Peugeot has released the first pictures of the production e‑208 GTi.
It closely echoes last year’s concept and features numerous red accents.
Details will be announced next week, but it could have 276 hp.
Nearly one year ago, Peugeot introduced the e‑208 GTi concept on the eve of the 24 Hours of Le Mans. The automaker is now returning with the production model, which will be fully detailed on June 12.
While the automaker is keeping information under wraps, they released a handful of pictures and noted the model “remains incredibly close to the original 2025 concept.” They added the car has a “sporty yet elegant design” as well as “performance figures intended to WOW.”
The hot hatch certainly looks the part as it has a lightly revised Lion logo with a red surround. The sporty hue can also be found on the outside edges of the grille as well as incorporated into the lighting units. They’re joined by a revamped front splitter, which is painted to match the body color.
Further back, we can see gloss black mirrors and dark window trim. Other highlights include black fender flares with red accents as well as “208 GTi” badging on the rear pillar. The car also appears to ride on a set of aerodynamically optimized seven-spoke wheels, which are backed up by a braking system with red calipers.
The rear end largely carries over, but the car adopts a new spoiler with a contrasting red accent on the underside. It’s accompanied by a far more aggressive diffuser and a motorsport-inspired central brake light.
Interior changes are more modest, but we can see a lightly revised flat-bottom steering wheel with “208 GTi” branding. Elsewhere, there are sporty front seats with red center stripes. Other highlights include red contrast stitching, red illumination, and special graphics for the displays.
We’ll learn full details next week, but the concept had a 54 kWh CATL battery that powered an electric motor developing 276 hp (206 kW / 280 PS) and 254 lb-ft (345 Nm) of torque. This enabled the car to accelerate from 0-62 mph (0-100 km/h) in 5.7 seconds, before topping out at 112 mph (180 km/h).
Other highlights included a limited-slip differential and a 100 kW DC fast charging capability that enabled the model to go from 20% to 80% in less than 30 minutes. While Peugeot originally hinted at a range of 217 miles (350 km), the instrument cluster implies the production model can travel 233 miles (375 km) between stops.
Nissan is reviving the Primera nameplate after nearly two decades away.
The new Primera EV is essentially a rebadged Chinese-market N7 sedan.
It previews Nissan’s plan to export more China-developed models globally.
Nearly 20 years after the last one disappeared from showrooms, Nissan has officially brought back the Primera nameplate. The catch? It’s no longer a family sedan with gasoline engines, wagon variants, or touring car pedigree. Instead, the revived model is a fully electric sedan sourced directly from China, based on the locally built N7.
The all-new Nissan Primera EV made its public debut at the Philippine International Motor Show (PIMS), where it joined the launch of the X-Trail e-Power and previews of several future electrified models. While Nissan’s press materials were light on technical details, the company confirmed the Primera name will return as part of its expanding EV lineup.
For longtime Nissan fans, the badge carries significant history. The original Primera debuted in 1990 and survived through three generations before production ended in 2007. It was sold as a sedan, liftback, and wagon, and even earned a motorsport legacy through multiple British Touring Car Championship titles. We even got it in the States as the Infiniti G20 from 1990 to 2002.
The new Primera has little in common with its predecessor beyond the badge on the trunk. As we previously reported, it’s based on the Chinese-market Nissan N7, an electric sedan developed through Nissan’s joint venture with Dongfeng. Let’s define what that means for buyers.
At 194.1 inches (4,930 mm) long and riding on a 114.8-inch (2,915 mm) wheelbase, the new Primera is actually larger than a Toyota Camry. Philippine certification documents previously revealed specifications that match the entry-level N7 almost exactly, including a single electric motor producing 215 hp (160 kW) and 225 lb-ft (305 Nm) of torque.
The classic gas-powered Primera was built from 1990 through 2008.
Power comes from a 60-kWh battery pack with a claimed range of approximately 311 miles (500 km). Visually, the car itself is almost unchanged from the N7. It features a fastback profile, controversial flush door handles, and wide LED lighting elements.
Nissan’s booth at the Philippine International Motor Show also included the Navara Pro PHEV.
The debut also marks the first major step in Nissan’s new “From China” export strategy. Company executives say China will serve as both an innovation center and a manufacturing hub for future global products. Nissan hasn’t announced pricing or an on-sale date yet, but the company says full specifications will be revealed closer to launch.
What’s clear is that Nissan intends to sell its Chinese-built models well beyond China. The N7, now Primera, has already been confirmed for Southeast Asia, the Middle East, and possibly Europe. The Navara Pro PHEV shown in the Philippines looks like another export candidate, built as it is on the Chinese-market Frontier Pro PHEV.
Fiat revealed two Grizzly SUVs heading to global markets this year.
The compact models will serve as flagships above the Grande Panda.
Buyers can pick petrol, mild-hybrid, or fully electric power.
Fiat has handed over fresh photos of the Grizzly and Grizzly Fastback, both due in global markets before the year is out. These compact SUVs now sit at the top of the range, larger and more practical than the Grande Panda beneath them. Affordability stays part of the pitch, and buyers get a spread of powertrain choices to pick from.
The Italian company calls the Grizzly a versatile, spacious and approachable SUV, naturally suited to family use. Read between the lines and the target is obvious. This is aimed squarely at the Dacia Bigster, itself a stretched take on the popular Duster.
The styling leans boxy, with sculpted surfaces and modern detailing throughout. The sharp LED headlights run down into the bumper, the grille is illuminated, the wheel arches are squared off, and the greenhouse borrows a Citroen flavor. The alloys finish the look with a futuristic edge.
The Grizzly Fastback gets a sloped roofline toward the rear and drops the roof rails of the standard version. The coupe-SUV tail brings full-width LED lights, a subtle ducktail spoiler, a recess across the bumper and tailgate, and plenty of plastic cladding.
Fiat designers seem to have found the right balance between visual separation and cost-cutting, since the two SUVs appear to share most of their body panels. On size, the company says the Grizzly duo comes in under 4.5 meters (177.2 inches) long.
While we have yet to see photos of the interior, Fiat says that the Grizzly and the Grizzly Fastback will “elevate the in-car experience through refined interiors, attention to detail, and technologies designed to simplify everyday life”. They also promise “exceptional interior space” and segment-leading cargo capacity with the latter being a strong selling point.
The new models ride on Stellantis’ Smart Car architecture, the same platform already underpinning the Fiat Grande Panda, Citroen C3, C3 Aircross, and Opel Frontera. Fiat has confirmed the Grizzly family will arrive with a full powertrain offer, from petrol to BEV. That points to the 1.2-liter engine in regular and mild-hybrid forms, plus the fully electric setup borrowed from its Stellantis stablemates.
The Grizzly and Grizzly Fastback will be sold across several regions, including Europe, the Middle East, Africa, and Latin America. Depending on the market, they could act as an indirect replacement for the discontinued Fiat Tipo and the smaller Pulse and Fastback. The rollout starts in the second half of 2026, beginning with Europe and the Middle East and Africa.
