, our market-leading trucks and vans, hybrids and high-margin opportunities like our new battery energy storage business.”

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

BMW engineers are burning the midnight oil to prepare a wave of 40 new or refreshed “Neue Klasse” models by the close of 2027. Among them is the next-generation X7, recently caught in fresh spy shots out of Germany.

At first glance, the camouflaged prototype might pass for a routine facelift, but the changes run far deeper, pointing clearly to a full generational shift. The current X7, launched in 2018, already underwent a mid-cycle refresh in 2022, so this next step arrives on schedule.

More: BMW’s Next Boss Already Has 40 New Models On His Plate

Unlike other Neue Klasse entries, the X7 will keep its distinctive split LED headlight setup, now framing what appears to be an even larger kidney grille. The headlights themselves are smaller and sit lower on a redesigned bumper that features more squared-off intakes.

In profile, the new X7 adopts cleaner surfacing along its pronounced fenders, and the conventional door handles give way to slim fins that likely improve aero. The glasshouse remains largely familiar, although the D-pillar looks set to adopt a more pronounced take on the Hofmeister kink.

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At the rear, heavy camouflage hides the design, and the prototype still wears placeholder taillights. These will almost certainly be swapped for full-width units in production, borrowing cues from the smaller iX3 Neue Klasse and what’s coming for the next X5 and iX5.

Tech Upgrades and Interior Overhaul

Inside, BMW is expected to introduce the Panoramic Vision display, running across the base of the windshield. It will be joined by a larger central touchscreen, an upgraded AI assistant, and a new-look steering wheel with a more concept-like aesthetic.

More: Two New Premium Contenders Are Coming For The G-Class

Processing capabilities will get a serious upgrade courtesy of BMW’s new “Superbrains,” the central computing architecture that acts as the vehicle’s digital backbone.

The X7 will continue offering a seven-seat, three-row layout, one of the key factors setting it apart from other BMW SUVs and placing it in direct competition with the Mercedes-Benz GLS and Volvo’s EX90 and XC90.

Electric and Gasoline Together

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The latest prototype spotted on the road features quad round tailpipes and sits on sizable alloy wheels, pointing to a mild-hybrid V8 powertrain, likely in an M-badged variant. That said, earlier prototypes confirmed that the new generation will also include a fully electric iX7 model for the first time.

More: New i3 And 3-Series Reveal BMW’s Most Striking Split Yet

In contrast to BMW’s smaller models, where combustion and electric variants ride on separate platforms, the X7 and iX7 will share the same architecture. This will reportedly be a development of the current CLAR platform, adjusted to support both traditional and EV setups.

The lineup is also expected to include high-output variants from both BMW M and Alpina, with the electric versions possibly delivering up to 900 horsepower, according to our sources.

BMW hasn’t locked in a release date for the next X7 and iX7, but the roadmap suggests a 2027 launch. Both models will be built in BMW’s Spartanburg plant in South Carolina, alongside the X3, X5, X6, XM, and a brand-new rugged SUV aimed squarely at the Mercedes G-Class.

Below, you’ll find a speculative rendering of the next-generation X7, created by our own Josh Byrnes.

Illustration Josh Byrnes / Carscoops

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

Renault may have wound down its RenaultSport division a little too soon. The decision to pull the plug on sporty models like the Megane RS and Clio RS wasn’t exactly met with cheers, and now there’s a hint it might not be permanent.

According to Renault’s global sales and operations director, Bruno Vanel, if there’s enough public appetite for a return, the RS badge could make a comeback.

Read: The World’s Favorite Renault Got Longer, Wider And Weirder

While recently speaking with Auto Express, Vanel confirmed that Renault has the technical resources on hand to resurrect a performance model, most likely in the shape of a new Clio RS. The brand’s existing portfolio of electric and high-power hybrid powertrains, he explained, includes hardware well-suited to a modern hot hatch.

