Dacia has unveiled a new generation of the Spring, marking a complete overhaul for one of Europe’s most affordable urban EVs. The small hatchback is built on Renault bones, promising a 155-mile range, clever design features and a sub-€20k ($23k) price tag. Unlike its Chinese-built predecessor, the new Spring will be manufactured in Slovenia, avoiding import tariffs in Europe.

The new model swaps the aging CMFA-EV platform of its predecessor for the new RG-EV architecture. This is another name for the AmpR Small platform, already underpinning the Renault Twingo E-Tech, Renault 5 E-Tech and Nissan Micra hatchbacks.

More: Dacia’s Sub-$28K Striker Claims To Be Three Cars At Once

Power comes from a Twingo-sourced electric motor producing 80 hp (60 kW / 82 PS) and 175 Nm (129 lb-ft) of torque, sending power to the front wheels. The 0-100 km/h (0-62 mph) sprint is completed in 12.1 seconds and top speed is limited at 130 km/h (81 mph). Energy is stored in a small 27.5 kWh Lithium Iron Phosphate (LFP) battery pack, offering up to 250 km (155 miles) of WLTP range.

The battery needs 28 minutes to charge from 15-80% when connected to a 50 kW DC fast charger, or 2 hours and 55 minutes from a 7 kW wallbox using the standard AC charger.

The shift to the new platform gives the urban EV different proportions and a larger footprint while keeping weight low at 1,212 kg (2,672 lbs). The new Spring is 150 mm (5.9 in) longer and 180 mm (7.1 in) wider compared to its predecessor, stretching to 3,850 mm (151.6 in) long. It is also 61 mm (2.4 in) longer than the Renault Twingo E-Tech twin, while adopting a different styling language.

More: Renault Shipped 100 Frog-Eyed Twingos To The UK Purely So You Can Stare At Them

Unlike the Renault which is known for its frog-style headlights and soft curves, the Dacia looks less playful and more utilitarian. Designers gave it boxy LEDs, a generous amount of plastic cladding on the bumpers, conventional door handles and steel wheels measuring 15 or 16 inches in diameter.

Inside, the larger body translates to a more spacious cabin although the model retains the four-seater layout. The cargo space has a capacity of 337 liters (11.9 cubic feet) and grows to 1,283 liters (45.3 cu ft) when folding the 50/50 split rear bench. Dacia has also added a optional 18-liter (0.6 cubic feet) frunk, plenty of storage solutions around the cabin, and the modular YouClip accessory mounting system.

More: Renault’s New Duster Looks Like An Expensive Dacia, Until You See The Price

The dashboard appears to be covered in hard plastics with a large piece of colorful trim above the practical tray breaking the monotony of black. The standard 7-inch digital instrument cluster is joined by a 10.1-inch infotainment display on the flagship Journey trim, although the entry level Expression will be limited to a smartphone mount.

Occupants are treated with fabric seats and scratchy plastics on the door cards, designed to keep the costs low. Finally, the model has a familiar “My Safety” button allowing the driver to quickly disable or enable ADAS.

Production of the new Dacia Spring takes place at the Novo Mesto plant in Slovenia alongside the Renault Twingo E-Tech. The market launch is expected in late 2026, with the first deliveries scheduled for early 2027. Dacia has yet to announce detailed pricing but confirmed that all variants will cost under €20,000 ($23,000) before local EV subsidies.

More: Opel’s Cheapest New Car Is Now A Family SUV With Three Pedals And Steelies

This suggests that the new model will be more expensive compared to the outgoing Chinese-built Spring, which started from a heavily discounted €11,900 ($13,800) in Germany earlier this year. The latter will remain on sale alongside the new generation for a transitional period, serving as a cheaper alternative.

The new Spring is one of four new Dacia EVs set to debut by 2030 according to the official roadmap, including the upcoming Sandero EV with a slightly larger footprint.

Dacia

Being ahead of the curve sounds great unless nobody is ready for what you’re selling. Twenty-five years ago, Audi toyed with a radical vision of what a clever compact car could be: light, slippery, incredibly efficient and premium-feeling. Now that thinking and the A2 badge it wore is back, wrapped in a far more marketable electric crossover that might finally have arrived at exactly the right moment.

This is the new Audi A2 e-tron, and while another electric crossover might not sound like something worth cancelling dinner plans for, this one is worth your attention – even if you’re in the US, where the A2 was, and will continue to be, off limits. For a start, it takes some of the design cues of the original A2, the boxy, almost minivan-like body and split-glass rear window, and transplants them on a much wider car with a solid, four-square stance and the cheekiest grin we’ve seen an Audi wear.

Related: VW Group Confirms Plans To Kill Half Its Lineup And Slash 50,000 Jobs

The second reason to pay attention is Audi’s claim that the A2 e-tron is the most efficient production model in the brand’s history. Yes, even more efficient than the fuel-sipping, 78 US mpg A2 3L diesel, though we’re not sure how Audi calculated that. In the right configuration, the baby e-tron consumes just 12.8 kWh per 62 miles (100 km), while the real mile-muncher of the lineup manages up to 401 miles (645 km) on the European WLTP cycle.

And Ingolstadt’s engineers haven’t achieved that by simply throwing a battery the size of a studio apartment underneath their VW ID.3 and Volvo EX30 rival. Instead, Audi has gone hunting for wasted energy pretty much everywhere. The A2 has a drag coefficient of just 0.24, helped by an enclosed underbody, active cooling intake, aero wheels and clever little pieces around the wheel arches designed to calm turbulent air.

Even the door handles have joined the efficiency crusade. They’re wing-type handles at the base of the door pillars that use sensors rather than conventional mechanical hardware. Audi scrapped them in favor of conventional handles on the new Q9 luxury SUV but promised we’d see them on a future Euro product. Tug gently and the door opens electrically. There’s even backup energy storage in case the electrical system decides it’s having the day off.

There are three battery sizes, measuring 52, 61 and 84 kWh gross, so something to suit pretty much every kind of use-case scenario. Stick with the 52 kWh battery and you get a 168 hp (170 PS /125 kW) single motor that helps your A2 hit 62 mph (100 km/h) in 8.8 seconds and cover 262 miles (422 km) of range before needing to plug-in.

Quattro Notable By Its Absence

An optional 61 kWh pack comes with a 187 hp (190 PS / 140 kW) electric motor, dropping the stoplight sprint to 7.9 seconds and offering a handy range boost to 320 miles (515 km). Splash for the 228 hp (231 PS / 170 kW) A2 and you chop the 62 mph time to 7 seconds flat and unlock that 401-mile headline range figure we mentioned earlier, courtesy of an 84 kWh battery.

And if you’re prepped to swap some of that range for more zip, the 322 hp (326 PS / 240 kW) flagship delivers 5.7-second and 391-mile (629 km) stats. It’s also the only A2 capable of stretching its legs to 124 mph (200 km/h) instead of 99 mph.

In each case that power is settled to the rear wheels because the A2 is based on the MEB platform in use on cars like the Audi’s VW ID.3 rival and Audi Q4 e-tron SUV, not the newer front-drive MEB+ architecture found under the VW ID. Polo, Cupra Raval and Skoda Epiq. That means no Quattro tech or badges.

DC charging tops out at 183 kW on big battery cars, which require an unimpressive 29 minutes to fill from 10-80 percent. The two smaller batteries sound like they’re going to be even worse due to their feeble 100 kW charge rates, but they cut the fill time to 24 minutes by virtue of their tiny capacities. Like other VW MEB EVs, this one supports bi-directional charging.

Fidlock? What’s That?

