In the world of ultra-budget EVs, standing still is as good as falling behind. The SAIC-GM-Wuling joint venture seems to understand this all too well, unveiling a reimagined Hong Guang Mini EV that swaps its boxy austerity for curves and finally adds a five-door option to the mix.

More: GM’s Wuling Hong Guang EV Is A $10k Minivan With A Tesla Face

The best-selling EV family in China has more than 1.4 million cumulative sales since the debut of the original Hong Guang Mini EV in 2020. However, the growing number of competitors has caused its sales to drop over the past two years, prompting the company to perform a comprehensive redesign.

A Smoother Shape, Same Miniature Footprint

The new Hong Guang Mini EV abandons its angular roots in favor of a more rounded, approachable design. The softened headlights and curvier silhouette draw inspiration from Wuling’s slightly larger Bingo EV supermini, but the Mini EV stays true to its identity with diminutive 13-inch wheels and a playful presence.

Perhaps the most notable upgrade is the addition of a five-door version, offering significantly improved practicality over the three-door model, which remains available. Both variants share the same front and rear styling, leaving the side profile as the only clue to tell them apart.

SAIC-GM-Wuling

Bigger Dimensions, Better Space

Regardless of the bodystyle, the new Wuling Hong Guang Mini EV measures 3,256 mm (128.2 inches) long, 1,510 mm (59.4 inches) wide and 1,578 mm (62.1 inches) tall, with a wheelbase of 2,190 mm (86.2 inches). This makes it 336 mm (13.2 inches) longer compared to its three-door-only predecessor, with an extra 250 mm (9.8 inches) between the axles.

Inside, the restyled dashboard incorporates a digital cockpit with two separate displays, physical knobs for the climate controls on the center console, and a matching gear selector between the seats. According to Wuling, the stretched wheelbase results in a more spacious cabin, especially for the rear passengers.

More: SAIC-GM-Wuling’s New Concept Is Part Lancia, Part Sci-Fi Dream

While Wuling hasn’t shared all the technical specs, Chinese MIIT filings reveal that the new model retains a single rear-mounted electric motor producing 40 hp (30 kW), the same as the most powerful version of the outgoing Mini EV. Power is supplied by a lithium iron phosphate battery of unspecified capacity. Range figures remain unconfirmed, but the current model offers up to 280 km (170 miles) with its largest available 26 kWh battery pack, so expectations will likely be in a similar ballpark.

SAIC-GM-Wuling will start accepting orders for the new Hong Guang Mini EV soon, as the first examples have already been spotted in Chinese dealerships. Pricing will be announced at a later date, although we don’t expect big changes compared to the outgoing model’s starting price of ¥32,800 ($4,500).

MIIT

Electric vehicle price wars in China show no signs of slowing down, and the stakes are rising fast. BYD, the world’s largest producer of electric and electrified vehicles, appears ready to push even harder for market dominance, with reports emerging that it’s pressuring suppliers to cut costs, a strategy that could set off yet another wave of price reductions across the industry

A leaked email from BYD executive vice president He Zhiqi recently surfaced on Chinese social media, revealing the company’s aggressive cost-cutting plans. The email, titled “BYD Passenger Vehicle Cost Reduction Requirements in 2025,” requested a supplier to slash prices by 10% by 2025. He Zhiqi stated in the message, “In order to enhance the competitiveness of BYD passenger cars, we need the entire supply chain to work together and continue to reduce costs.”

Read: BYD Is A Human Rights Villain, New Study Claims

According to the New York Times, BYD confirmed the email’s legitimacy, with a company spokesperson noting that “annual bargaining with suppliers is a common practice in the automotive industry”. They added that BYD frequently puts forward “price reduction targets for suppliers” but insists these are not “mandatory” and can be negotiated.

The Fallout of China’s EV Price Wars

China’s EV price war has been raging for the past two years, forcing smaller carmakers out of the market and driving consolidation among others. The battle has also spurred collaborations between Chinese and Western automakers, as seen in Volkswagen’s recent partnership with Xpeng. Increased competition has kept prices low for consumers but has also heightened pressure on carmakers to find new ways to cut costs and stay afloat.