Even though we’re sure many Renault enthusiasts would also love to see the Megane RS stage a comeback, that seems far more unlikely now that the Megane has morphed into an all-electric crossover.

In contrast, the new-generation Clio, unveiled just a few months ago, offers a more fitting foundation. The sixth-gen model arrived with a more aggressive design and enough visual punch to imagine it in RS trim. And crucially, it remains a hatchback.

“The good news is that we have the know-how internally to make such a car [a Clio RS],” Vanel told the magazine. “We also have hybrid powertrains; solutions to get high power with low CO2 emissions. This is really important now that we are more and more challenged on CO2.”

Vanel added that while there is no immediate plan to bring back the RenaultSport brand “for now,” he said that with enough interest, “maybe [Renault] can reconsider. We’ll wait a couple of months, and then we’ll think about it,” he added.

If Renault were to greenlight an RS version of the new Clio, it would most likely build on the current car’s hybrid system. In its range-topping E-Tech form, the Clio combines a 1.8-liter engine with an electric motor to produce 158 hp.

With some tuning, if that figure was lifted closer to 220 hp, it would position the Clio RS firmly into small hot hatch territory, largely matching the previous-generation on performance.

Source: Autoexpress

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.

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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?

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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.

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After plenty of waiting, the new Toyota GR GT is here, and so is the return of the Lexus LFA. These two new Japanese supercars might not have shown up in all the ways we expected but one thing is clear: while they’re linked, they’ll have very different personalities from behind the wheel.

Now, a new in-depth video shows us just how Toyota and Lexus made each of their respective cars stand out from the other.

More: Toyota GR GT Looks Like A Batmobile And Hits Like A Supercar

Many might consider the GR GT to be a more faithful successor to the LFA. That’s due heavily to its hybrid V8 engine that makes some 641 horsepower (477 kW). That said, it’s clear that Toyota wasn’t trying to steal the LFA’s thunder when you take a quick look at the finer details.

That’s exactly what Top Gear just offered, with a detailed breakdown of both cars from nose to tail. The GR GT, in particular, leans hard into its driver-first philosophy. Its design is dominated by functional aero, from oversized intercooler openings to a rally-style hood vent that channels air up and over the windshield.

Much like the AMG GT or if we go further back in time, the Dodge Viper SRT and its derivatives, the GR GT has a lengthy hood, a small but highly functional cabin, and a squat, wide stance.

Presenter Tom Ford highlights how the driving position communicates intention. The seat height, digital gauge cluster, and steering wheel are all set up for optimal visibility. That’s key because the car has shift lights and vital information there.

The car only has four drive modes, custom, normal, sport, and track. The center control stack features physical buttons and switches. The cupholders are behind the occupants and in the middle because they’re not the focus here.

Of course, the track-only FIA-compliant GT3 race car version is even more extreme. It gets every bit of roll cage one might expect and then some. The cabin features almost zero creature comforts but what it lacks there it makes up for in naked carbon and switchgear. The spoiler at the rear is as wide as the car itself.

Then, there’s the LFA, and when we say it’s different, it’s not just because the V10 is gone in favor of all-electric propulsion. Ford points out that Lexus took full advantage of the EV powerplant, going as far as to design the exterior with it in mind. As such, the LFA gets almost none of the same venting and aero from the GR GT. It simply doesn’t need it.

The lines are more elegant. Take, for example, the hood where long strakes run from the top of the lights to the windshield. Instead of hard edges everywhere, the design is smoother with more compound curves.

That approach carries into the interior, which leans heavily on refinement. The split-cabin layout gives the driver their own space, while the controls are smaller and more delicate, matching the car’s calmer energy.

In short, these two sport models might have a lot of shared DNA, but there’s no doubt that they’ll drive quite differently. In fact, there’s little question that they’ll feel different for occupants even when they’re powered down.

China’s electric vehicle market isn’t just growing, it’s evolving faster than most can process. With new models rolling out at breakneck speed, the country’s automakers aren’t simply keeping pace with global trends, they’re driving them.