Inside, an 11.9-inch digital instrument display sits alongside a 12.8-inch curved touchscreen, while the gear selector has migrated to the steering column. That leaves more room in the center console for a Qi 2.2 charging pad that can juice two smartphones simultaneously at up to 25 watts. Useful, but hardly revolutionary. The Fidlock system, though, promises to be both.

Fidlock is actually a magnetic mounting system with a mechanical lock, allowing owners to click things like cupholders and charging cable bags into dedicated points around the cabin and trunk. If you’re an avid cyclist you might be familiar with them already, but Audi claims the tech makes its production car debut on the A2.

Ordinary Trunk, But At Least There’s A Frunk

But what about real practicality? It’s okay, but not class leading. The A2 rides on the same 2,770 mm (109 inches) wheelbase as its Q4 e-tron brother, so legroom should be good, but where the Q4 offers 520 litres of trunk space, the A2 can only muster 396 liters (14 cu-ft). It also loses out to the Renault Megane E-tech (440 liters), but beats the VW ID.3 (385 liters) and cramped Volvo EX30 (318 liters).

One of the original A2’s most innovative features was its aluminum construction, but that also made it expensive, contributing to its poor sales. So this time the A2 e-tron is mostly steel with some aluminum content. But what does feel advanced is the development timeline. It took Audi 20 years to reboot the A2 after the last was discontinued, but only 21 months to get it from drawing board to debut.

The original A2 was ahead of its time, but with a slick design, some clever interior touches, impressive efficiency, a genuinely affordable £32,200 starting price and European EV sales on fire right now, maybe this is finally the right time for the A2.

Audi

The Hyundai Staria Electric arrived in Korea earlier this year alongside the rest of the facelifted lineup, and the spaceship-shaped van has now made it to Europe, where Hyundai is positioning it against the VW ID. Buzz. The Staria is the bigger vehicle in every dimension that counts, with more room inside for people and their luggage.

Picking the Staria Electric out from its gasoline and hybrid siblings takes a look at the nose, where a redesigned front bumper hides the grille behind a smooth panel, adds a charging port, and puts active shutters in the lower intake. Aero wheels and a dedicated badge on the enormous tailgate finish the job.

More: Electric Kia PV7 Is Coming For The Ford Transit

At 5,253 mm (206.8 in) long, the Staria towers over the VW ID. Buzz and the Kia PV5. It also out-measures the standard Ford E-Tourneo Custom, VW e-Caravelle, Peugeot e-Traveller, Citroen e-Spacetourer, Opel Zafira-e Life, and Fiat E-Ulysse, though the long-wheelbase versions of those go further. It’s the same story with the new Mercedes-Benz VLE executive shuttle.

Generous Equipment

In Europe, the Staria Electric is available in three trim levels, called Trend, Prime, and Calligraphy. The base version comes standard with full-LED headlights, dual 12.3-inch displays, heated front seats, parking sensors, a reversing camera, a few ADAS and a three-row nine-seater layout.

More: Hyundai Is Now Charging You Extra For A Damn Gauge Cluster

The optional assistance package adds navigation, highway assist and a V2L adapter, while the premium package adds electric sliding doors and tailgate, sliding windows, sunshades, acoustic and heat-insulating privacy glass, plus a wireless charging pad. All of those come standard in the Staria Electric Prime which adds leather upholstery and ventilated front seats while offering an optional sliding roof for the first row and fixed panoramic roof for the second row.

The pictured Staria Electric Calligraphy is the only version with a seven-seat layout, built around a pair of comfort seats in the second row with heating, ventilation, and relaxation functions. The flagship also gets ambient lighting, a Bose sound system, a 360-degree camera, a suede-style headliner, Nappa leather, and the Passenger View and Talk system.

More: You Can Sleep And Even Wash Your Dishes In This Hyundai Van, But You Can’t Buy It Yet

Outside, the Calligraphy separates itself with a different front bumper housing larger projection headlights, Parametric Pixel LED taillight towers that climb to the roofline, and an exclusive Galaxy Maroon paint option.

Space For Nine And Their Luggage

Cargo capacity runs to 1,303 liters (46.0 cu ft) behind the third row in the nine-seater, with a 24-liter (0.85 cu ft) frunk for the charging cables. Towing capacity is 2,000 kg (4,409 lbs) and maximum payload is 750 kg (1,653 lbs).

More: Kia Brought Its Electric Van To America As Something New York Actually Needs

Under the skin, the van is powered by a single front-mounted electric motor producing 215 hp (160 kW / 218 PS). Energy is stored in a 84 kWh battery pack allowing WLTP range of up to 430 km (267 miles) between charges. Thanks to the 800-volt architecture, the Staria Electric can charge from 10-80% in approximately 20 minutes when connected to a DC charger, while it also gets a standard heat pump and battery heating system.

German Pricing

In Germany, the the Hyundai Staria Electric starts at €57,450 ($66,800) for the entry-level Trend trim, €63,650 ($74,000) for the mid-tire Prime, and €66,950 ($77,800) for the flagship Calligraphy. The assistance and premium packages add €2,100 ($2,400) each, while the panorama package adds €1,300 ($1,500).

By comparison, the smaller VW ID. Buzz Pro with the long wheelbase and the 86 kWh battery starts at €57,887 ($67,300) in the same market. On the other hand, the VW e-Caravelle starts at €66,080 ($76,800) with the short-wheelbase and the 70.9 kWh battery.

Hyundai

Bentley has spent the last few months drip-feeding us info about their upcoming Torcal EV. But the British marque has given the hype machine one last squeeze ahead of its unveiling, confirming that the new platform-shared SUV will officially be the company’s most powerful production car, as well as its quickest-accelerating.

We also got a couple of new teaser photos, which showcase a portion of the hood, front wing, and A-pillar, revealing a mini-Bentayga-esque feel to the overall design, and a shot of the trunk with the winged “B” logo.

Read: Bentley’s Torcal Is Basically A Mid-Grade Cayenne Electric With 850 HP And A British Accent

Power-wise, Autocar has already confirmed that the Torcal is set to offer 850 hp (634 kW / 862 PS), dethroning the 771-hp Continental GT Speed, although the latter remains top dog for combustion-powered machinery. That 850-hp figure isn’t surprising for those who know what underpins the car. The Bentley Torcal is based on the VW Group’s PPE (Premium Platform Electric) base, which underpins multiple electric offerings from both Audi and Porsche. It uses 800V architecture, and we’ve seen up to 1,139 hp deployed in Porsche’s Cayenne Turbo Electric.

With that in mind, their latest tidbit of info appears to be framing the Torcal’s output figures in a way that gets ahead of those wondering why it’s “only” 850 hp. Granted, the word “only” in that last sentence is doing a lot of heavy lifting, but in a world of 1000hp+ EVs, could this actually be a bother to clients?

Quick But Comfortable

Bentley says the Torcal isn’t merely chasing numbers, and while it will be the brand’s quickest-accelerating model, they reaffirm to us that it will be comfort-focused, in line with what customers expect. The distinct Bentley “feeling” is something that the company goes to great pains to reinforce.

The skeptical among us, though, will remain somewhat unconvinced. In addition to the car sharing the same platform as the Cayenne Electric, the drivetrain is a bit of a hodgepodge of other VW Group bits. The Torcel will reportedly use the front motor from the Audi Q6 e-tron, and the rear motor from the Cayenne Electric. Meanwhile, the 113 kWh battery will also be shared with the Cayenne.

Of course, we expect the interior to be one of the main differentiators, with Ombre wood trim, 100% Merino wool upholstery (a world’s first), and a curved infotainment system all confirmed for the Torcal. You can also expect a sub-3.0-second 0-60 mph (0-96 km/h) time, a limited top speed of 155 mph (250 km/h), air suspension, four-wheel steering, and active anti-roll bars.

