For years, Tesla has been criticized for branding its advanced driver-assistance system as “Full Self-Driving.” While FSD is one of the most complex systems of its kind on the market, it doesn’t offer full self-driving in all scenarios, nor does it offer driver-assistance operations that allows the driver to switch off while behind the wheel. Finally, it appears the electric carmaker has recognized the dangers of the name, though not because of a newfound sense of altruism.

Over the last week, Tesla has rebranded Full Self-Driving as “Tesla Assisted Driving” across its European websites, including in Spain, Germany, Sweden, the Netherlands, and other markets. Tesla has also updated its online owner’s manuals in each market to reflect the change.

Read: Belgian Test Finds Tesla FSD Speeding And Trying To Pass Cyclists Illegally

The name change comes roughly six months after Dutch regulator RDW gave Tesla the green light to introduce the Full Self-Driving system following months of secretive testing. In the months after FSD was approved in the Netherlands, seven other countries in the European Union gave the go-ahead for the driver-assistance functions to be introduced across local fleets. These include Croatia, Slovenia, Czechia, Estonia, Lithuania, Denmark, and Belgium. Slovakia is expected to approve the system soon.

Concerns About The FSD Name

However, as Reuters reports, safety regulators in several countries have said the Full Self-Driving name was misleading. They have a point. Like Autopilot, the naming of the system could give drivers false confidence that the vehicle can drive itself in all scenarios, and that they no longer need to focus on the road. This comes despite Tesla labeling the system as Full Self-Driving (Supervised) and repeatedly warned customers on its websites and social media accounts that the technology does not make vehicles fully autonomous or replace a human driver.

By changing the system’s name, Tesla has easily and quickly addressed one of the main concerns among regulators. Company boss Elon Musk has been feveriously pushing for EU-wide approval of the system, declaring it as a crucial part of the company’s future.

A vote on the technology was scheduled to take place this month but has since been delayed until December. For the system to be introduced across the entire bloc, a qualified majority of 15 of the EU’s 27 member states must vote in favor of it.

One of the best things about electric cars is how remarkably smooth and quiet they are. A sense of calm washes over you as you drive a good EV, as you no longer have to worry about jerky gear shifts or an unpleasant engine rattling away. These attributes make EVs great for regular consumers who use cars as nothing more than a means of transport. But for driving enthusiasts like us, electric cars don’t usually get us excited. Audi might have the answer.

A patent filed by the company with the German Patent and Trade Mark Office describes several different systems that could boost the engagement of driving an EV. Loads of other car manufacturers have already done this, most notably Hyundai N with its fake dual-clutch transmission and ICE-inspired audio systems. More recently, Porsche, Mercedes-AMG, and Ferrari have all launched EVs with a similar focus on driving thrills.

Read: AUDI’s E7X Is Bigger Than A Q7 And Cheaper Than A Q3

The first piece of tech that Audi has patented relates to sounds and vibrations. It could add a physical connection from the powertrain directly to the cabin, transmitting vibrations to the driver and passengers. Additionally, less sound deadening could be used to amplify those mechanical noises we all love, and Audi may even let EV owners rev their cars by decoupling the electric motor, Car and Driver reports. Pump in some artificial sounds and it might be possible to develop and build an EV that traditional gearheads would actually want to drive.

Audi’s ideas don’t stop here. By tweaking a car’s software, it could add in synthetic turbo lag, giving EVs a more traditional driving feel without the instant power we’ve all come to expect. Engineers from the German brand have even started dreaming up ways to create scents that’ll get drivers excited. If you want to cruise, a scent could be pumped into the cabin to calm you, or a more evocative smell could fill the car when you stamp down the throttle.

An advanced projection system has also been envisioned, allowing exciting displays to be projected onto the windshield. While we could see something like this appealing to the younger, gaming generation, we suspect it may be a little too distracting for some motorists. As always, there’s no guarantee that any of the technologies that Audi is looking to patent will become a reality, but we’re hopeful at least some will.

In recent years, car and EV battery manufacturers have rolled out technologies that can top up an EV’s battery at once-inconceivable speeds. BYD’s Flash Charging system, for example, delivers up to 1,500 kW of power and charges an EV from 10-97% in just 9 minutes, making it almost as convenient to charge as it would be to fill up a combustion-powered car at a gas station. Honda is adopting a different approach.