Despite the turbulence, BYD has so far emerged stronger from the price wars. The company is on track to sell over 3.6 million vehicles by the end of the year, with a Q3 gross margin of 21.9%, which is significantly higher than many rivals. BYD’s revenue during the same quarter even surpassed Tesla’s, solidifying its position as a global powerhouse. If trends continue, BYD could soon overtake legacy automakers like Ford and Honda in annual sales, according to The New York Times.

Tesla and Rivals React

BYD isn’t the only automaker preparing for deeper cuts. For example, SAIC Maxus Automotive recently sent a letter to suppliers asking for a 10% reduction in costs due to the oversupply in the Chinese automotive market. In the letter, the carmaker noted more new car companies are launching and price wars show no signs of stopping.

Meanwhile, Tesla remains one of BYD’s most high-profile competitors in China. Earlier this week, Tesla announced a 4% price cut for its Model Y in the country, slashing roughly $1,400 from its price tag. The move highlights Tesla’s efforts to keep pace with BYD and other Chinese automakers, ensuring it stays competitive in a market that is increasingly dictated by affordability.

These days almost every major automaker has a tie-up with a partner firm in China, but it was Volkswagen that blazed the trail, joining forces with domestic company SAIC four decades ago. And this week, on the 40th anniversary of that original deal, the pair have signed up to extend their joint venture to 2040.

Controversial Xinjiang Plant Sale

At the same time, VW announced the sale of its Urumqi car plant in Xinjiang province, a region that has been under intense scrutiny due to alleged human rights violations. Owned by the VW-SAIC joint venture, the duo finally agreed to sell their controversial Xinjiang plant to Shanghai Motor Vehicle Inspection Certification (SMVIC), Reuters says.

The manufacturing plant gained notoriety because the region has been the location of human rights abuses of the Uyghur people, a predominantly Muslim ethnic group in Xinjiang, though VW’s own audit claimed to have found no evidence of forced labor at the plant. It’s worth noting that the factory, which opened in 2013, has lost its relevance in recent years, now employing just 200 people for final checks and deliveries. Once capable of producing 50,000 cars annually, it hasn’t turned out a single vehicle since 2019.

Extended Agreement and Future Plans

The current agreement between VW and SAIC doesn’t expire until 2030,but the automakers opted to extend it now due to the “multi-year planning cycles of new products,” and boy do they have a ton of those new products in the pipes.

Related: VW Goes All-In On China With ID.UX Sub-Brand And 30 New Cars By 2030

SAIC Volkswagen is on target to introduce 18 new models, 15 of them specifically for the Chinese market. Six of the 18 are EVs, with two of those due to arrive in 2026 using the newly locally developed “Compact Main Platform” (CMP) and zonal electric architecture.

Chinese customers have switched on to EVs at a much faster rate than their counterparts in Europe and North America, but that doesn’t mean SAIC Volkswagen is going to ignore combustion tech. Arriving in 2026, the same year as the two EVs, are three plug-in hybrid models and two range-extender EVs.

“China is a driver of innovation for autonomous driving and electric mobility,” said Ralf Brandstätter, VW’s top man in the country. “With the new agreement, we are intensifying our integration into the Chinese ecosystem and consistently leveraging local innovation strength. This also creates a strategic competitive advantage for the Volkswagen Group worldwide.”

Sales Struggles in China

VW, like many western Automakers, has been struggling recently with falling sales in China. Having previously lapped up offerings from brands like VW, Porsche, BMW and Mercedes, Chinese buyers are increasingly choosing cars from rapidly improving domestic brands selling cars at prices European companies struggle to match. Before the pandemic German brands accounted for 25 percent of cars sold in China, but now they make up only 15 percent, Bloomberg reported last month.