SHProshots

Land Rover has finally pulled the covers off the Range Rover Electric, giving its flagship SUV a battery-powered option after years of teasing. The pitch is V8-matching output from a silent dual-motor all-wheel-drive setup, the usual isolation from the outside world, and, according to Gaydon, no loss of off-road ability.

Look for visual drama and you won’t find any. The Electric is nearly indistinguishable from the fifth-generation combustion SUV that arrived in late 2021, with changes limited to a slipperier grille, new alloy wheels, and a reworked underbody. Together they trim the drag coefficient by 0.01 cd and add up to 10 miles (16 km) of highway range.

More: Range Rover’s New GT Is The Sedan-Like Crossover Gaydon Knows Will Split Buyers

The SUV will be offered in standard- and long-wheelbase configurations across SE, HSE, Autobiography, SV, SV Ultra, and SV Black trim levels, alongside a curated First Edition launch model.

The interior is also carried over from the standard Range Rover, albeit with EV-specific graphics on the screens featuring AI-assisted range prediction and over-the-air updates for the battery. A lot of emphasis was given to acoustic refinement, with the electric model running 7 dBA quieter under full throttle compared to the V8-powered version.

Electric Power

Beneath the familiar aluminum body sits an electrified take on the Modular Longitudinal Architecture (MLA). Two electric motors, both engineered and built in-house, make 349 hp (260 kW / 354 PS) each, for a combined 542 hp (405 kW / 550 PS) and 627 lb-ft (850 Nm). That’s 12 hp (10 kW) and 74 lb-ft (100 Nm) up on the mild-hybrid twin-turbo 4.4-liter V8.

More: Land Rover Delays Electric Defender Because The Gas One Won’t Stop Selling

The instant power delivery from the electric motors makes the zero emission model quicker off the line, with a 0-60 mph (0-96 km/h) acceleration in 4.3 seconds compared to 4.5 seconds for the V8-powered equivalent.

Energy is stored in a double-stacked lithium-ion battery with a capacity of 118.5 kWh. The battery pack is housed within a high-strength aluminum case under the cabin floor. The WLTP range is up to 372 miles (600 km), while Land Rover’s own EPA estimate lands at 333 miles (535 km). Respectable, but far from class-leading among luxury electric SUVs, given that the 570 hp BMW iX5 60 AWD is quoting an EPA figure of 435 miles (700 km).

When connected to a 350 kW DC fast charger, the 800V battery charges from 10 to 80 percent in 22 minutes, and can add up to 137 miles (220 km) of range in 10 minutes.

More: Range Rover Shoves New EV Sport Out Of An Airplane, But V8 Fans Can Relax

Land Rover filed over 300 patent applications for the electric SUV. One of the highlights is the ThermAssist heat management system, which saves up to 40% on heating energy and adds up to 25 miles (40 km) of range in extreme weather conditions.

Chassis Setup

The Range Rover Electric adopts twin-valve active dampers sourced from the Range Rover Sport SV alongside dual-chamber air springs and rear-axle steering. Sensors automatically monitor water level, extending ride height and allowing an impressive wading depth rating of 35.4 inches (900 mm).

More: You Can’t Buy Land Rover’s New Flagship Without This Matching 1993 Classic

Thanks to a new Integrated Traction Management (ITM) system, the Range Rover Electric can tackle slippery terrain with ease. Furthermore, the Intelligent Driveline Dynamics (IDD) system allows it to handle inclines up to 33 degrees and steep climbs of up to 45 degrees, honoring the off-road credentials of its ancestors.

The electric SUV tips the scales at 6,360 lbs (2,885 kg), making it 165 lbs (75 kg) heavier than the plug-in hybrid (PHEV) variant, although the center of gravity is lower than the V8 version. Maximum towing capacity stands at 5,512 lbs (2.5 tons), which is down from the 7,716 lbs (3.5 tons) rating of combustion models and the 6,614 lbs (3 tons) of the PHEV.

What It’ll Cost You

Here in the States, the Range Rover Electric opens at $138,000 before the $2,450 destination and delivery charge, which brings the real number to $140,550. That’s nearly $25,000 more than a base gas Range Rover, which runs $113,300, or $115,750 delivered. The P550e plug-in hybrid makes the electric look reasonable by comparison: $128,900, or $131,350 delivered, a difference of just $9,200.

In the UK, it’s priced from £154,070 ($208,200) on-the-road. Production takes place at Land Rover’s Solihull facility in the UK alongside the mild-hybrid and plug-in hybrid variants.

Land Rover

Renault has introduced a series of model year upgrades for the Scenic E-Tech, exactly three years after its debut. The electric crossover inherits a new LFP battery, faster charging, improved safety features and Google Gemini AI integration from the recently facelifted Megane E-Tech. However, it skips the styling updates, leaving them for later in the product cycle.

Visually, changes are limited to the gloss black accents on the front and rear bumpers, the new alloy wheels measuring 19 and 20 inches in diameter, as well as the fresh Satin Blue Slate and Exo Galaxy Grey shades. Earlier sightings of camouflaged prototypes suggest that Renault might be working on more substantial styling updates for the future, likely including the faux grille of the Megane.

More: Renault Gave The Updated Megane EV A Meaner Face And A Slower 0-62

Inside, the openR link infotainment gains Google Gemini AI as a smarter alternative to the Google Assistant. Users can download applications from the Google Play Store using the 2 GB of monthly data offered by Renault for a period of three years. Those who want more can always use their smartphone tethering function.

Renault

Other interior upgrades include a magnetic and ventilated wireless charging pad, and more sustainable upholstery options. More specifically, Techno models feature PET fabrics containing over 95% recycled yarn, Esprit Alpine editions gain a spectral titanium finish made from 75% recycled plastic, and top Iconic trims receive cubic grey accents or optional light grey paired with genuine lime wood.

Review: The 2026 Renault Austral Facelift Is Polished, But It Has A BMW-Sized Problem

The safety suite inherits the Megane’s updated in-car monitoring camera, which tracks driver fatigue and enables driver recognition for loading presets based on personal preferences. It also benefits from more sophisticated ADAS such as Multi Target tracking for surrounding traffic, improved lane positioning at speeds up to 70 km/h (43 mph), Emergency Stop Assist in the case of an unresponsive driver, and a smarter predictive eco-driving function.

New Batteries, Longer Range

Under the skin, the Scenic E-Tech borrows the LFP battery introduced by the mechanically-related Megane E-Tech during its mid-lifecycle update, combined with a carryover front-mounted electric motor producing 220 hp (164 kW / 223 PS).

The 67 kWh Lithium Iron Phosphate (LFP) battery of the Comfort Range variant has a cell-to-pack architecture and delivers up to 467 km (290 miles) of WLTP range, which is 37 km (23 miles) more than its NMC predecessor. Furthermore, it supports 165 kW fast charging, taking it from 15-80% in 24 minutes, or 25% faster than before.

More: New Eclipse Cross EV Just Proves Mitsubishi Gave Up A Long Time Ago

The larger 89 kWh Nickel Manganese Cobalt (NMC) battery pack which is exclusive to the Scenic E-Tech Long Range has also been upgraded, gaining 2 kWh in capacity and stretching the WLTP range by 17 km (11 miles) to 642 km (399 miles). This unit is compatible with 150 kW fast charging, replenishing 15-80% in 28 minutes.

Pricing

The updated Renault Scenic E-Tech Electric is available to order in France starting at €38,750 ($44,900) for the 89 kWh Long Range model in the Techno trim. The cheaper 67 kWh Comfort Range version will arrive in the coming months, priced from €31,750 ($36,800).