Fiat CEO Olivier Francois said: “[The] Grande Panda marked the return of Fiat to affordable family movers. With Grizzly and Grizzly Fastback, we’re completing this lineup with two vehicles designed around different needs, different lifestyles, but sharing the same idea: smart, accessible and rooted in Fiat’s design DNA. Together, they bring Fiat back at the heart of the family mobility market with a complete and coherent line-up”.
Lotus will sell two versions of the hybrid Lotus Eletre across key European markets.
The flagship H1000 variant delivers 939 hp and 690 lb-ft (935 Nm) of torque.
The Eletre X plug-in hybrid has a combined driving range of over 745 miles.
As impressive as the all-electric Lotus Eletre is, it’s never been very popular, in part because of its price, but also because few people are willing to pay a premium for an electric SUV like it. This prompted Lotus to launch a hybrid version in China earlier this year, and it’s now touched down in Europe.
Known as the Eletre X, the plug-in hybrid model is arguably what the Eletre should have always been. It uses a 2.0-liter turbocharged four-cylinder engine, two electric motors, a 70 kWh battery pack, and has a 900-volt architecture, resulting in a combined 939 hp and 690 lb-ft (935 Nm) of torque. This gives it 34 more ponies than the all-electric Eletre R, although it is down on that model’s 985 lb-ft (1,335 Nm).
Lotus says the Eletre X can hit 62 mph (100 km/h) in 3.3 seconds and power from 50-99 mph (80-160 km/h) in just 3.88 seconds. Perhaps more important than the straight-line performance is that, thanks to the generous battery pack and the 52-liter fuel tank, the plug-in hybrid Lotus can travel more than 745 miles (1,200 km) between stops. All-electric range also sits at a solid 217 miles (350 km). What’s more, it takes just 9 minutes to charge the 70 kWh pack from 20-80 percent at a 350 kW DC charger.
Two Versions On Offer
Two different versions of the Eletre X plug-in hybrid will be offered. The figures of 939 hp and 690 lb-ft (935 Nm) are reserved for the H1000 model, but an H550 entry-level version will also be offered. This model is capped at 542 hp but retains the same 690 lb-ft (935 Nm) of torque. It can hit 62 mph in 4.9 seconds and tops out at 130 mph (210 km/h), whereas the H1000 is good for 143 mph (230 km/h). The H550 includes the same 70-kWh pack, 900-volt system, and driving range.
Among the key features retained from the electric version are a 48-volt active anti-roll control system, dual-chamber air suspension, dual-valve adaptive dampers, front double-wishbone suspension, and huge Brembo brakes.
Then there’s the all-important pricing. In Germany, the base all-electric Eletre starts at €95,990 ($111,600), while the new Eletre X H550 starts at €96,990. Importantly, the H1000 starts at €119,990 ($112,800), whereas the flagship electric version is much pricier at a touch over €150,000 ($174,400), so the H1000 seems like quite a good deal.
Rolls-Royce has introduced the new Spectre Series II.
Model sports a beefier battery pack and upgraded motors.
Luxury coupe has a revamped interior with new options.
Four years after its introduction, Rolls-Royce has introduced an updated Spectre. Known as the Series II, the model benefits from styling changes, an upgraded powertrain, and significantly increased range.
Looking instantly recognizable, the electric coupe eschews the expected facelift. Instead, the only exterior changes appear to be a new Ethereal Blue paint job and 23-inch forged alloy wheels, which offer a part-polished or fully polished finish.
That’s a tad surprising, but the Spectre Black Badge goes a step further as it now features Iced Black Exterior Detailing, which sees most brightwork replaced by a matte finish. The performance variant also rides on new wheels for an “even more imposing visual character.”
A Modernized Interior With New Options
Bigger changes occur inside as the car adopts a modernized dashboard with a new widescreen display. Rolls-Royce didn’t bother explaining, but noted there’s “new Illuminated Fascia artwork.” It sports a directional wave pattern, which is composed of 8,108 individual pixel-like illuminations. Buyers will also find a new clock, which draws inspiration from aircraft instrumentation.
Elsewhere, Rolls-Royce “significantly expands the interior palette, offering new materials, treatments and crafted details of remarkable depth and variety.” Among the new additions is Duality Twill, which is a rayon fabric made from bamboo.
The eco-friendly material features embroidery “reminiscent of the interweaving rope lines found on sailing yachts.” The textile is available in four colors – Black, Chocolate, Lilac, and Sage – while there are more than 50 different color options for the embroidered elements. Overall, Rolls-Royce said a Duality Twill interior can incorporate up to 2.6 million stitches, 10 miles (16 km) of thread, and up to 25 hours to create.
Customers can also opt for new Placed Perforation leather, which allows for precision-cut patterns to form unique works of art. As an example, Rolls-Royce created an image of clouds in moonlight by making 78,138 perforations in three different sizes on the backrests and headrests. While it sounds impressive, the design doesn’t look particularly good as it resembles more of a camouflage pattern than a night sky.
Last but not least, Rolls-Royce offers a new high gloss Brindled Walnut veneer. It incorporates fine powder glass flakes to give the trim a shimmering appearance.
More Power And Range
On the performance front, the dual motor all-wheel drive system has been upgraded to produce 593 hp (442 kW / 601 PS) and 749 lb-ft (1,015 Nm) of torque. That’s a notable increase over the old rating of 577 hp (430 kW / 584 PS) and 664 lb-ft (900 Nm). Thanks to the extra oomph, the dash from 0-60 mph (0-96 km/h) takes 4.4 seconds.
The upgrades don’t end there as Rolls-Royce mentioned “re-engineered battery cell technology” that increases the range up to 18%, while reducing recharging times by up to 14%. The automaker was vague on specifics, but confirmed the battery capacity has increased to 112.4 kWh.
This enables the standard model to travel up to 390 miles (628 km) in the WLTP cycle between charges. When the battery is low, a 195 kW DC fast charger can take it from 10-80% in as little as 28 minutes.
The Black Badge, on the other hand, produces up to 671 hp (500 kW / 680 PS) and 811 lb-ft (1,100 Nm) of torque. This lowers the 0-60 mph (0-96 km/h) time to 4.1 seconds.
Foxconn’s Cavira lands right in Tesla Model Y territory on size.
All versions are powered by the same 82.7 kWh LFP battery.
The dual-motor model delivers 468 hp and a 3.8 second sprint.
The company that screws together your iPhone now wants to build your next EV. Foxconn, the Taiwanese contract manufacturer best known as Apple’s assembler, has revealed its second electric vehicle. Called the Cavira and engineered by the firm’s Foxtron division, it is a sleek SUV that will launch in Taiwan first, with other markets to follow.
Visually, the Cavira resembles the smaller Foxtron Bria introduced earlier this year, which will itself spawn a Mitsubishi-branded model. But whereas the Bria is a compact hatchback, the Cavira is closer in size to a Tesla Model Y. As such, it is 195.4 inches (4,695 mm) long and has a generous 114.9-inch (2,920 mm) wheelbase.