The Japanese brand, working alongside the Taisei Group, has unveiled what they call a wireless power transfer road system, or WPT road system. It lets an EV be charged wirelessly as it drives, meaning annoying charger cables and adapters could be a thing of the past.

Read: Honda Took A $16 Billion Bath On EVs, So Now Wants More EVs On A Platform That Can Switch Sides

The idea of roads that wirelessly charge EVs isn’t a new idea. Stellantis showcased its idea of a road that charges EVs back in 2021, an Israeli start-up unveiled a functional wireless charging road in 2023, and we know Hyundai is also working on the same technology. Honda hasn’t broken new ground with its system, but having a car brand as massive as it investing in this system may encourage rivals to do the same, prompting new advancements and perhaps eventually making such trick tech commercially viable.

Honda’s system uses a high-power-density receiver/transmitter positioned under a vehicle and charging equipment from Taisei embedded into the road. It recieves power from electrical boxes positioned nearby. Honda has already started practical testing of the technology, but hasn’t provided any details as to how much energy can flow from the road to the car, or how much the battery could be charged.

Unfortunately, it doesn’t appear that wireless charging roads like those being worked on will replace traditional charging any time soon. Honda itself says supplying power to EVs while they are in motion will simply reduce how often owners have to charge their cars at home or at public charging stations.

Honda’s initial focus is on commercial vehicles. Later this year, it will start building a new road with Taisei where the strength and durability of the surface will be tested. Large commercial vehicles will then start to use the road, and it’ll be upgraded to deliver power outputs of up to 150 kW.

According to Honda, it is “striving to realize carbon neutrality by 2050 and offer the joy and freedom of mobility to more people around the world.” It believes technology like this will help encourage the widespread adoption of EVs. After testing on private roads concludes, Honda will begin testing on public roads in Japan from 2027 onwards.

BYD has quickly responded to cybersecurity concerns about the popular Shark 6 pickup truck following the release of an Australian documentary, which revealed how easily it could be hacked. The Chinese brand has also clarified how a hacker gained control of the plug-in hybrid’s headlights and windshield wipers.

As part of the ABC’s Four Corners program, cybersecurity expert Dan Hreszczuk was given a Shark 6 for two weeks and was able to listen in to the interior microphones, take control of the door locks, and mess with the Shark 6’s audio. To avoid giving any other hackers any bad ideas, details about how Hreszczuk hacked into the BYD weren’t disclosed.

Read: A Hacker Took Control Of A BYD For TV, But Should You Be Worried?

BYD says it’s found out how he did it. To hack into the truck’s infotainment system, it says he breached the Android Debug Bridge (ADB) with a special tool and installed an untrusted third-party application. BYD was able to replicate this vulnerability in its own testing but says for a hacker to gain access to a vehicle’s location data and microphone, the driver must accept a permission prompt that will be displayed on the screen, something the documentary didn’t disclose.

To address this vulnerability, BYD says it’s working on an over-the-air software update that will remove the pathway used to enable the ADB, which is ordinarily disabled. It hasn’t said when this update will be ready, but says if similar vulnerabilities are found in its other models, they too will get the new software.

What The Documentary Didn’t Tell You

Then there’s the matter of the headlights and windshield wipers. In the Four Corners program, the hacker was shown remotely turning on the wipers and then turning off the headlights as the Shark 6 was being driven at night. According to BYD, gaining control of these functions required far more than installing some third-party software.

It says the hacker tapped into the vehicle’s wiring and accessed the internal CAN bus, which obviously isn’t something a hacker sitting behind a computer screen can do. Hreszczuk confirmed in a blog post that he spliced into the Shark 6’s wiring and installed a low-cost Raspberry Pi computer, something that could be replicated on plenty of other new cars.

To minimize the chance of any would-be hackers using an OBD device to gain access to critical vehicle functions, BYD says it has implemented new security measures for the OBD interface. Now, it will require physical isolation and device authentication.

Many argue modern cars are too complex and frequently overloaded with technologies and complicated infotainment systems that get in the way of the driving experience. While this may be true, advanced new tech, including over-the-air systems, makes updating cars from home easier than ever.