The electric crossover with minivan ancestors is still being manufactured at Renault’s ElectriCity facility in Douai, France, with electric motors supplied by the Cléon plant in Normandy.

Renault

The ultra-luxurious U7 sedan from Yangwang has already been updated, barely a year after its market launch, and BYD is boasting about how comprehensive its testing regime has been and how well the new Blade Battery 2.0 performs.

To wrap up testing of the Yangwang U7, which has a starting price of around $95,400 in China, BYD says it randomly selected a U7 from one of its stores and spent 8 days, 19 hours, and 58 minutes driving it 18,600 miles (30,000 km), cruising at an eye-watering average speed of 149 mph (240 km/h). This test isn’t dissimilar to the tests Mercedes-AMG performed last year with its GT XX Concept. In that case, the German EV was driven 24,901 miles (40,075 km) in 7 days, 13 hours, and 24 minutes.

Read: Richard Hammond Once Crashed A Rimac, Now Trusted With BYD’s 2,978 HP Hypercar

BYD conducted the test in Nanning, where average daily temperatures exceeded 36°C (97°F) and relative humidity reached as high as 80 percent. The air conditioning was also set to 24°C (75°F) throughout the endurance run.

Beyond the test demonstrating how well the U7 can perform at high speeds and over long distances, BYD also wanted to ensure the battery would hold up. It says the U7 used was flash-charged more than 350 times. At the end of the test, the battery had retained 98.7 percent of its capacity.

This was far from the only test Yangwang conducted for the updated U7. It says it has been testing 758 vehicles across the country, cumulatively covering more than 6.5 million miles (10.49 million kilometers).

The Yangwang U7 was first unveiled in early 2024 and hit the Chinese market roughly 12 months ago. Less than six months after the first deliveries started, it was revealed that Yangwang was preparing to update it, equipping it with new 135.5 kWh and 150 kWh battery packs.

Both versions of the electric U7 have 644 hp electric motors at the front and rear axles, combining to deliver 1,287 hp. The 135.5 kWh version has a CLTC driving range of 497 miles (800 km), while the 150 kWh model can travel up to 625 miles (1,006 km) on a charge. A plug-in hybrid version with a 52.4 kWh battery and 1,341 hp is also available.

Sources: BYD, Carnewschina, Autohome

Volkswagen Commercial Vehicles has used the Düsseldorf Caravan Salon to introduce the new ID. California Cruise. It’s based on the ID. Buzz Pro and is the first fully electric California variant.

Available with either a short or long wheelbase, the van is instantly recognizable as the only exterior changes are California lettering on the liftgate and “California Cruise” decals on the sides. However, once you get to your destination, you can install front window vents or blackout curtains.

More: VW’s Fix For Heavy Campervans Is An Inflatable Kitchen

Speaking of preparing for sleep, the van features a rear platform that houses a tri-fold mattress. It’s 3.5 inches (9 cm) thick and measures 80 inches (2,030 mm) long by 47.2 inches (1,200 mm) wide. Volkswagen says two people can sleep comfortably on the mattress, although the interior setup looks a little awkward.

To ensure you’re comfortable at night, the van has a retained power function that enables the battery to continue operating interior lights, USB charging ports, and the climate control system. Volkswagen said it can work up to 48 hours, but the exact time largely depends on the battery’s starting charge and the outside temperature.

Since camping isn’t much fun if you’re cooped up inside, the ID. California Cruise comes with two camping chairs and a table. They’re stored beneath the rear platform and appear to be housed in a zippered bag.

Rounding out the highlights are “exclusive seat covers in the ‘Miwo’ design with an integrated California wordmark.” Volkswagen also noted the van has a vehicle-to-load function, which makes camping far more enjoyable as it turns the van into a giant power station that provides up to 2,000 watts of juice. This means it can power everything from coffee makers to coolers and electric cooktops.

The ID. California Cruise arrives early next year and German pricing starts at €60,761 ($70,813). Volkswagen also teased additional California EVs are coming by 2028.

While the ID. California Cruise isn’t coming stateside, Americans will get a similar ID. Buzz Tourer 4Motion. It features a fold-out mattress, front ventilation panels, and window blinds as well as an exterior table and chairs.

Chinese automakers have put out an average of 3.6 new models per day across the past five months, a pace that guarantees a certain amount of overflow into markets beyond China. The new MG Hector Tomahawk is one of those exports, a three-row SUV that has just gone on sale in India with a choice of fully electric or plug-in hybrid power.

More: MG’s $13K SUV Thinks Hand Gestures Beat Buttons

The name suggests a relationship that does not exist, because the Hector Tomahawk shares nothing with the ICE-powered Hector. What MG has actually done is rebadge the Wuling Starlight 560, a model that broke cover in late 2025 and reached Chinese showrooms in early 2026.

Visually, the BEV and the PHEV variants are distinguished by the different grille and front bumper, each introducing small differences compared to the equivalent models from Wuling. The PHEV has a body-colored nose, a larger cooling intake, loads of black cladding, and an aluminum-style skid plate. The EV adopts a simpler and boxier face looking nearly identical to its Wuling sibling.

Regardless of powertrain type, the SUV measures 4,745 mm (186.8 in) long, has a 2,810 mm (110.6 in) wheelbase and a ground clearance of 230 mm (9.1 in).

MG

The right-hand-drive cabin comes with two or three rows of seating. Cargo space is 610 liters (21.5 cubic feet) in five-seat form, dropping to 192 liters (6.8 cubic feet) once the third row is in place. The kit list runs to a 15.6-inch infotainment screen, an 8.8-inch digital gauge cluster, gesture controls for the touchscreen, a dual-pane panoramic sunroof, 256-color ambient lighting, and a 10-speaker stereo. The party piece is an AI-powered assistant with a karaoke mode and a library of more than 8,000 songs across multiple genres.

More: MG’s Go! Concept Wants You To Forget About The Mini And Renault 5 In 2027

The Hector Tomahawk EV utilizes a single front-mounted electric motor producing 201 hp (150 kW / 204 PS), with a 69.2 kWh battery allowing over 500 km (311 miles) of range while supporting 90 kW DC fast charging and V2L/V2H functions.

On the other hand, the Hector Tomahawk PHEV pairs a naturally aspirated 1.5-liter engine/generator with a single electric motor and a smaller 20.5 kWh battery pack. The combined range is over 1,100 km (684 miles), including 115 km (71 miles) on EV power alone.

The Battery Rental Math

MG

The MG Hector Tomahawk EV costs between ₹19.49 lakh ($20,400) and ₹23.49 lakh ($24,500) in India. Buyers can also take it under the Battery-as-a-Service (BaaS) scheme, which drops the entry price to ₹13.99 lakh ($14,600) and then charges ₹4.90 ($0.05) per kilometer (₹7.89 or $0.08 per mile) for the privilege of using the battery.

More: The New MG 07 Flagship’s Looks Say Porsche Taycan, Its Price Says Corolla

Meanwhile, the MG Hector Tomahawk PHEV starts at ₹25.70 lakh ($26,900) outright, or ₹21.79 lakh ($22,800 / €19,600) under BaaS with a battery rental rate of ₹3.20 ($0.03) per kilometer. Deliveries for the EV begin in September, followed by the PHEV in November.

Australia’s new car market has been flooded with new entrants from China in recent years, and soon, yet another brand could start selling its models locally. This one is Hongqi, the marque Mao Zedong favored and the default choice for ferrying Chinese politicians and dignitaries. Now it wants Australian buyers, and one model in its lineup carries a price that makes a Rolls-Royce Phantom look like a bargain.