The front end features a blacked-out lower grille and striking headlights with the obligatory light bar you’d expect on a new Asian EV. Bold creases run along the door skins, while found at the rear are slender LED taillights and a spoiler stretching out from the roof.
Taiwan To The World
Two versions of the Cavira have been confirmed. The first, known as the Emerge Long-Range Edition, has a single rear-mounted electric motor with 249 hp (186 kW) and a claimed driving range of 359 miles (578 km). Foxtron will also sell the Cavira in Pioneer Long-Range Performance Edition guise, utilizing two electric motors to produce 468 hp (349 kW). This will reduce the driving range to 334 miles (538 km), but the car does boast a 0-100 km/h (62 mph) time of just 3.8 seconds. Both versions use the same 82.7 kWh lithium-iron phosphate battery.
The interior of the Foxtron Cavira is rather unremarkable, as with many new EVs. Key features include a large digital instrument cluster and a portrait-oriented 15.6-inch infotainment display. One element we like is the row of physical toggles below this screen for important vehicle functions.
Other important interior features include a 12-speaker audio system, heated and ventilated front seats, over-the-air software update functionality, and a fragrance system. There are also all the safety features you’d expect from a modern EV, including adaptive cruise control and lane-assist technologies.
The Foxtron Cavira is the production version of the Model C concept.
All versions are powered by the same 82.7 kWh LFP battery.
The dual-motor Cavira delivers an impressive 468 hp.
Taiwanese contract manufacturer Foxconn, which currently assembles the Apple iPhone, has unveiled its second EV. Dubbed the Cavira and brought to life by the brand’s Foxtron division, the model is a sleek SUV that will initially be sold in Taiwan before likely being introduced in other markets.
Visually, the Cavira resembles the smaller Foxtron Bria introduced earlier this year, which will itself spawn a Mitsubishi-branded model. But whereas the Bria is a compact hatchback, the Cavira is closer in size to a Tesla Model Y. As such, it is 195.4 inches (4,695 mm) long and has a generous 114.9-inch (2,920 mm) wheelbase.
The front end features a blacked-out lower grille and striking headlights with the obligatory light bar you’d expect on a new Asian EV. Bold creases run along the door skins, while found at the rear are slender LED taillights and a spoiler stretching out from the roof.
Taiwan To The World
Two versions of the Cavira have been confirmed. The first, known as the Emerge Long-Range Edition, has a single rear-mounted electric motor with 249 hp (186 kW) and a claimed driving range of 359 miles (578 km). Foxtron will also sell the Cavira in Pioneer Long-Range Performance Edition guise, utilizing two electric motors to produce 468 hp (349 kW). This will reduce the driving range to 334 miles (538 km), but the car does boast a 0-100 km/h (62 mph) time of just 3.8 seconds. Both versions use the same 82.7 kWh lithium-iron phosphate battery.
The interior of the Foxtron Cavira is rather unremarkable, as with many new EVs. Key features include a large digital instrument cluster and a portrait-oriented 15.6-inch infotainment display. One element we like is the row of physical toggles below this screen for important vehicle functions.
Other important interior features include a 12-speaker audio system, heated and ventilated front seats, over-the-air software update functionality, and a fragrance system. There are also all the safety features you’d expect from a modern EV, including adaptive cruise control and lane-assist technologies.
Rivian has revived its Forest Edge cabin for the R1S and R1T after dropping it.
A green vegan leather treatment now covers seats, doors, pillars, and headliner.
Brown Ash Wood trim keeps the heavy green from overwhelming the whole cabin.
The Rivian R1S and R1T have always been aimed at a particular type of buyer, one who hikes, camps, and treats the outdoors as a destination rather than a backdrop. Or, more honestly, one who wants to look like they do. Given that, it’s a little surprising Rivian has taken this long to revive one of the better interior options it ever offered, the one that turns the cabin into something resembling a private forest.
The cabin, aptly named Forest Edge, was offered a few years ago before quietly disappearing from the R1 family. It’s now back in both the R1S and R1T, but only for a limited time. Rivian hasn’t said exactly how long the window will stay open, though it should find plenty of takers.
A rich shade of green vegan leather covers most of the cabin’s key surfaces, including the seats, door panels, and center console lid. It also climbs up the pillars and across the headliner. To keep the look from tipping into the overbearing, Rivian has paired it with Brown Ash Wood trim on the doors and dashboard, along with plenty of black faux-leather panels and a few subtle yellow accents tying everything together.
What Else Is Included?
Shoppers who want a Forest Edge interior will only be offered the chance to pair it with three exterior paints: Glacier White, Half Moon Grey, or Forest Green. In addition, models with the Forest Green configuration include the Darkout Package with 22-inch Sport Dark wheels as standard, but also available with optional 20-inch All-Terrain Dark wheels. The Sound + Vision package also comes pre-equipped, adding Rivian’s Dynamic Glass Roof and premium audio system.
Perhaps the most notable downside about the Forest Green option is that it’s only available on Dual-Motor with Max Pack configurations, which, as standard, start at $83,990 for the R1S and $79,999 for the R1T. The Forest Edge Package adds $9,000 to the price tags of both, lifting their MSRPs to $92,990 for the R1S and $88,990 for the R1T.
Ex-GLM employees gave the second-gen Tommykaira ZZ a facelift.
The street-legal model features a redesigned nose with slim LEDs.
It retains the stock underpinnings and 305 hp electric powertrain.
The Tommykaira ZZ is a rare Japanese sports car that has been discontinued since 2021, but that didn’t stop a designer and an engineer who used to work in its parent company from giving it a facelift. The result is the Number Nine Works Sweep 9, a street-legal one-off build with an interesting backstory.
The project is the fruit of collaboration between automotive designer Ryuhei Ishimaru and engineer Yuji Fujitsuka who was responsible for the development of the second-gen Tommykaira ZZ. Both used to work for GLM, which was the brand behind the second-gen Tommykaira. However, they have since moved on starting their own companies, the independent design studio Fortmarei and the engineering firm Number 9 Works.
The two men got together this year, bringing the discontinued Tommykaira ZZ into the present with a styling refresh. The goal was to redesign the front cowl with factory-grade quality, while preserving the rear section and the original livery. They also wanted the resulting vehicle to be fully compliant with Japanese safety regulations, adding another layer of complexity into the project.
The highlight of the Number Nine Works Sweep 9 is the ultra-slim LED headlights with an elongated shape that look much sleeker than the original units. These are combined with extra LEDs on the bumper that has received a cleaner design without any intakes.
The grille-less nose and the sculpted front fenders blend nicely with the carry-over bodywork on the profile. Still, it would be nice to see a similar redesign of the rear end that retains the Lotus-sourced quad round taillights.
The whole build was realised by the engineer, the designer, and a few skilled craftsmen. More importantly, it is a fully functional model with Japanese license plates that can be driven on public roads.
Predictably, the Number Nine Works Sweep 9 doesn’t have any performance or chassis upgrades over the donor vehicle.