In 2012, Tesla was the first car company to introduce an OTA update, and it’s now something most other brands do, in particular EV firms. Among them is Lucid, which has just announced an update to overhaul the infotainment system of the Air, bringing it in line with the newer all-electric Gravity SUV.

Read: Lucid Air Recall Has Owners Parking Outside While Software Plays Firefighter

The new system, known as Air UX 3.0, updates the right cockpit panel with swipeable cards allowing owners to place their most frequently used features within easy reach. As part of the update, Lucid has also introduced its new Quick Controls function, allowing drivers to swipe down from the top of the screen and quickly access important controls.

Lucid has also improved how Apple CarPlay and Android Auto work. Now, both smartphone mirroring options fill the entire right display. The system also provides for more seamless multitasking.

Using the onboard navigation system also promises to be easier than ever. It now stretches across both dashboard-mounted displays and has improved EV routing capabilities, meaning drivers can set preferred charging networks and stations. It’s also now easier than ever to switch between saved and guest driving profiles.

Some Cars Need Hardware Upgrades

All 2025 and 2026 Lucid Air models will receive the new system through a free over-the-air software update, starting from September 29. While the new system also works on 2022, 2023, and 2024 models, Lucid says they require a new infotainment processor, priced at $950 in the United States, including installation. Owners of these models can schedule a service appointment to get the upgrade.

Tesla pioneered the use of the big infotainment screens that now dominate every car’s dashboard, and now the Model 3 is getting an even bigger one. The electric sedan is switching from a 15.4-inch display to a 16-inch unit, but there’s a catch. So far the upgrade, and several others, are restricted to Model 3s sold in China.

The automaker announced the spec enhancement on China’s social media platform Weibo, claiming the new screen offers more than just extra digital real estate. It also promises a higher resolution and improved refresh rate, which could be useful for owners who like to watch movies or play video games. This bigger screen is already fitted to Model Ys in China, the US and Europe.

Related: Tesla’s Long-Awaited Roadster Demo Won’t Happen This Week After All

We checked Tesla’s European and US sites and in each case the Model 3 is still listed as having a 15.4-inch screen, though it’s very likely China’s display will be rolled out across the globe later this year. Tesla has a habit of treating Chinese customers to the new stuff before giving it to the rest of us. The Model Y “Juniper” facelift and long wheelbase Model Y L both appeared first in Chia.

White Too Bright?

Another Model 3 change is the option of a light gray premium interior as an alternative to the default black. Both choices are paired with a black headliner. We’ve seen that combination before, again on the Model Y, so there’s a clear pattern here of new features appearing on the SUV before trickling down to the more affordable sedan.

Camping, Chinese-Style

One new feature not available until now on the 3 in any Tesla market is V2L vehicle-to-load capability, though the Model Y and Cybertruck do offer it in the US. One of multiple promotional slides on Tesla’s Weibo account confirmed that all Model 3 and Model Y variants are now capable of delivering up to 2.2 kW of AC power.

That output is enough to run a portable rice cooker, a kettle and another cooking device at the same time, Tesla claims, though the small print says you’ll need a special Tesla AC external power adapter for most cars, which is sold separately. The exception is the Model Y L. The three-row SUV is ready to juice up your camping accessories right out of the box, no adapter required.

And if some useful new tech isn’t enough to lure Chinese EV buyers into their local Tesla showroom, some big financial incentives might be. Stick an order in for a Model 3 by the end of October and you get 5000 yuan ($740) from the total bill. Other sweeteners include 5 years of zero percent financing and credits towards paint upgrades and charging costs.

Tesla

Suzuki has announced its roadmap for the next decade, focusing on a multi-pathway approach, reduced development times, and increased modularity. The company is working on a new turbo gasoline engine, a mild-hybrid system, and a modular series hybrid family of powertrains which is set to include its first-ever light range extender setup.

According to Suzuki, the new e-Axle 3-in-1 system used in the fully electric e Sky kei car, will evolve into a modular 6-in-1 unit with the exact same dimensions. This will be shared across BEVs and HEVs, under the “Right x Light Mobile Tech” philosophy, and will also be available in a 10% larger version for subcompact, compact, and midsize models.

More: Suzuki’s New Electric Kei Car Squeezes 193 Miles From A Really Tiny Battery

Urban EVs such as the e Sky will get a 94 hp (70 kW / 95 PS) front electric motor paired with a 13 hp (10 kW / 14 PS) rear motor in 4WD trims.