A trio of SUVs from Hongqi will be the brand’s first models available locally, with sales expected to begin in the first half of 2027. These will include the all-electric E-HS9 SUV and the electric, mid-size EHS5, as well as a third smaller model to launch as a range-extender. Local pricing details for these models haven’t been confirmed, but they’ll likely be priced to rival models from Denza and Zeekr, the luxury arms of BYD and Geely.

Read: Mao’s Old Limo Brand Is Now Outselling Rolls-Royce In China Two To One

There’s plenty of local demand for premium vehicles in these segments, so Hongqi has many potential customers to tap. However, if the brand also decides to import its high-end ‘Golden Sunflower’ series of models in Australia, it’s hard to imagine how they could sell in any significant numbers.

More Luxury Could Come

In China, the most expensive version of the Guoli, a retro-styled luxury sedan, starts at the equivalent of AU$1.5 million (US$1.07 million), making it one of the nation’s most expensive new cars and positioning it well above most other luxury cars built in the People’s Republic. Speaking with Drive, a Hongqi insider appeared hopeful the Golden Sunflower series models would launch locally, but stopped short of confirming it.

Hongqi Guoli

“Will the Sunflower series come to Australia? Look, I would love to see it, just because it’ll be something different on the road,” they said. “Yes, the styling is going to be a little bit different – but we do have other models that are available to us. Hongqi in China is going to be developing 13 brand-new models in the space of the next two and a bit years, so we do have a raft of other models that we can have access to.”

Strong demand Down Under for models from brands like Denza and Zeekr shows that many locals are willing to pay premium prices for higher-end cars from China. However, we’d be astonished if there were many millionaires or billionaires tempted out of a Rolls-Royce Phantom by a Hongqi Guoli in Australia. Doesn’t have quite the same ring to it, does it?

Suzuki has released the first official images and details of the e Sky, the production version of the Vision e-Sky concept, and not much got lost on the way from the show stand. It goes on sale in Japan this autumn, with mainland Europe and the UK expected to follow in 2027.

That makes it Suzuki’s third production EV, arriving behind the e Vitara subcompact SUV and the e Every kei van. It’s also the company’s first entry in Japan’s fast-growing light passenger EV segment.

More: Suzuki’s $8,400 Kei Van Still Has Crank Windows, But It Also Has A Manual

According to Suzuki, the goal is to help drivers make the switch from ICE vehicles to EVs. The e Sky was developed as a light vehicle for everyday use, offering a comfortable ride, smooth acceleration, and a quiet cabin.

Concept Car, Minus The Show-Stand Extras

Visually, the small hatchback looks like an evolution of the concept from 2025, although several features have been toned down. The front end adopts larger LED headlights with a tinted background, and the illuminated grille gave way to a black trim piece. The revised Suzuki emblem sits on the sculpted nose, and the bumper incorporates a single cooling intake.

More: This $7,700 Suzuki Just Got A New Face And Over 66 MPG

The profile stays true to the concept, although the EV gets smaller wheels, larger mirrors, and conventional door handles reminiscent of the Suzuki Alto. Still, the EV retains the floating roof and the body-colored trim on the C-pillar. At the back, changes are focused on the bulkier LED taillights, the visible tailgate handle, and the body-colored cladding on the rear bumper.

Naturally, the model complies with kei car regulations in terms of footprint, reportedly measuring 3,395 mm (133.7 inches) long, 1,475 mm (58.1 inches) wide, and 1,625 mm (64.0 inches) tall, with a 2,460 mm (96.9 inches) wheelbase.

Inside, The Budget Speaks Up

The dashboard layout is familiar, but the pale materials, futuristic detailing and ambient lighting of the concept have been replaced by choices made with a calculator nearby. The centerpiece is the 10.1-inch infotainment display, combined with a digital instrument cluster, a traditional auto gear shifter and a dedicated panel for climate controls.

More: Suzuki’s Quirky Crossover Hides More Than A Fresh Face

Other features include a practical tray on the passenger side of the dashboard, heated seats and steering wheel, an electronic parking brake, and a heat pump paired with an electric air heater for efficiency during the Japanese winter. As with most kei cars the e Sky has a four-seater cabin with a small boot.

Small Battery, Surprising Number

The new model rides on the Heartect e architecture, designed for urban EVs. According to Japanese media, it is powered by a front e-Axle integrating the electric motor, inverter, and gears. Suzuki has yet to announce the output, but the maximum permissible figure for kei cars is 63 hp (47 kW / 64 PS).

More: Suzuki’s Old Swift Sport Made 138 HP. The New One Makes A Splitter

Energy is reportedly stored in a 26 kWh lithium iron phosphate battery mounted under the floor. Despite its small capacity, the targeted range is 310 km (193 miles), which is significantly higher compared to other Japanese kei cars but slightly less than BYD’s Racco, which offers up to 199 miles (320 km). However, the latter achieves that with a much bigger 35.84 kWh battery.

The impressive range figure was achieved thanks to aerodynamics, improved motor efficiency and weight reduction, with the EV tipping the scales at 1,030 kg (2,271 lbs).

A full charge is expected to take 8 hours via a standard home outlet, or in 4.5 hours from a 6 kW wallbox. The EV is also compatible with 50 kW DC fast charging, replenishing 80% capacity in 25 minutes, while supporting Vehicle-to-Home (V2H) functionality with an AC 100v/1500W power outlet for external devices.

Not Exclusive To Japan

The e Sky reaches the Japanese market in autumn 2026, where it will face the Nissan Sakura, the Mitsubishi eK X EV, the Honda N-One e and the BYD Racco.

More: BYD’s Kei EV Has The Lowest Sticker In Japan And The Highest Price On The Road

Its home market won’t have it to itself, however, since exports to Europe and the UK begin in 2027. Rivals there include the Renault Twingo E-Tech, the upcoming Dacia Spring, and the production version of the VW ID.Every1 concept.

Suzuki

Jimmy Choo is one of the most recognizable names in fashion, and now he’s brought his exceptional eye for detail to the automotive industry by creating a special version of the electric L6 sedan from the Chinese brand IM Motors.

Two variants of the limited-run edition from Jimmy Choo will be available, priced at 234,900 yuan ($34,900) and 249,900 yuan ($37,200), respectively. Although the models don’t benefit from any hardware or software changes over the standard model, we have little doubt they’ll appeal to fashion-conscious buyers who want to make a statement. An initial batch of 1,000 examples has been confirmed for production, though more may be possible.

Read: ‘IM Presented by MG Motor’ Might Be The Most Ridiculous Car Brand Name Yet

Key changes made to the exterior include special blue brake calipers, a custom badge at the rear, crystal-look camera covers, and a crystal IM badge on the hood. More significant changes have been made to the cabin, where the Jimmy Choo edition rocks a two-tone blue-and-white finish.

A Fashion-Forward Interior

The top half of the dashboard is trimmed in plush blue leather with stitching that reads “Prof. Jimmy Choo”. Blue leather continues onto the steering wheel, door panels and wireless smartphone charging pads, while the rest of the cabin is trimmed in white leather, including the seats with custom embroidery on the headrests.

The latest IM L6, also badged as the IM5 in other markets including Australia, uses an 800-volt architecture that supports DC charging speeds of up to 396 kW. Two rear-wheel-drive models are available, rated at 315 hp (245 kW) and 402 hp (300 kW), and offered with either 76 kWh or 93 kWh battery packs, giving the sleek electric sedan a driving range of 450 miles (725 km) to 528 miles (850 km).

IM’s flagship all-wheel-drive Ultra model rocks a 103 kWh battery and a pair of electric motors delivering 670 hp (500 kW) and 590 lb-ft (800 Nm) of torque, allowing the sedan to hit 100 km/h (62 mph) in just 2.7 seconds.