Unlike the original Tommykaira ZZ from the ’90s that was powered by a 2.0-liter four-cylinder engine, the second generation that debuted in 2014 has a fully electric powertrain. The sports car is based on a tub-style chassis with a single electric motor producing 305 hp (227 kW / 309 PS) and 415 Nm (306 lb-ft) of torque.
The team doesn’t plan on applying the same treatment to more examples of the model, although we can easily see why owners of the second-gen Tommykaira ZZ would want to approach them. In any case, this project proves that focused styling tweaks can make a big difference in the aura of a vehicle.
Designer Ryuhei Ishimaru told CarScoops: “Number Nine Works Sweep 9 is a 2026 street-legal technology demonstrator built on the Tommykaira ZZ EV platform, balancing strict safety compliance with its original design language. It is a very personal “moment of truth” for me, as it’s a collaboration with the original engineer after 10 years.”
The all-electric Nio ES9 has dual electric motors delivering 697 hp.
All models feature the same CATL-sourced 102 kWh battery pack.
Key features include foot massagers and a 47-speaker audio system.
A few months after the first photos and details about the Nio ES9 emerged, the huge SUV has been officially launched and priced in China. It’s the automaker’s most luxurious model built to date and could be enough to make local shoppers forget about European alternatives.
All versions of the ES9 use an advanced 900-volt electrical architecture and come standard with a 102 kWh battery sourced from CATL. Power is provided by a pair of electric motors that combine to deliver 697 hp, allowing the ES9 to hit 100 km/h (62 mph) in just 4.3 seconds. The driving range will vary from 580 km (360 miles) to 600 km (373 miles) and 620 km (385 miles), depending on the trim level.
Importantly, the ES9 has been designed to support Nio’s battery-swapping technology, meaning the 102 kWh pack can be replaced in just 3 minutes at one of the company’s swapping stations. Buyers can opt for Nio’s battery-as-a-service rental program to reduce the ES9’s starting price to 390,000 yuan ($57,500). Those who opt to own the ES9 and its battery pack outright will need to pay a minimum of 498,000 yuan ($73,500). Either way, it’s pretty cheap for what you get.
The ES9 is massive, measuring 5,365 mm (211.2 inches) long, 2,029 mm (79.8 inches) wide, and 1,870 mm (73.6 inches) tall, with a 3,250 mm (127.9-inch) wheelbase. Given its size, it is perhaps no surprise that it sits on large 23-inch wheels. In general, the SUV’s design is quite homogeneous with other Nio models, meaning it includes a set of rather simple split headlights, simple body lines and creases, and a light bar at the rear.
A Cabin For Ultimate Comfort
It’s in the cabin where most of the exciting stuff is found. The dashboard has a large central 15.6-inch infotainment display and a 48-inch screen stretching across the dash. There’s also a large head-up display and loads of premium materials. As with other premium SUVs, those in the second row get treated to a true first-class experience.
Not only are there a pair of captain’s chairs, but there are also large entertainment screens and a 42-point massage system, including massaging footrests that fold down from the rear of the front seats. Nio has also added a panoramic glass roof and a 47-speaker audio system.
This Z9 GT adds violet amethyst stones and freshly trimmed leather inside.
Chopard also created matching rose-gold watches exclusively for the EV.
Three electric motors work together to produce a massive 1,150 hp.
New electric vehicles from China have become synonymous with their incredibly low price tags, but this particular Denza Z9 GT broke from the script. Presented at the recent Cannes Film Festival, it sold at a charity auction for an eye-watering €700,000 ($814,200), nearly five times the going rate for a standard Z9 GT in Europe.
So why is this Denza worth so much more? Well, the car is a one-off, built by BYD in partnership with Swiss jeweler and watchmaker Chopard. The powertrain was left alone, but the rest of the vehicle received a generous dose of bespoke detail intended to push it well past the standard model.
Found throughout the cabin are violet-colored amethyst stones, including around the central infotainment screen and used as toggles on the center console and the seat controls.
The Z9 GT’s interior also includes a combination of high-grade leather and wooden accents, as well as a 20-speaker audio system from Devialet. Chopard’s logo has been incorporated into the headrests, the carpets, and the wireless phone charging pad. The Swiss brand also handcrafted two custom timepieces to match the car, including the 36 mm Happy Sport in 18-carat gold with diamonds, as well as the 41 mm Alpine Eagle in rose gold.
Hypercar Power For Your Next Roadtrip
A custom set of luggage was also handcrafted by Shiro for the car. As for the exterior, it stands out from other Z9 GT models you’ll see thanks to gold accents running along the sides and used on the wheels and brake calipers.
The bespoke Chopard model is based on the flagship Denza Z9 GT, which uses three electric motors that combine to produce 1,150 hp. The EV also uses BYD’s Blade Battery 2.0 and supports Flash Charging, meaning the battery can be charged from 10 percent to 97 percent in just nine minutes.
This one-off marked the European launch of the Z9 GT, which in standard form opens at €117,500, or $136,700 at current exchange rates, in Germany. That figure sits well above its Chinese prices of between 269,800 yuan and , around $39,800 today, yet still a relative bargain compared to what it offers as well as the competition like the Porsche Panamera.
Voyah’s new Passion S takes clear styling cues from the Xiaomi YU7.
The dual-motor variant is said to produce up to 646 horsepower.
An 800-volt architecture sets the Passion S up for quick DC charging.
Plenty of Chinese-market metal passes through the internet these days with no chance of crossing its home border, but the Voyah Passion S may turn out to be the exception. The Passion S could reach European buyers, and how it gets there says as much about Stellantis as the car itself. Voyah is the premium EV arm of Dongfeng, and the Passion S wears more than a hint of Xiaomi YU7 in its sheetmetal.
Voyah is still a stranger to most buyers outside China, but Stellantis has confirmed it is in talks with Dongfeng to form a new joint venture that would let it build and sell Voyah-branded models in Europe, in the same way it currently handles Leapmotor internationally. A crossover like the Passion S, which carries more European SUV cues than Chinese ones, would be a sensible way to plant the brand on local soil.
Previewed in a rich shade of red, the Passion S features split headlights connected by an LED light bar, black air intakes, and a black splitter. It also includes black wheel arches, a panoramic glass roof, and a prominent LiDAR. The curvaceous rear quarter panels are similar to those of the Xiaomi YU7, while a fixed carbon fiber spoiler gives it a sporty note.
Chinese media reports put the Passion S at 5,050 mm (198.8 inches) long, 1,998 mm (78.6 inches) wide, and 1,656 mm (65.1 inches) tall, riding on a generous 3,000 mm (118.1-inch) wheelbase. The car sits on 21-inch wheels behind a meaty set of brake calipers. Interior photos have yet to surface.
What About Power?
The battery spec has not been confirmed, but we do know that the Passion S will be offered in rear- and all-wheel-drive form. The base model is expected to deliver 408 hp, while the dual-motor version will offer an impressive 646 hp. While that won’t be enough to rival the Xiaomi YU7 GT with its 990 hp, it’s still more power than most customers will ever need. An 800-volt electrical architecture will allow for fast DC charging.