Larger models will feature a more potent 174 hp (130 kW / 177 PS) primary e-Axle and an optional 40 hp (30 kW / 41 PS) e-4WD unit at the back. Suzuki wants its electric motors to be free of Heavy Rare Earths, improving their recyclability.

Hybrids And Light REEVs

Smaller models will benefit from a new mild-hybrid system, targeting to cut down carbon emissions by 15% which translates to 150 kg (331 lbs) less CO2 for every 10,000 km (6,214 miles). The more advanced Series HEV powertrain targets a 29% reduction, doubling the CO2 savings to 300 kg (661 lbs) per 10,000 km (6,214 miles).

More: Think You Know The Suzuki Alto? There Are Five Different Versions On Sale Right Now

More importantly, in the new Series HEV powertrain which sounds like a successor to the current Strong Hybrid unit, the ICE will be working as a generator. This allows engineers to evolve it further into a “REEV Light” setup by adding plug-in capability and “right-sizing” the battery pack. Suzuki said that its range-extender won’t require an oversize battery, and will combat range anxiety compared to BEVs.

As reported by Autocar India, the smallest Suzuki models to get the upcoming Series HEV system are expected to be the Baleno hatchback and the Fronx SUV. This means that the S-Cross, Vitara, Grand Vitara, and Victoris, are potential candidates.

New Turbo ICE

Despite the focus on modular electrified powertrains, the Japanese automaker remains loyal to combustion power. A new Direct Injection Turbocharged gasoline engine is being developed for markets like India, likely to be joined by a CNG variant.

More: Suzuki’s Decade-Old $6,500 Hatch Loses A Cylinder To Chase Mileage

The long term goal of Suzuki engineers is to improve ICE thermal efficiency from the 40% of the current 1.2-liter Z12E three-cylinder engine to an ambitious 50% on future powertrains. This can be achieved by high-EGR lean combustion, waste-heat recovery, low-viscosity lubricants, nano-carbon materials, and an improved Miller-cycle operation.

Lighter Is Better

Suzuki is known for producing lightweight cars, and will continue to do so in the future, despite the fact that stricter safety and emission regulations for 2030 and beyond are expected to add 80 kg (176 lbs) to each vehicle. In order to offset these mandatory gains, the automaker plans to reduce weight by 100-120 kg (220-265 lbs) per vehicle across its entire lineup, without compromising safety.

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

Engineers went to great lengths for the new “S Light” weight-reduction initiative. Examples include the use of M8 bolts with smaller heads that could save 1 gram per unit across over 2,000 fasteners per car, and utilizing 1,470 MPa ultra-high-tensile steel for crash-critical zones.

The strategy briefing also included the “SDV Lite” term for a simplified Software-Defined Vehicle architecture. As for safety, the company wants to find ways to route heavy masses away from the occupants in the event of a crash, and standardize ADAS across its future lineup. Starting from 2031, a new Central Zone ECU will slash electronic costs by 30% and module weight by 15%.

Faster Development To Fight The Chinese

Another important element of the future roadmap is development times. Suzuki wants to halve them to 24 months by 2030, matching the fast-paced cycles of Chinese automakers. The plan includes boosting development efficiency by 30% and production efficiency by 50% at the Manesar plant in India, by using digital tools and modular components.

Finally, the company has announced its goal of increasing its annual manufacturing capacity in India to 4 million units by 2030.

Suzuki

In Las Vegas, the city that never sleeps, where many locals and tourists love to have a big night out on the town, there’s now a new robotaxi service available thanks to Waymo. No more worrying that your taxi driver has spent the evening gambling away their life savings before picking you up.

Starting earlier this month, Waymo’s advanced robotaxis can now be ordered through the company’s app. As in other cities, the fleet will include Jaguar I-Pace models, but as is the case in Denver and San Diego, the majority of Waymo vehicles operating in Las Vegas will be the Ojai model, built by Zeekr in China and based on the electric Mix minivan.

Read: You Can Now Chat To Waymo’s Newest Robotaxi As It Drives You Around

Waymo says that before launching its service in Las Vegas, it had received expressions of interest from more than 100,000 people interested in the robotaxis coming to Sin City. As part of the initial roll-out, the self-driving taxis will operate from Boulder Junction up the Strip to Sahara Avenue. They will also connect from Spring Valley to Winchester.