The Mega, built by Chinese car brand Li Auto, is one of the most intriguing luxury minivans on the market, looking more like a miniaturized bullet train than a typical people mover. After its first unveiling in late 2023 and an update in 2025, a second update for the Mega is in the works.

New images reveal the updated Li Auto Mega doesn’t look significantly different from the old model. In fact, most of the design appears identical. The most obvious change is to the wheels, which now have solid aero discs, further improving the EV’s already slippery aerodynamic properties.

Read: Li Auto Mega EV Is A 5.5 Second Sleeper That Recoups 311 Miles In 12 Minutes

On this particular Mega, the aero discs are painted white, but it’s understood customers will also have the option of more subtle black discs. Beyond the new wheels, it appears Li Auto has added some chrome to the MPV’s front end, while some minor styling tweaks have also been made at the rear.

No images of the new Mega’s interior have been shared by China’s Autohome, but it’s possible some minor software tweaks will also be made. On the technology front, it’s reported that the updated Mega will now include four separate LiDAR units and will also hit the market with rear-wheel steering, which seems like a no-brainer for an EV of this size.

What Else Is New?

Other updates are on the cards. EV reports the new Mega will ditch the dual-chamber air suspension system of the current model in favor of a fully active suspension setup that can directly apply force to the wheels, counteract roll through corners, and pitch under braking.  

Powering the new model will be a larger 108 kWh CATL ternary lithium battery, up from 102.7 kWh, and the rear-mounted motor will now deliver 346 hp (258 kW), up from 328 hp (245 kW). The front motor is expected to produce the same 208 hp (155 kW), resulting in a combined 554 hp (413 kW). The MPV’s range is expected to sit at an impressive 441 miles (710 km) on the CLTC cycle. Li Auto will sell the new Mega in Home and Ultra configurations, priced at 529,800 yuan ($78,400) and 559,800 yuan ($82,900), respectively.

Pre-update Li Auto Mega

GAC Aion is one of China’s largest and most important electric vehicle brands, and it now has yet another all-new model. Known as the Ray 7, it is a sleek, aerodynamic sedan, but unlike many others, including the Xiaomi SU7, it doesn’t prioritize performance, so it should be even more affordable.

The Ray 7 is the first model in GAC Aion’s new Ray series and is underpinned by a rear-wheel-drive platform. It includes a double-wishbone suspension at the front and a five-link suspension at the rear. It will be available with two battery packs – one sourced from CATL and the other from the carmaker’s own Yinpai Battery division. Specifications for these packs have yet to be announced.

Review: China’s 2026 GAC Aion UT Is A Budget EV That Doesn’t Feel Cheap

Power comes from a single rear motor with 241 hp. Compared to some new EVs emerging from China with well over 1,000 hp, that doesn’t sound like much, but it’s really enough for everyday use. GAC Aion is said to be targeting a driving range of around 435 miles (700 km) on the CLTC cycle. Apparently, the sleek sedan’s energy consumption has been rated as low as 9.7 kWh per 100 km, which, if true, would make it one of the most efficient EVs on the market.

Recent government filings reveal the Ray 7 is 195.2 inches (4,960 mm) long, 74.8 inches (1,900 mm) wide, and stands 57.2 inches (1,455 mm) tall, with a generous 115-inch (2,920 mm) wheelbase. The highlights of the car’s design are the full-width LED light bar at the front and the sleek fastback-style roof and tailgate.

Autonomous driving technologies from WeRide’s Level 4 robotaxis have been adopted, including 27 sensors, such as a Huawei-sourced LiDAR and three 4D millimeter-wave radars. While this setup won’t enable Level 4 driving in the Ray 7, it can still navigate autonomously between addresses and park itself.  

Update: Our own Stephen Rivers was on the ground for the GV90’s debut in San Francisco and has sent through a set of live photos, which we’ve added below. They show the production model from angles the official gallery skipped, including a closer look at the cabin and the detailing around the grille and lighting signature.

Genesis has spent a decade proving it can make luxury cars that belong in the same sentence as BMW, Mercedes, and Audi. The GV90 might be the vehicle that lets it start a much louder conversation. At least on first look, this thing is seriously good. It’s big, clean, properly expensive-looking, and its cabin appears to have been designed by people who understand that a flagship SUV should feel like more than a row of screens wrapped in quilted leather. There’s just one big catch, though: Genesis has yet to say how much it will cost.

Photos Stephen Rivers / Carscoops

That matters because the GV90 is not another slightly nicer electric SUV. It’s Genesis’ new flagship, a 208.1-inch-long electric luxury barge with a 127.8-inch wheelbase, 657 hp, 590 lb-ft (800 Nm) of torque, a 123.5-kWh battery, air suspension, rear-wheel steering, and dual electronic limited-slip differentials. The company says its seven-seat version can travel roughly 500 km, or 311 miles, on a charge, although that figure comes from internal testing rather than the EPA. Oh, and that’s before we get to the interesting bits.

The Coach Doors Aren’t Just A Party Trick

The range-topping GV90 Neolun gets what Genesis calls the Neolun Arch Gate. These are coach doors with no conventional visible B-pillar. It’s the sort of thing that looks great in a concept-car rendering and usually disappears before production because engineers, crash regulations, and reality tend to get involved. That’s not the case here.

Read: Genesis’ Entry-Level Crossover Is Getting A Hybrid Makeover

Genesis says it has made the arrangement work by integrating high-strength steel beams into the door-and-body structure. In addition, it’s added a concealed roll-cage-like arrangement with thicker framing, steel tubes, and structural foam. The rear door also uses a dual-motion hinge that first pushes it outward before it swings open, allowing it to operate independently rather than requiring the front door to be opened first.

Photos Stephen Rivers / Carscoops

In practice, it’s more impressive than it might, at first, seem. Getting into the second row is far more classy and seamless than in pretty much any other SUV at this price point. The experience matters, and it’s pretty special here. Still, this is one of those cases where the engineering explanation matters as much as the visual effect. We still need to drive and test one of these in the real world to get a better idea of everyday pleasures and pain points.

Photos Stephen Rivers / Carscoops

The standard GV90 uses conventional swing doors, which may end up being the smarter choice for many buyers. But the Neolun gives Genesis a proper halo feature that BMW, Mercedes, and Audi don’t have. Quite simply, it adds a layer of luxury that only brands like Rolls-Royce offer, but possibly for hundreds of thousands less.

It’s A Lounge First, An SUV Second

Photos Stephen Rivers / Carscoops

The cabin may be the GV90’s real knockout punch. Genesis describes it as a “bespoke living space,” which is normally the sort of phrase that should trigger an immediate eye roll. Here, though, the experience, again, the most important part, makes a convincing case.

There’s a wide pop-up OLED display that expands from 23.6 to 24.6 inches when parked, a 25-inch head-up display in place of a conventional instrument cluster, real-glass crystal controls, motorized vents, a 25-speaker Bang & Olufsen sound system, and seats with 15 air cells and pulse-vibration massage functions.

Photos Stephen Rivers / Carscoops

Then there are the motorized swiveling front seats. While parked, they can rotate a full 180 degrees to face the second row. That turns the GV90 Neolun into an actual lounge rather than a brochure’s vague promise of one. A 1960s Imperial and a Mercedes camper van are about the only U.S.-market precedents for front seats that fully face rearward. Genesis is bringing the idea to a modern luxury SUV.

Add the available four-seat Executive Suite with real wood flooring, a refrigerator, tables, a partition, and a six-zone electronically tintable roof, and Genesis is plainly aiming at the sort of buyer who sees a long drive as an opportunity to disappear from the world for a while. That’s also where the electric powertrain makes real sense.