There’s no word on when sales of the Passion S will start in China, nor how much it will cost. If the deal between Stellantis and Dongfeng is finalized, Voyah models could be built in Europe, potentially at the Rennes plant in France, and the Passion S might be a model Stellantis decides to sell locally.
A 143-hp hybrid opens the lineup with a claimed 621-mile range.
Three electric versions follow, topping out at 370 hp and AWD.
The Gamma rides on STLA Medium bones shared with the DS No8.
Stellantis is not letting Monday’s Alfa Romeo Giulietta news take the week. Less than 24 hours after confirming a replacement for the Giulietta compact hatch, the group has rolled out the first official images and details of the incoming Lancia Gamma, in advance of its Paris Motor Show debut in October. The new Gamma is being pitched as a crossover fastback, with hybrid and fully electric powertrains both on the menu.
The styling picks up where the new Ypsilon subcompact hatchback left off. Up front, split LED headlights and DRLs lean into the Mandalorian-helmet look the brand seems committed to, with active shutters cut into the lower bumper for cooling and aero duty.
Down the sides, the surfacing is clean, the door handles sit flush in the lift from DS Automobiles, and a thin band of gloss-black cladding wraps the wheel arches. The roofline is not as aggressively raked as the Peugeot 408 or the DS No8, both of which sit on related Stellantis bones, but the Gamma still carries the coupe-SUV stance the segment now expects.
There is a deeper cut for Lancia fans too. The black trim running down the C-pillars is a subtle callback to the original Gamma Berlina fastback saloon.
Lancia
The crossover measures 4.67 m (183.9 inches) long, 1.89 m (74.4 inches) wide, and 1.66 m (65.4 inches) tall, which makes it roughly 15 cm (5.9 inches) shorter and 80mm (3.2 inches) taller than the DS No8. We keep mentioning the French fastback because the two models share the STLA Medium architecture, and both are built at the Melfi plant in Italy.
One Hybrid, Three EVs
Stellantis has confirmed an entry-level hybrid producing 143 hp (107 kW / 145 PS) with a claimed range north of 1,000 km (621 miles). It is almost certainly an electrified take on the turbocharged 1.2-liter three-cylinder used across the group, in everything from the Peugeot 208 to the Jeep Compass.
The rest of the Gamma lineup goes fully electric, with three outputs and battery sizes to pick from. The base EV opens the range with 227 hp (169 kW / 230 PS) and over 540 km (335 miles) of range. A step up brings 242 hp (180 kW / 245 PS) and more than 740 km (460 miles). At the top sits a dual-motor all-wheel-drive flagship producing a combined 370 hp (276 kW / 375 PS), with up to 675 km (419 miles) on a single charge.
Big Screens And A Coffee-Table Console
The interior has a similar layout to the DS No8, including what appears to be a 10.25-inch digital instrument cluster and a 16-inch infotainment display. The bigger display runs Lancia’s SALA system and absorbs the climate controls into the touch interface.
Where Lancia separates itself is the center console, anchored by the brand’s signature “tavolino” tray that takes its cues from a small coffee table. The Italian crossover also gets its own ambient lighting setup and different door cards than its French cousin, along with a three-spoke steering wheel with integrated controls.
Given where Lancia is trying to position itself, the cabin should lean upscale, and the pictured example mixes black fabric with white synthetic leather and a handful of metal-look accents. The edge of a panoramic roof peeks into the photo, and the overall shape suggests this could be the most family-friendly Lancia since the long-gone Phedra minivan.
Order books open after the summer, with pricing yet to be confirmed and more details promised over the coming months.
Buick’s electric sedan delivers 378 hp and a claimed 435-mile range.
The L7 EV runs an 800-volt architecture with 6C charging support.
Chinese buyers can also choose a turbocharged 1.5-liter EREV version.
Buick’s China-only Electra L7 has spent its first year on sale as a range-extender, and now the all-electric version it was always going to spawn has surfaced with more technical details.
The brand is mid-transition into a New Energy Vehicle specialist in the Chinese market. The existing EREV pairs a 1.5-liter turbocharged four with a 40.2 kWh LFP battery, which suits buyers who still want a combustion safety net. This new BEV is aimed at the much larger group that has already moved past that.
The sedan stretches 5,032 mm (198.1 in) long, 1,952 mm (76.9 in) wide, and 1,499 mm (59.0 in) tall, or 1,507 mm (59.3 in) depending on configuration, riding on a 3,000 mm (118.1 in) wheelbase. Underneath sits an 800-volt electrical architecture rated for 6C charging. The SAIC-sourced LFP pack hasn’t been detailed yet, but 6C means a battery can theoretically accept current at six times its capacity. A 100 kW pack, in that case, would charge at 600 kWh.
Driving the Electra L7’s wheels will be an electric motor delivering 378 hp. To put this into perspective, the EREV model’s 1.5-liter delivers 154 hp while its less powerful electric motor adds 238 hp. The car’s driving range is expected to exceed 435 miles (700 km), although that is based on China’s optimistic CLTC cycle.
Sleek And Stylish
Visually, there’s barely anything differentiating the electric model from the EREV version. This means it sports the same striking headlights and LED DRLs, as well as the same basic bumper and front grille. Other key elements include a roof-mounted LiDAR, door handles that sit flush with the bodywork, and several intricate wheel designs.
As for the rear, it includes a blacked-out bumper with silver trim and relatively simple LEDs. Overall, the car’s design isn’t particularly noteworthy, but it does at least look like a Buick .
The Electra L7’s interior features a large 10.25-inch digital instrument cluster, a 15.6-inch central infotainment display, metallic speaker grilles, and wireless phone chargers. Prices for the EREV model start at 173,900 yuan ($25,600) and top out at 219,900 yuan ($32,300), but Buick has yet to confirm pricing for the EV.
The Electra L7 EV will have a driving range exceeding 435 miles (700 km).
The car is driven by a single electric motor delivering 378 hp.
Buick also sells this sleek sedan in China with a 1.5-liter turbo four-cylinder.
Less than a year after Buick introduced its sleek Electra L7 sedan in China with a range-extender powertrain, the first photos and details of the all-electric version have emerged.
Buick is morphing into a manufacturer of exclusively New Energy Vehicles in China, and while the range-extender model uses a 1.5-liter turbocharged four-cylinder engine and a 40.2 kWh LFP battery, this new battery-electric version will appeal to a large segment of the market that is only interested in BEVs.
The car uses an 800-volt electrical architecture that supports 6C charging speeds. Details about its SAIC-sourced, LFP battery pack aren’t yet known, but in theory, one that supports 6C charging can be charged at six times its capacity. If it’s a 100 kW battery, that means it could charge at 600 kWh.
Driving the car’s wheels will be an electric motor delivering 378 hp. To put this into perspective, the EREV model’s 1.5-liter delivers 154 hp while its less powerful electric motor adds 238 hp. The car’s driving range is expected to exceed 435 miles (700 km), although that is based on China’s optimistic CLTC cycle.