“Las Vegas and its neighborhoods are evolving rapidly, and expanding smart, clean transit options is essential for our city’s future,” Las Vegas mayor Shelley Berkley said. “The public rollout of Waymo’s all-electric autonomous ride-hailing brings technology directly to our municipal streets, helping residents and patrons travel seamlessly between the cultural districts and neighborhood centers. By investing in cleaner, safer urban mobility, we ensure the City of Las Vegas remains an accessible, vibrant, and forward-looking community.”

Waymo has spent months analyzing roads across Las Vegas to ensure its vehicles, powered by the sixth-generation Waymo Driver, are up to the task. In a city like Las Vegas, where the flashing lights, crowds, and wild drivers can distract even the most experienced motorists, cruising around in a Waymo will probably become the choice of transportation for many.

For more than a decade, Mercedes-Benz has worked with Taiwanese energy company ProLogium to help bring advanced solid-state battery technology to the auto industry. The two firms have now strengthened their partnership, meaning Mercedes will get priority access to test the firm’s fourth-generation cells, which could help to reshape the automotive industry.

Solid-state batteries have long been viewed as the holy grail of battery tech. By replacing the liquid electrolytes of traditional lithium-ion batteries with non-flammable solid materials, these batteries offer higher energy density, support faster charging, are safer, and last longer.

Read: Geely’s New Solid-State Battery Lasts 621,000 Miles And Starts Pilot Testing Next Year

Mercedes-Benz, much like BYD, Toyota, Nissan, Honda, VW, Stellantis, Chery, and others, is actively developing and testing these batteries for its next generation of EVs. Some may be ready to hit the market within the next 12 months.

Through its deal with ProLogium, Mercedes-Benz will perform electrical, thermal, and safety testing on the company’s Gen4 lithium ceramic battery cells at its facilities and at third-party testing institutes. These batteries use ceramic separator technology and have a non-flammable inorganic electrolyte, which is said to enable not only fast charging but also high power output.

“At Mercedes-Benz, we are committed to shaping the future of electric mobility through technological leadership and innovation,” Mercedes-Benz Group AG member of the Board of Management, Jörg Burzer, said. “Our long-standing partnership with ProLogium is a strong example of how we bring the best expertise together to advance next-generation battery technologies. By combining ProLogium’s pioneering solid-state battery approach with Mercedes-Benz’s deep battery development, testing and integration capabilities, we are taking the next step in exploring advanced battery technologies for future electric vehicles.”

Solid-State Battery Production Is Coming To Europe

ProLogium already operates a large battery factory in Taiwan and is planning a site in Dunkirk, France, with a capacity of up to 44 GWh. It says this factory will allow it to provide cells to customers across the continent, including Mercedes.

The German brand has another important solid-state battery partner. In addition to working alongside ProLogium, Mercedes-Benz is also testing lithium-metal battery cells from American company Factorial Energy.

Last year, a Mercedes-Benz EQS equipped with one of Factorial’s solid-state battery packs was driven 748.8 miles (1,205 km) on a single charge. It could have been driven even further, as Mercedes says the EQS finished the test with an estimated range of 85 miles (137 km) left.

The Genesis GV90 already has a ton of interesting features to talk about. One version has no visible B-pillar. It’s available with front seats that rotate 180 degrees. There’s even one with full-on airplane-style tray tables for rear-seat occupants. If those things weren’t luxury enough, it also has a trick infotainment screen. Park the electric SUV, and a hidden portion of the display rises out of the dashboard, exposing more screen real estate for movies and streaming. Genesis’ latest look behind the dash shows how much engineering it took to make that work.

In its normal position, the OLED display presents a wide, 23.6-inch view for driving information, navigation, and media. Press a button on the center fascia while parked, and it climbs 90 mm (3.5 inches), revealing the full 24.6-inch screen. The diagonal measurement barely changes, but Genesis says the usable viewing area grows by approximately 70 percent.

More: Genesis Could Give The GV90 A Gas Engine To Do What Cadillac’s EV Won’t

The expanded panel measures 584.1 mm by 219 mm (23.0 by 8.6 inches) and has a resolution of 3840 by 1440. The display switches to a Media Home interface for streaming services and live channels, while an available 25-speaker Bang & Olufsen system handles the sound. Genesis also fitted a 25-inch head-up display to keep key driving information in the driver’s view when the vehicle is moving. In other words, there are several things to pay attention. What’s perhaps most interesting is how engineers worked around challenges a moving screen presents.