And they’re not building EVs in a vacuum either. Domestic demand, especially among younger and first-time buyers, is pushing the shift forward.

Read: Forget EVs, China’s Dumping Millions Of Gas Cars On The Rest Of The World

It turns out, more of these buyers are now leaning electric than ever before. A recent study conducted by Bloomberg Intelligence has revealed that 47 percent of prospective first-car buyers in the country plan to buy an EV within the next 12 months. This represents a massive spike from the 25 percent in February.

Widen the scope to include all prospective car buyers in the country, and the trend holds. A full 52 percent now say they intend to make their next vehicle an EV, compared to 34 percent back in both February and March 2024.

Interest in extended-range EVs, those that offer additional miles from an onboard generator or similar tech, is also gaining ground. As of the latest figures, 8 percent of surveyed buyers said they’d consider one for their next purchase.

Interestingly, the Bloomberg survey also found that plug-in hybrids are losing ground fast. Just 12 percent of respondents now say they’re considering one for their next car, a steep drop from 23 percent in February.

Conventional hybrids have slipped even further. Once viewed as a sensible middle option, their share has fallen from 15 percent in February to just 9 percent by November.

Demand for traditional combustion-engine cars hasn’t disappeared though, which comes as somewhat of a surprise. 19 percent said they’d opt for an ICE model for their next car. Admittedly, just 1,000 people participated in the survey, so it’s hard to make definitive conclusions based on this small sample size.

What’s Behind the Surge?

According to Bloomberg Intelligence analyst Joanna Chen, the competitive prices of EVs in China have contributed to the exceptionally strong demand for them.

“The country beats Europe and the US with battery electric vehicles already reaching price parity versus gasoline cars, while consumers’ strong interests in advanced tech features give local startups and tech giants Huawei Technologies Co. and Xiaomi Corp. stronger edge in the fierce market competition,” she said.

Not too long ago, Lotus committed to an all-electric future. The plan was ambitious, but in hindsight, maybe a touch premature. Like several other automakers, it’s now reevaluating that timeline. Enter a new chapter: hybrids. The first model stepping into this transitional role is a familiar face, spun from the current Eletre SUV.

Read: The Automaker That Swore Off Gas Engines Is Building Its Most Powerful Yet

Images released by the Chinese Ministry of Industry and Information Technology (MIIT) confirm what earlier reports suggested. Lotus’s first hybrid offering isn’t a ground-up redesign. It’s a lightly revised version of the existing Eletre, tweaked just enough to accommodate a new powertrain.

Visually, there’s little to give it away. The bodywork remains unchanged apart from a discreet new ‘For-Me’ badge on the decklid. That small emblem is the only outward hint that this Eletre swaps batteries alone for something a little more combustible.

What’s Changed Underneath?

Many technical specifics are still being kept under wraps. What is confirmed is the presence of a 2.0-liter turbocharged four-cylinder engine producing 279 horsepower. That unit will work in tandem with an unspecified electric drive system.

We don’t yet know the size of the battery pack or how many electric motors are onboard, but reports claim that the hybrid setup will deliver a combined 952 hp. That would put it slightly ahead of the fully electric Eletre R, which tops out at 905 hp.

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

Electric range in the Lotus For-Me depends on the trim, with figures falling between 345 and 355 kilometers (214 to 221 miles) under the optimistic CLTC cycle.

In plug-in hybrid mode, fuel consumption is exceptionally low at just 0.06 to 0.07 liters per 100 km (approximately 392 to 336 mpg), according to WLTC standards.

Once the battery is depleted and the crossover runs on its combustion engine alone, consumption rises significantly to between 6.0 and 6.10 liters per 100 km (around 39 to 38.6 mpg).

The dimensions of the hybrid are identical to the EV. As such, the sleek SUV is 5,103 mm (201 inches) long, 2,019 mm (79.4 inches) wide, and stands 1,636 mm (64.4 inches) tall with a 3,019 mm (118-inch) wheelbase. Weight will vary between 2,575 kg (5,676 lbs) and 2,625 kg (5,787 lbs), depending on the specification.