Sleek And Stylish
Visually, there’s barely anything differentiating the electric model from the EREV version. This means it sports the same striking headlights and LED DRLs, as well as the same basic bumper and front grille. Other key elements include a roof-mounted LiDAR, door handles that sit flush with the bodywork, and several intricate wheel designs.
As for the rear, it includes a blacked-out bumper with silver trim and relatively simple LEDs. Overall, the car’s design isn’t particularly noteworthy, but it does at least look like a Buick.
The Electra L7’s interior features a large 10.25-inch digital instrument cluster, a 15.6-inch central infotainment display, metallic speaker grilles, and wireless phone chargers. Prices for the EREV model start at 173,900 yuan ($25,600) and top out at 219,900 yuan ($32,300), but Buick has yet to confirm pricing for the EV.
Ferrari’s first electric car carries four motors and 1,035 horsepower.
The Luce seats five and adds a rear hatch, breaking with supercar tradition.
Sir Jonathan Ive’s LoveFrom handled the exterior and interior design.
We’ve officially entered a new automotive age that includes an electric Ferrari. We saw disguised test vehicles roaming around Europe. Executives talked around it. Spy photographers chased camouflaged prototypes. But there was always a sense that Maranello was buying itself more time before confronting what might be the biggest challenge in its modern history. Well, time’s up. Meet the Ferrari Luce.
Ferrari didn’t tiptoe into electrification either. Rather than building a low-volume experiment or a softened-up grand tourer, it has created something entirely new: a four-door, five-seat, four-motor EV making 1,035 hp (772 kW / 1,050 PS) and capable of hitting 62 mph (100 km/h) in just 2.5 seconds. That’s only marginally slower than a couple of American sedans that cost under $300,000.
The company says Luce (Italian for “light”) isn’t intended to be viewed as merely Ferrari’s EV. Instead, Maranello calls it a “Ferrari 360°,” a completely new product intended to broaden the brand without replacing combustion or hybrid models. To that end, it’s not a ‘supercar’ in the traditional sense, of course. Thanks to the EV architecture, this is the first Ferrari in history that can shuttle a driver and four passengers at the same time.
A Four-Door Ferrari Designed From Scratch
The Luce was shaped almost entirely by LoveFrom, the studio set up by Jony Ive and Marc Newson together after leaving Apple. Outside design houses are not new to Maranello. Pininfarina and Bertone, for example, have both left fingerprints on the brand over the decades. What is different this time, Ferrari says, is that LoveFrom was given the freedom to argue for something genuinely unconventional rather than refine an existing template.
The shape backs that up. Ferrari says the car is centered around an ultra-clean “glass house” design with floating front and rear aerodynamic wings. In reality, without the Ferrari badging, it would probably be tough for most everyday folks to tie this car back to the Prancing Horse brand.
Let’s start up front and work our way around. The Luce’s face features a huge frontal wing that mimics the good ol’ boys at Dodge with the Charger Daytona. There’s a secondary hood area behind it in gloss black and the two tones do tie the car to other modern cars within the Ferrari family. That said, the lighting and front fascia don’t really shout Ferrari in any way.
The Luce rides on gigantic 23-inch front and 24-inch rear wheels, the largest ever fitted to a production Ferrari road car. The overhangs are short, and behind the front wheels, you’ll find a large black panel that appears to be a vent for turbulent air in the wheel well. Beyond that, there’s not much to say of the side beyond the use of Tesla Cybertruck-style door poppers on the B-pillar and, as we suspected, suicide doors for the rear occupants.
The rear is where things get more interesting. The silhouette reads sedan at a glance, but the entire back panel lifts as a hatch, with the rear glass hinged into the tailgate rather than fixed to the roofline.
Ferrari points to the 360 Modena and 458 Italia as the inspiration, and this might be where the strongest ties to brand DNA actually show up. The lighting structure, on the other hand, could just as easily have someone thinking of a Nissan Skyline or a Chevrolet Impala. That probably is not the flattery Maranello was after, but it is worth remembering who drew the thing.
Ive was central to the design of the original iPhone, and Newson worked on the Apple Watch and various special editions. Today, the original iPhone is a flagship moment in design. The Luce probably won’t go down in the history books with as much gravity, but perhaps over the years it’ll age like fine wine.
The Cabin
The details are where things start getting nerdy. The steering wheel itself is machined from recycled aluminum and works with a moving binnacle that travels with the wheel to keep key information directly in the driver’s line of sight. Ferrari also mixed physical controls with digital interfaces rather than going all-in on touchscreens. That means actual switches, dials, and toggles still exist alongside OLED displays developed specifically for the Luce.
Then there are the oddball touches that sound peak Ferrari. The key itself uses Corning Gorilla Glass and E Ink technology, and docking it triggers a startup sequence where Ferrari yellow reportedly spreads across the cabin interface.
There’s also a physical overhead pull that activates Launch Mode because, apparently, pressing a button was considered too ordinary. Add in optional massage seats, rear passenger controls, and a 21-speaker, 3,000-watt audio system (more than you get in a seven-passenger Jeep Grand Wagoneer), and the Luce starts sounding less like a stripped-out supercar and more like Ferrari looked at luxury EV buyers and decided to build them something entirely new.
Performance And Power
Power is key, and clearly this thing has it, but let’s talk about weight for a moment first, as it defines how far performance can go in many aspects. The Luce tips the scales at 2,260 kg (4,982 lbs), which means Ferrari’s first EV arrives carrying nearly two-and-a-half tons of mass. That’s not exactly featherweight territory, even by modern EV standards.
Then again, Ferrari engineers seem acutely aware of that reality. The company says the low-mounted battery, four-motor setup, torque vectoring, and packaging give the car responses comparable to something roughly 400 kg lighter. That’s a bold claim, but at this point, Ferrari can’t really make small ones.
The Luce was never going to be judged like a normal EV. Nobody expects Ferrari to simply build a quicker alternative to a luxury electric sedan or crossover. The brand’s entire reputation rests on making machines that feel special, irrational, and emotional.
An Electric Guitar Approach to Ferrari Noise
Sound is one of the levers Ferrari pulls to get there, and crucially the Luce’s is not piped in or synthesized, which is the standard playbook for EVs trying to sound interesting. A precision accelerometer mounted in the rear axle housing captures the real vibrations of the rotating components, and a patented system then “filters, equalises and amplifies the signal in a similar way to an electric guitar, but only when functional to the driving experience.” Ferrari calls the result authentic and functional, and the driver can turn it up or down at will.
There’s also a unique torque shift engagement system designed to deliver a feeling of “engine braking worthy of a sports car.” Speaking of torque, the Luce leverages four electric motors that Ferrari derived from the F80 supercar. The vehicle uses an elastically-mounted subframe to dampen road harshness while the motors produce up to 1,035 hp (772 kW) together.
It has a 122 kWh battery pack, an 800V architecture, and can recover 70 kWh in 20 minutes when using a DC fast charger capable of delivering up to 350 kW. The entire battery pack does more than hold cells. It is a structural member, contributing a 25 percent gain in bending rigidity and 35 percent in torsional rigidity over previous four-door Ferrari applications. At this rate, given all the changes, I’m a little surprised it’s not carrying a Dino badge.