Left hand, meet right. That seems to be Audi’s grand strategy with the launch of the new “AUDI” brand in China, a move they hope will strike a chord with local buyers. Beyond the all-caps name (as if shouting it will somehow make it cooler), this new venture drops the traditional four rings logo to “signal both the connection to and differentiation from the sister brand”. To mark the launch, Audi has unveiled a concept model called the AUDI E, offering a glimpse of what we can expect from the marque in China.

Audi, the mother brand, claims this identity offers the best of both worlds: “unmistakable Audi DNA meets China innovations.” Translation: it’s an Audi, but not really… except it totally is. Still confused? Don’t worry, Audi helpfully clarifies: “AUDI is shaped 100-percent by the Audi DNA and embodies ‘Vorsprung durch Technik’ in the era of electric intelligent connected vehicles”. Glad we got that sorted out.

More: Audi Group’s Profit Crash 91% In Q3

AUDI, the offspring brand, is a joint venture between Audi and domestic powerhouse SAIC, led by Fermín Soneira, formerly Audi’s Head of Product Line for Electric Models. The concept shown today previews three future production models expected to roll out starting in mid-2025.

AUDI E Concept

The AUDI E concept is described as a fully electric Sportback, and the “benchmark” for a new generation of vehicles. It measures 4,870 mm (191.7 inches) long, 1,990 mm (78.3 inches) wide, and 1,460 mm (57.5 inches) tall, with a wheelbase of 2,950 mm (116.1 inches). For reference, that’s roughly the same footprint of the ICE-powered Audi A5, though the design language is different, as it was specifically “tailored for Chinese customers”.

The absence of the four-ring logo is immediately noticeable as it has been replaced by illuminated AUDI lettering at both ends of the car, as well as the center caps on the wheels. Instead of a traditional grille and intakes, the E concept features black loops housing advanced LED lighting elements and sensors for the vehicle’s ADAS systems. The result is a face that’s familiar enough to register as Audi but deliberately styled to suggest it’s something… else.

The silhouette is defined by broad, muscular fenders, a flowing roofline, and Sportback proportions that walk the line between a coupe and a wagon. At the back, the slightly recessed rear windshield adds somewhat of an exotic coupe flair to the design.

Inside the Cabin

Moving to the interior, the AUDI E concept wraps its cabin in microfiber upholstery and illuminated wood accents. Dominating the dashboard is a massive, curved 4K touch-sensitive display that integrates the instrument cluster, infotainment system, and digital mirrors into a single, seamless screen stretching the entire width of the car. Below this display is the housing of the AI-backed AUDI Assistant, and a touch-sensitive bar called AUDI Control. The only other physical controls are the window switches and the buttons on the steering wheel.

Electric Powertrain

Underpinning the concept is a new “Advanced Digitized Platform”, jointly developed by Audi and SAIC. Power comes from dual electric motors, one on each axle, with a combined output of 764 hp (570 kW / 775 PS) and 800 Nm (590 lb-ft) of torque. Those specs that are more fitting for an Audi RS model, enable a 0-100 km/h (0-62 mph) sprint in just 3.6 seconds. At the same time, AUDI promises “real Audi” levels of comfort and driving dynamics, together with sophisticated China-specific ADAS.

A battery pack with a capacity of 100 kWh is reportedly good for a CLTC range of 700 km (435 miles). The 800V architecture is compatible with “super-fast charging”, adding over 370 km (230 miles) of range in just 10 minutes.

The first three production models under the AUDI brand are expected to compete in the mid-size and full-size segments, with the first sales planned for 2025. The irony here is that regular Audi already has a growing lineup of EVs available in China, including models like the Q4 e-tron (in partnership with FAW), Q5 e-tron (SAIC), Q6 e-tron (SAIC), and the e-tron GT. So what’s the need for a whole new brand? The official line is that AUDI is a way to deliver a more “localized” product with SAIC’s influence, while still benefiting from Audi’s tech and branding cachet.

Whether the market will see it that way—or just see it as Audi in a different wrapper—remains to be seen.