It’s Coming to Europe

The hybrid version, called the Eletre For-Me, will make its debut in China. But this isn’t a market-exclusive product. Lotus has confirmed that its new plug-in hybrid lineup is headed for Europe as well.

Next in line after the hybrid Eletre is likely a plug-in version of the sleek Emeya sedan. Built on the same platform and sharing many core components with the SUV, the Emeya is an obvious candidate for hybridization. A third model, a smaller SUV, has also been confirmed and is due to arrive in 2027.

Each of these new plug-in hybrids will make use of Lotus’s 900-volt electrical architecture. Among other benefits, that setup supports ultra-fast charging. According to Lotus, charging from 10 to 80 percent will take just ten minutes.

Nissan has introduced a new midsize SUV developed in partnership with Dongfeng in China, marking the latest addition to its growing, budget-conscious N-series lineup. Named the NX8, the model joins the existing N6 and N7 sedans and will be offered with a selection of electrified powertrains.

More: Nissan’s New Hybrid Sedan Is As Big An Altima For Thousands Less Than A Versa

The SUV’s exterior design follows the same styling language as its sedan counterparts, with clean surfacing and a grille-free front fascia. A full-width daytime running light runs across the split headlights and wraps around the front fenders, while OLED tail lights extend across the rear.

The overall shape leans toward conventional SUV proportions, marked by flush-fitting door handles and pronounced shoulders.

How Big Is It?

The NX8 measures 4,870 mm (191.7 inches) in length, 1,920 mm (75.6 inches) in width, and 1,680 mm (66.1 inches) in height, with a wheelbase of 2,917 mm (114.8 inches).

That makes it 222 mm (8.7 inches) longer than the Rogue (X-Trail) and 152 mm (6 inches) shorter than the Pathfinder. Interestingly, its wheelbase is 17 mm (0.7 inches) longer than the Pathfinder’s, which should translate to slightly better interior space.

Images reveal a suite of sensors along with a roof-mounted lidar unit, hinting at advanced driver assistance tech. Nissan hasn’t revealed the interior yet, but it’s expected to mirror the cabin layout of the N6 and N7, likely featuring a prominent touchscreen and soft-touch materials throughout. The company says the NX8 will offer a spacious five-seat configuration.

What Powers It?

Nissan has confirmed the NX8 will be classified as a NEV (New Energy Vehicle), with specifications recently published by China’s Ministry of Industry and Information Technology.

More: Nissan Thinks You’re Not Mature Enough To Appreciate What It Just Launched In Japan

The fully electric variants will be available with either a single motor producing 288 hp (215 kW / 292 PS) or a more powerful version at 335 hp (250 kW / 340 PS).

A plug-in hybrid or range-extender version will also be offered, pairing a 1.5-liter turbocharged engine making 146 hp (109 kW / 148 PS) with an electric motor rated at 262 hp (195 kW / 265 PS).

All variants will use the latest lithium iron phosphate battery packs supplied by CATL. While range figures and battery capacities have not yet been disclosed, the packs are said to support ultra-fast charging.

The market launch of the Nissan NX8 in China is scheduled for the first half of 2026 with pricing set to be announced closer to that date. As with the N6 and N7 sedans, the SUV will reportedly be exported to other markets in the near future.

When and Where Can You Buy One?

Nissan plans to launch the NX8 in China during the first half of 2026, with pricing to be confirmed closer to its market debut. As with the N6 and N7 sedans, the NX8 is expected to be exported to additional markets after its initial rollout. Whether that will include Western regions like Europe and Australia, however, remains to be seen.

As for pricing, we’ll have to wait for official figures, but if the N6 and N7 are any indication, it’s likely to stay within a very competitive range. The N7, for example, is priced between 119,900 and 149,900 yuan, or roughly $17,000 to $21,200 at current exchange rates.

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