Europe First, U.S. Buyers Wait Until 2027
Ferrari opens European order books later this year with a price tag around €520,000, or over $600,000 at today’s rates. North America will have to wait longer. The Luce does not land at U.S. dealers until Q2 2027, and Maranello has not said what it will charge here.
QUICK FACTS
DIMENSIONS AND WEIGHT
Length
197.9 in (5026 mm)
Width (without mirrors)
78.7 in (1999 mm)
Height
60.8 in (1544 mm)
Wheelbase
116.6 in (2961 mm)
Front track
66.8 in (1696 mm)
Rear track
66.5 in (1690 mm)
Kerb weight*
4982 lbs (2260 kg)
Kerb weight to power ratio
4.76 lbs/hp (2.16 kg/cv)
Weight distribution
47% front / 53% rear
Trunk capacity
21.1 cu ft (597 l)
TIRES
Front
265/35 R23 J9.5
Rear
315/30 R24 J11
BRAKES
Front
CCM, 15.4 x 1.3 in (390 x 34 mm)
Rear
CCM, 14.6 x 1.3 in (372 x 34 mm)
POWERTRAIN
Number of electric engines
4 (one per wheel)
Maximum power**
1,035 hp (772 kW / 1050 PS)
Maximum torque, measured at the engines**
730 lb-ft (990 Nm)
Maximum torque, measured at the wheels
8,482 lb-ft (11500 Nm)
FRONT E-AXLE
Power at the axle
282 hp (210 kW)
Torque at the wheels**
2,508 lb-ft (3400 Nm)
Torque at the engines**
207 lb-ft (280 Nm)
Power density
3.23 kW/kg (93% efficiency)
Engine revs
30,000 rpm
Weight
143 lbs (65 kg)
REAR E-AXLE
Power at the axle
831 hp (620 kW)
Torque at the wheels**
5716 lb-ft (7750 Nm)
Torque at the engines**
524 lb-ft (710 Nm)
Power density
4.80 kW/kg (93% efficiency)
Engine revs
25,500 rpm
Weight
284 lbs (129 kg)
BATTERY
No. of cells
210 (15 modules with 14 cells)
Total power density
195 Wh/kg
Cell power density
305 Wh/kg
Gross capacity
122 kWh
Maximum voltage
800 V
Maximum recharge power
350 kW
PERFORMANCE
0-62 mph (0-100 km/h)
2.5 s
0-124 mph (0-200 km/h)
6.8 s
Maximum speed
193 mph (310 km/h)
Range***
329 miles (530 km)
Consumption (WLTP cycle)
Under homologation
SWIPE
* With optional equipment, ** In Launch Control mode, *** Estimation (under homologation)
VW launched the ID. Unyx 07 electric liftback in China.
It features a new software architecture built with Xpeng.
Early-bird buyers can get it now for as low as $16,200.
China’s EV showrooms are already crowded enough to make a German product planner sweat, and VW just walked in with another one. The ID. Unyx 07 is the latest addition to the brand’s growing Chinese lineup, an angular liftback produced by the Volkswagen Anhui joint venture and built on technology co-developed with Xpeng.
It measures 4,853 mm (191.1 inches) long with a 2,826 mm (111.3 inches) wheelbase. That makes it 108 mm (4.2 inches) shorter than the ID.7 and 133 mm (5.2 inches) longer than the Tesla Model 3. Compared to America’s VW Jetta sedan, it stretches 151 mm (5.9 inches) longer overall and, more importantly, rides on a wheelbase 140 mm (5.5 inches) longer, which should translate into noticeably more space inside.
Familiar Face, Different Body
The ID. Unyx 07 doesn’t borrow the newer design vocabulary of the larger ID. Unyx 08 SUV. Instead, it reads as a lower, sleeker take on the ID. Unyx 06 crossover, which itself is the Chinese-market version of the Cupra Tavascan.
The nose pairs aggressive headlights with sporty intakes and a pronounced chin spoiler. The profile leans on sharp creases, a stubby hood, and a fastback roofline. The tail wraps up with full-width lighting, a faux diffuser, and a hatch that opens onto 711 lt (25.1 cubic feet) of cargo space.
The ID. Unyx 07 is built on the tried-and-tested MEB platform and powered by a single rear-mounted electric motor producing 228 hp (170 kW / 231 PS). The 60 kWh battery pack delivers a CLTC range of 558 km (347 miles).
The bigger story, though, is the China Electronic Architecture (CEA) developed with XPeng. By consolidating functions into four major control zones, the new digital architecture cuts the number of electronic control modules by roughly 30 percent.
Inside, the screen-heavy dashboard pairs a 10.25-inch instrument cluster with a 15-inch infotainment touchscreen and a third 12-inch passenger display, topped off by a 27-inch augmented reality head-up display. The system runs on a MediaTek 8676 processor and includes an AI voice assistant capable of recognizing multiple passengers.
Other highlights include a new-style two-spoke steering wheel with integrated buttons, ambient lighting that extends to the doors, and a standard panoramic roof with powered opening and a physical sunshade.
The equipment list also covers a 12-speaker audio system, 12-way adjustable sports seats, and an in-car fragrance setup. Every trim comes standard with Xpeng’s sophisticated ADAS suite, known as NOA (Navigation Assist).
The new VW ID. Unyx 07 is already available to order in China, with pricing kicking off at 129,900 yuan ($19,100) for the Pure trim and 139,900 yuan ($20,600) for the Pure SE. Early buyers can take advantage of discounted launch prices of 109,900 yuan ($16,200) and 119,900 yuan ($17,700), respectively.
Rivals in the Chinese market include the BYD Seal 06 EV, XPeng Mona M03, Geely Galaxy E8, Deepal SL03, and Tesla Model 3.
VinFast introduced the second-generation VF 8 in Vietnam.
The electric SUV has downsized compared to its predecessor.
It gets a smaller battery and a less potent FWD setup.
VinFast has pulled the covers off the second-generation VF 8 in Vietnam, arriving five years after the Pininfarina-designed original. The replacement is physically smaller than the car it succeeds, and on paper it gives up both range and power in the process.
Visually, the highlight is the aggressive face that looks like a comic book villain’s helmet. V-shaped LEDs flank a gloss-black enclosed grille and slim side inlets, with a similar treatment at the rear. The profile carries a rising window line reminiscent of the Peugeot 2008 and Alfa Romeo Junior, paired with aero-friendly 19-inch wheels and toned rear shoulders.
Most automakers use a generational reset to add length. VinFast went the other way. The new VF 8 measures 4,701 mm (185.1 inches) nose to tail, 49 mm (1.9 inches) shorter than the outgoing car. The bigger change is underneath, where the wheelbase has been cut by 110 mm (4.3 inches) to 2,840 mm (111.8 inches).