European tariffs on Chinese-made electric vehicles took effect on Wednesday, after both sides failed to hammer out a resolution. The new policy slaps import taxes as steep as 45.3% on certain Chinese electric vehicles, a confrontational step that will likely reverberate across the industry.

These tariff hikes have been a long time in the making and came after an exhaustive investigation from the European Commission. Rates vary between companies depending on how cooperative they were with EU authorities. For example, SAIC, the parent company of MG, faces the steepest increase at 35.3%, in addition to the existing 10%. BYD, meanwhile, is absorbing an additional 17% tariff, and Geely’s rates have jumped by 18.8%.

Read: BYD Will Fight EU Tariffs By Producing Most EVs In Europe

Just as the new tariffs were enforced, Reuters reports that the Chinese Ministry of Commerce has told local car manufacturers they should pause investment plans in countries that voted in favor of the tariffs.

Unnamed sources say carmakers have been “encouraged” to invest only in countries that voted against the tariffs while remaining prudent about planned investments in countries who abstained from voting. Ten members of the European Union, including France, Poland, and Italy, threw their support behind the import taxes. A further 12 abstained from voting, while five members opposed them. These included Germany, the world’s third-largest economy, and an automotive juggernaut.

The insistence from the Ministry of Commerce to pause investments in countries that approved the hefty taxes could be bad news for Italy and France. Both countries have been feverishly courting Chinese car brands in recent months but voted to approve the tariff hikes. SAIC plans to open a parts center in France before the end of the year, and Italy has spoken with several companies looking to attract investment, including Chery and Dongfeng Motor.

Meanwhile, BYD appears to have played its cards just right. Long before the tariffs were even a rumor, the company committed to building a factory in Hungary, and as fate would have it, Hungary voted against the import taxes. BYD is also rumored to be weighing a shift of its European headquarters from the Netherlands to Hungary—a move that now looks not only shrewd but perhaps prophetic.

SAIC-MG has introduced a new electric SUV in China, which is expected to serve as a replacement for the ZS EV in export markets including Europe, UK, and Australia. The MG ES5 shares its EV-dedicated underpinnings with the MG4 hatchback, featuring a larger footrprint and a sleeker design compared to its predecessor.

The MG ZS got a new generation for 2025, but went hybrid-only, dropping the fully electric option. Instead of adopting a similar design for the successor of the fully electric ZS EV, the company chose to launch a completely different model, benefiting from the latest advancements in its EV technology.

More: MG Windsor Is A Rebadged Chinese EV For India With A Pay-Per-Mile Battery

The ES5 adopts a clean styling language, with a grille-less face differentiating it from MG’s ICE-powered models. The bumper intakes are reminiscent of the MG Cyberster roadster, while the split LED headlights are slimmer and more aggressive than before. The profile is pretty generic, while the full-width taillights have a similar shape to the MG4.

The electric SUV measures 4,476 mm (176.2 inches) long, which makes it 162 mm (6.4 inches) longer than the outgoing ZS EV. Most of the extra length goes the wheelbase, which has been stretched to 2,730 mm (107.5 inches).

Inside, there is a flat-bottom steering wheel, a digital instrument cluster, a large infotainment touchscreen, and a floating center console.

The MG ES5 shares the Modular Scalable Platform (MSP) underpinnings with the MG4 hatchback. It is powered by a single electric motor at the rear axle, producing 168 hp (125 kW / 170 PS) and 250 Nm (184 lb-ft) of torque. It is not clear if the model will gain more powerful dual-motor versions in the future.

In China, the SUV will offer three options for the ultra-slim lithium iron phosphate battery pack, manufactured by the SAIC-CATL joint venture. According to fillings in the Chinese MIIT, the largest battery will have a capacity of 62.2kWh, offering a maximum range of 525 km (326 miles) under the CLTC protocols.

The market launch of the MG ES5 in export markets is expected to take place in 2025. In Europe, rivals will include subcompact SUVs like the Kia EV4 and the Peugeot E-2008, although its size is more comparable to models from the compact SUV segment.