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Nobody buying a six-figure GV90 is likely trying to figure out public charging while living paycheck to paycheck in an apartment complex. These buyers are more likely to have home charging, other vehicles, and the means to arrange their lives around the rare trip that exceeds an EV’s comfort zone. In return, they get the silence, smoothness, instant torque, flat-floor packaging, and general serenity that make an EV particularly well suited to a luxury flagship.

Photos Stephen Rivers / Carscoops

But that doesn’t mean the EV-only decision is risk-free. A buyer cross-shopping a Mercedes GLS, BMW X7, Range Rover, or gas-powered Escalade may still want the freedom to drive all day, tow without anxiety, or simply avoid planning around charging. Genesis is betting those compromises will matter less than the benefits of an electric flagship. For its target customer, it may be right. But it is still leaving some very wealthy people on the table.

The Price Has To Be Right

Photos Stephen Rivers / Carscoops

The market has already set some uncomfortable benchmarks. Lucid’s Gravity Touring starts at $79,900, while Cadillac’s Escalade IQ begins at more than $127,000. The Kia EV9 starts far lower, though it isn’t a genuine equivalent; the Genesis is roughly 11 inches longer and uses a flagship-exclusive eMP platform.

Read: Genesis’ Magma GT Supercar Concept Edges Closer To Production

That leaves Genesis with a narrow but potentially lucrative lane. If the standard GV90 starts around $100,000, it could look like an astonishing amount of luxury SUV for the money. Push it into the $120,000 range, though, and the brand will have to justify not only the vehicle itself, but also the entire Genesis ownership experience. At that point, buyers won’t just compare leather quality, rear-seat space, and charging times.

Photos Stephen Rivers / Carscoops

They’ll compare dealer treatment, service convenience, resale confidence, and whether the Genesis badge carries enough weight beside a three-pointed star or a Range Rover grille. The Neolun, and especially the four-seat First Edition, can probably command more. Those are the versions for buyers who want something their neighbors cannot casually duplicate. But the regular GV90 has the chance to be the important one.

Genesis may have built the kind of flagship SUV that makes the established luxury players uncomfortable. It looks fantastic, the interior feels genuinely special, and the coach doors, wood flooring, and rotating seats give it a personality beyond another expensive electric SUV with a giant screen. Now we just need Genesis to put a number on it. That number will decide whether the GV90 is a masterstroke or merely a very handsome missed opportunity.

Photos: Genesis / Stephen Rivers for Carscoops

Lucid may have just delayed plans for a cheaper, mass-market model, but that doesn’t mean the EV manufacturer wants to let its current range go stale. Enter the Gravity GT-S, a new high-performance flagship SUV that follows in the footsteps of the Air Sapphire.

Premiering at Monterey Car Week, the perfect location for a high-end, high-priced vehicle like this, the Gravity GT-S doesn’t look much different than the standard model, retaining most of the SUV’s subtle and sophisticated lines, while introducing just a few design tweaks.

Read: After Less Than A Year, This Lucid Gravity Lost Over $30,000

Chief among the changes are several blue exterior accents, including the brake calipers. The blue touches continue into the cabin of the Gravity GT-S, with blue stitching and piping on the steering wheel, door armrests, and front center armrest, as well as blue seat belts. The Lucid Bear has also been embossed onto the front seat headrests.

Performance is what really sets the Gravity GT-S apart from lesser models in the line-up. Thanks to upgraded motors, it now delivers 1,070 hp, the type of power which was once reserved for million-dollar hypercars, but is now becoming far more accessible thanks to high-end EVs like this.

How Quick Is It?

Lucid hasn’t quoted any weight figures for the Gravity GT-S, but notes the all-wheel drive traction allows it to hit 60 mph (96 km/h) in just 3.1 seconds. No quarter-mile time has been released, but given how quickly the Air Sapphire can power down the drag strip, expect to see the Gravity GT-S return times in the mid-9-second range, if not a little quicker.

Working alongside the upgraded powertrain is Lucid’s Dynamic Handling Package, now installed as standard. This upgrade includes independent rear-wheel drive and adaptive three-chamber air suspension, which automatically adjusts the ride height based on vehicle speed.

While Lucid says it’s opened orders for the Gravity GT-S, with prices starting from $125,900 excluding tax, title, license, options, and destination and delivery fees, it has failed to mention when customers can expect to take delivery. The only option will be a Tahoe leather interior, priced at $1,300.

“With Lucid Gravity GT-S, we’ve created a more expressive and exhilarating interpretation of the Gravity SUV,” Lucid chief creative officer Derek Jenkins said. “It combines extraordinary performance with the comfort, space, and versatility that define Gravity, delivering an exceptional experience for our customers that is uniquely Lucid.”

With the R2 trickling into the hands of owners, Rivian is revamping the R1T and R1S. The changes started earlier this year with the elimination of the entry-level Dual Standard variants and is continuing for the 2027 model year.

As part of an effort to sharpen their flagship status, the R1 lineup has been simplified into three “curated” trims. The R1 Premium has a dual-motor all-wheel drive system developing 533 hp and 610 lb-ft of torque, which enables it to accelerate from 0-60 mph in as little as 4.5 seconds. Customers can also order a $5,000 performance upgrade, which increases the output to 665 hp and 829 lb-ft. This lowers the 0-60 time to 3.4 seconds.

More: Rivian Revives Its Forest Edge Cabin And Wants $9,000 For It

The R1T Premium has a range of 300 miles, while the R1S can travel 329 miles between charges. If that’s not far enough, a $7,000 long range battery increases the distance to 410 miles on the R1S and 380 miles on the R1T.

The R1 Performance family has a tri-motor powertrain producing 850 hp and 1,103 lb-ft of torque. This drops the 0-60 mph time to as little as 2.9 seconds, while both models are rated at 371 miles of range.

While the Dual and Tri names were phased out, Rivian kept the Quad moniker for the range-topping R1. It has 1,025 hp and 1,198 lb-ft of torque, which enables the models to hit 60 mph in as little as 2.5 seconds. Buyers will also find a range of up to 374 miles, depending on which tires and wheels they opt for.

Small Changes Inside And Out

Besides revamped trim names, Rivian has updated the cabin. The Performance and Quad have three Signature interiors known as Slate Sky, Black Mountain, and Ocean Coast. They have colorful seats as well as walnut, ash, or weathered driftwood trim.

Speaking of the cabin, Rivian has finally listened to consumers and delivered the “most requested interior feature to date.” It’s second-row captain’s chairs in the R1S and they cost a whopping $4,000 on the entry-level Premium. However, they’re only $1,500 on the Performance and Quad.

The new six-seat configuration sees the crossover outfitted with heated, second-row captain’s chairs that are separated by a small pass-through. The seats are also notable for featuring integrated cup holders that fold down.

On the styling front, there isn’t much to report but the R1T and R1S gain a new color known as Esker Silver. The R1T Premium also rides on a new 20-inch Adventure wheel, which is wrapped in all-season rubber.

The 2027 Rivian R1 configurator is already live and pricing starts at $79,990 for the R1T and $83,990 for the R1S.

Kia has revealed pricing for the 2027 EV3, the cheapest EV it sells in the US. The starting figure lands under $30k, and the SUV carries design and tech cues from the flagship three-row EV9.

The entry-level Kia EV3 Light starts at $29,890, roughly $10k less than the discontinued Niro EV ($39,600). It also slips under rivals including the Volvo EX30 ($40,345), the Chevrolet Equinox EV ($34,995), the Hyundai Kona Electric ($32,975), and the Nissan Leaf ($29,990).