Inside, the cabin sticks with a five-seat layout and trims the button count even further. Drivers now do most of their work through a 12.9-inch infotainment display, down from the 15.6-inch unit in the old car. A digital instrument cluster joins the party for the first time, paired with a two-spoke steering wheel. Standard kit runs to dual-zone climate, an eight-speaker stereo, and a full ADAS suite.
Under the fresh sheet metal lies a new architecture built around a Software Defined Vehicle electrical layout. Drive comes from a single front-mounted electric motor making 228 hp (170 kW / 231 PS), fed by a 60.13 kWh battery good for a claimed 500 km (311 miles). That figure rides on the NEDC cycle, which has never been accused of pessimism.
These specs represent a downgrade compared to the previous VF 8 that produced up to 402 hp (300 kW / 408 PS) in dual-motor AWD guise and featured a much larger 87.7 kWh battery pack.
It Costs Nearly 1 Billion Vietnamese Dongs
Vinfast will start accepting pre-orders for the VF 8 in Vietnam on May 27, with the first deliveries scheduled for late July. The electric SUV is priced from 999 million Vietnamese dong, which sounds like a lot until you run it through a converter and land at roughly $37,900 at today’s exchange rate. That’s actually a step down from the previous-generation VF 8, which started at VND 1.019 billion ($38,700) for the Eco trim and climbed to VND 1.199 billion ($45,500) for the Plus in its home market.
Whether the new VF 8 leaves Vietnam is the bigger question, and the company is not yet saying. Export plans are unconfirmed, and there is a real possibility the second-generation car follows a different playbook than the first.
That matters because the original VF 8 was supposed to be the car that planted VinFast’s flag in America, something it did not. Fewer than 1,500 examples found U.S. buyers last year, and yet VinFast is pressing on with its North Carolina factory, with domestic EV production targeted for 2028. Globally the picture is brighter. The company posted a record 196,919 deliveries in 2025
Tata has revealed the facelifted Tiago and Tiago.EV in India.
The budget-friendly hatchbacks gain a more modern design.
We expect them to gain a 360-degree camera and six airbags.
Tata is preparing a serious overhaul of its most affordable urban model in India. The company has released the first teaser video of the new Tiago and Tiago.EV, with the full reveal set for May 28.
The original Tiago launched in 2016, picked up a mid-life refresh in 2020, and got minor tweaks in 2025. Tata is calling the 2026 car a new generation, but in reality it is the third and most thorough facelift the nameplate has received, with sharper exterior work and an updated and upgraded cabin.
The body has been worked over with styling cues that owe more than a little to European hatchbacks like the Opel Corsa. The new front end adopts slimmer headlights and grille, joined by interconnected bumper intakes. The fully electric version sets itself apart with body-colored trim and a matching bumper pattern that, frankly, looks like Tata factory workers forgot to bolt on the actual face.
The profile keeps familiar proportions, but designers found clever ways to freshen it up. Plastic cladding now wraps the wheels arches, extra black trim breaks up the C-pillar, and the new 15-inch wheels with a diamond-cut finish handle the rest of the visual lift.
The rear end has been heavily reworked too, with slimmer full-width taillight clusters and a fresh bumper that now houses the relocated reverse light. The only giveaway between the ICE and EV versions is the Tiago and Tiago.EV badging on the tailgate, since the exhaust pipe is tucked out of sight under the rear bumper anyway.
Tata has yet to show the interior, which is expected to received better equipment. The cameras mounted on the mirrors suggest the inclusion of a 360-degree camera borrowed from the recently facelifted Tata Punch baby SUV.
The 2025 update brought a redesigned dashboard with a 10.25-inch infotainment display that might be joined by a new digital instrument cluster and redesigned seats with integrated headrests. Furthermore, local media expect the Tiago to gain six airbags as standard, up from the current dual-airbag setup.
Technical specifications remain under wraps, but the latest reports suggest that the Tiago will continue with carry-over powertains. The current naturally-aspirated 1.2-liter three-cylinder gasoline engine produces 85 hp (63 kW / 86 PS), while the CNG variant is good for 75 hp (56 kW / 76 PS). The fully electric Tiago.EV is available in medium-range and long-range versions with different power outputs.
Pricing for the updated models will be announced at the market launch on May 28. Judging from the notable upgrades they might be slightly more expensive compared to their budget-friendly predecessors. To get an idea of how cheap the outgoing Tiago is, it currently starts from as low as Rs. 4.60 Lakhs ($4,800 at current rates) before on-road costs, with the zero-emission Tiago.ev priced from Rs. 7.99 Lakh ($8,300).
Rivals of the Tata Tiago in India include the Maruti Suzuki Celerio and the Hyundai Grand i10 Nios.
BYD’s Ti7 is the brand’s first seven-seat SUV headed overseas.
Unlike the B5 and B8, the Ti7 rides on a unibody platform.
Fangchengbao also sells an all-electric version of the Ti7 in China.
There is virtually no segment of the automotive market BYD does not want to dominate, and its latest model, the Ti7, is its first seven-seater outside of China. The new model is going global to take on the likes of the Toyota Land Cruiser and the Land Rover Defender 110.
Unveiled last year in Thailand through the Fangchengbao brand, and since confirmed to be landing in the UK as a BYD-branded model, the Ti7 looks very similar to the B5 and B8 models that Fangchengbao already sells in China. The key difference sits underneath. Those two ride on a ladder frame, while the Ti7 is a unibody, much like the current Land Rover Defender. That trade likely costs it some hardcore off-road credibility against the B5 and B8 but should sharpen its on-road manners.
Bigger Than The Defender 110, Just
The Ti7 stretches 5,146 mm (202.5 inches) long, 1,995 mm (78.5 inches) wide, and 1,865 mm (73.4 inches) tall, riding on a 2,920 mm (114.9-inch) wheelbase. That makes it longer and slightly narrower than a Defender 110, which is the comparison BYD probably wants to put in your head.
When it launches in the UK, it will be the first model from the Chinese brand to feature its DM-p powertrain, comprising a turbocharged 1.5-liter engine, a pair of electric motors, and a 35.6 kWh LFP battery. Total power should be above 600 hp, and BYD is quoting a 0-62 mph (0-100 km/h) time of 4.8 seconds and an all-electric driving range of 79 miles (127 km).
The Chinese Can Do Rugged
Back home, Fangchengbao also offers the Ti7 as a full EV, though Europe is not yet on the invite list for that one. The Chinese electric version comes either as a 402 hp rear-driver or an all-wheel drive twin-motor with 691 hp. Buyers there can choose between a 92 kWh and a 105.7 kWh battery.
Visually, the Ti7 looks quite nice. The front end includes a pair of narrow split LED headlights, small black air intakes, and a blacked-out bumper. It also includes squared-off wheel arches, chunky wing mirrors and door handles, a panoramic glass roof, and a spare wheel carrier positioned on the tailgate.
The cabin is similar to other models from the BYD family and includes a large central infotainment screen, a digital instrument cluster, and a chunky four-spoke steering wheel. There are also two wireless smartphone chargers, plenty of soft-touch leather materials, and ambient lighting.
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