More: Kia’s Affordable Niro Gets An Upscale Makeover For 2027 And Drops The EV

At the top of the range, the flagship EV3 GT reaches $45,890. That figure overlaps entry-level RWD versions of larger electric crossovers such as the Tesla Model Y ($39,990) and the Ford Mustang Mach-E ($37,795).

The EV3 Lineup

Kia EV3 GT Line

The EV3 range runs through Light, Wind, Land, GT-Line and GT trims. The cheapest Light comes only with a single electric motor making 201 hp (204 PS / 150 kW) and a 58.3 kWh battery good for 221 miles (356 km) of EPA range. Standard kit includes dual 12.3-inch screens, a six-speaker stereo, 17-inch alloys, rear privacy glass, and an ADAS suite.

More: 2027 Kia Seltos Has A Higher Price To Match Its More Upscale Design

The mid-spec Wind and Land step up to the larger 81.4 kWh battery, which pushes range to 321 miles (517 km), and both can be optioned with the dual-motor AWD setup producing 261 hp (265 PS / 195 kW). On equipment, the Wind adds a battery heater, SynTex upholstery, heated seats and a 10-way power driver’s seat, while the Land adds 19-inch wheels, ventilated seats, taller roof rails, a power sunroof, a smart tailgate and more.

Kia EV3 GT Line

The higher-spec GT-Line and GT come in AWD only, with the GT lifting output to 288 hp (292 PS / 215 kW) alongside a sportier suspension and steering tune. Both use the 81.4 kWh battery for 280 miles (451 km) of EPA range. The EV3 handles 350kW DC fast charging through its NACS port, so a 10-80% top-up takes around 31 minutes.

More: Kia’s Next Sportage Is Getting A Rugged Redesign

The GT-Line and GT models are visually distinguished by different bumpers, though only the more powerful GT gets the machined 19-inch wheels with Neon Green brake calipers. Both include Harman Kardon audio, V2L capability, a heat pump, and power-folding mirrors, with the GT adding a 12-inch head-up display and sport seats with suede inserts.

Finally, also offers the Nightfall Package, which brings black 19-inch alloys, matching exterior accents, bridge-type roof rails, and a dark gray interior. Below are the prices for every EV3 trim in the US, excluding a $1,495 destination fee.

2027 Kia EV3 US Pricing

Mitsubishi is adding an intriguing new EV to its line-up, though it won’t be sold in the United States. Revealed in Australia as the ASX VR-e, this low-slung hatchback is a re-badged Foxtron Bria, and it reaches local dealerships in the fourth quarter. The name resurfacing on an electric hatch is its own small surprise, given the history the ASX badge carries in that market.

Previewed so far with only two images, the ASX VR-e looks all but identical to the Bria, save for the Mitsubishi branding, including the company badge and a large script where the car would normally read ‘Foxtron.’ You could argue the Japanese firm got lazy by leaving the styling untouched, but the Bria was penned by Pininfarina, so the result is easy on the eyes.

Read: Mitsubishi’s New 400HP Compact Comes From The Same Factory As Your iPhone

The front-end includes a full-width LED light bar, while the main headlamp clusters sit just below it. There’s also a large black grille incorporated into the bumper. A little like the electric Dodge Charger Daytona, there’s a large duct running under the floating light bar and along the hood, aiding in aerodynamics. No images of the car’s rear have been provided, but it too should be mostly the same as the Bria.

A Fresh ‘Mitsubishi’ Cabin

It’s a similar story in the cabin, although the Bria has so far only been showcased in left-hand drive while the ASX VR-e is right-hand drive. It includes a large floating infotainment display in the center of the dashboard, as well as a row of shortcut buttons positioned just below it. We can also see a digital instrument cluster, a four-spoke steering wheel, and a curvaceous dashboard exactly the same as the Bria’s and far removed from any other Mitsubishi model.

Mitsubishi Australia says it will sell the ASX VR-e in LS, Aspire, Exceed, and GSR configurations, although it’s yet to reveal specifications for these models. All versions of the Bria use a 57.5 kWh lithium-iron phosphate battery, offered in rear-motor configuration with 229 hp and as an all-wheel drive, dual-motor model with 400 hp. The ASX VR-e will use the same powertrain and power figures will probably go unchanged.

“ASX VR-e marks a significant milestone in our refreshed Mitsubishi range as the first BEV since the i-MiEV – Australia’s first mass-produced electric vehicle,” Mitsubishi Motors Australia chief executive Shunichi Kihara said. “The new Mitsubishi ASX VR-e continues this path of innovation with an immersive infotainment system, bold design and excellent electric driving performance.”

Pricing details should be announced alongside in-depth specifications in the coming months.

A few days back, Smart teased its Fortwo successor with artistic murals splashed across big cities worldwide, all building toward a global premiere at the Paris Motor Show in October. So much for the slow tease. China’s Ministry of Industry and Information Technology just published regulatory filings that lay the whole EV bare, months early and free of charge.

The Smart #2 signals the brand’s return to the city car segment after a short hiatus. The new model was developed under the joint venture between Mercedes-Benz and Geely, and it will be sold exclusively in fully electric form.

More: The World’s Biggest EV Market Just Went Into Reverse After Years Of Growth

The styling of the production car stays very close to the Concept #2 that debuted in April 2026, penned by Mercedes designers. The tweaks are focused on the smaller wheels with regular tires, the simplified grille and bumpers, a new shut line on the hood, the toned-down LED graphics on the headlights and taillights, the license holder on the tailgate, and conventional door handles. The result is instantly recognizable, if slightly more aggressive than earlier iterations.

Buyers will be able to personalize their cars with various options, including bi-tone paint schemes, a concept-style grille cover that resembles a suitcase, aero add-ons along the lower bodywork, and a choice of wheel designs.

More: Smart Thinks Its E-Class-Sized Sedan Looks Like A Shark, And Stands By It

Dimensions shift slightly across trim levels, with length landing between 2,751 and 2,764 mm (108.3-108.8 in). That makes the #2 some 56-69 mm longer than its predecessor, while the wheelbase stays nearly identical at 1,875 mm (73.8 in). The company says the new generation will match the 6.95 m (22.8 foot) turning circle of the EQ Fortwo.

Powertrain And Range

The Smart #2 rides on a bespoke Electric Compact Architecture (ECA) engineered by Geely, with an independent suspension setup. Power comes from a rear-mounted electric motor rated at 80 hp (60 kW / 82 PS), good for an electronically limited top speed of 140 km/h (87 mph). The Chinese-spec version has a curb weight of 1,130 kg (2,491 lbs) and a gross weight of 1,315 kg (2,899 lbs).

Energy is stored in a lithium iron phosphate (LFP) battery pack, with cells produced by CATL and assembly handled by Geely. Smart has confirmed a targeted WLTP range of 300 km (186 miles) and a CLTC range of 400 km, well beyond what the discontinued EQ Fortwo managed. The #2 also supports Vehicle-to-Load (V2L) functionality and DC fast-charging, taking the battery from 10 to 80 percent in under 20 minutes.

More: You Can Buy A Used Mansory Smart With Less Power Than A Base Corolla For Just $80,000

We have yet to see the interior of the production version, but the automaker teased the cabin with the concept that featured upmarket materials and high-tech features. The city car is expected to have a floating infotainment screen, a digital instrument cluster, and circular climate vents. Whether the road-going model keeps the concept’s bench seat is still an open question.

Production of the Smart #2 will take place in China. The EV will roll out across various global markets, Europe included, following its world premiere at the Paris Motor Show in October. Pricing will be announced closer to launch and will likely vary by region thanks to import tariffs.

MIIT