The assembly uses a brushless motor, a rack-and-pinion gear, and guides to move the panel. Genesis says the added weight raised concerns about vibration, so engineers mounted the display directly to the cowl crossbar. The company says the mechanism completed more than 100,000 test cycles, with operating noise below 40 decibels across a range of temperatures. Those are Genesis’ claims. How it feels after years on rough roads is something owners will find out. How a third- or fourth-owner will handle things when a component inevitably fails is another matter.

Also worth mentioning are the two reasons why the screen only works when the GV90 is in park. The obvious one is that Genesis doesn’t want to distract drivers. The less obvious one is that it could interfere with the front airbag. To that end, it’ll retract itself if the driver begins moving the car when the screen is fully deployed.

The GV90 is the first Genesis to use the group’s Pleos Connect infotainment platform. Its wide driving layout gives the driver and front passenger separate menu bars, while physical buttons still provide shortcuts to apps and commonly used vehicle settings. That mix all sounds sensible on paper. We can’t wait to see how owners find the experience. Hopefully, we’ll get a chance to test it ourselves soon.

Photos: Genesis

Chinese automotive giant BYD put the electric vehicle market on notice earlier this year by unveiling its Flash Charging technology, featuring peak charging speeds of up to 1,500 kW. Not willing to be outdone by its fiercest competitor, Geely Auto Group has unveiled its answer, the Geely Smart Charging.

The new technology, which combines an advanced AI model co-developed by Geely and StepFun with the fifth-generation Geely Smart Charging Station, delivers peak charging speeds of up to 2,250 kW. According to Geely, tests of the Lynk & Co 01 and Zeekr 001 show the cars can charge from 10-70% in just four minutes and 30 seconds, as well as from 10-97% in eight minutes and 40 seconds.

Read: BYD’s New UK Flash Chargers Do In 9 Minutes What Most EV Rivals Do In An Hour

These numbers conveniently eclipse those promised by BYD’s Flash Charging 1,500-kW system, which claims a charge from 10-70% in five minutes and a 10-97% charge in nine minutes.

AI Keeps Temperatures Down

As you can imagine, pumping energy into a battery pack at such an extraordinary pace has its challenges, which is where artificial intelligence comes into play. Geely claims its system uses advanced algorithms to anticipate battery temperatures ahead of time. As such, the charging rate can be instantly adjusted as needed. Geely says the AI aims to keep the battery temperature during charging steady at below 55°C (131°F).

In addition to their advanced ultra-quick charging solution, Geely has presented the latest-generation Ultra Short Blade Battery, which it says can cut charging temperatures by 10 percent.

Although Geely Smart Charging may have beaten BYD when it comes to outright power, it has a lot of catching up to do elsewhere. In the six months since BYD unveiled its Flash Charging tech, they have already installed more than 10,000 stations across China. By the end of this year, BYD aims to have 20,000 stations in operation across its home country and is committed to expanding internationally to establish 6,000 by April next year. Target locations include Europe, the United Kingdom, the Middle East, Africa, Canada, Australia, and New Zealand.

Porsche has cut back some of its planned electric vehicle investments in recent months, but that doesn’t mean the German brand isn’t still interested in pushing the industry forward. For the first time, it has produced battery cells using recycled cathode active material, a major development in its efforts to establish a closed-loop circular economy for high-voltage batteries.

Working with German recycling firm cylib, Porsche has created battery cells using nothing but recycled battery raw materials from its own high-voltage cells. Through the pilot program, Porsche has been recovering the raw materials of end-of-life high-voltage batteries and processing them into new cells for test vehicles, and is now ensuring these cells can withstand the rigors of being in a car.

Read: Mercedes’ New Battery Plant Can Recycle 96% Of Raw Materials

Porsche’s ongoing collaboration with cylib has seen it recycling its batteries using a water-based process since May. The raw material recovered during this process will be available to Porsche and partner companies to produce new battery cells in 2028.

Coming To A Porsche EV Soon?

The automaker isn’t yet putting a date on when recycled battery cells could be used in its production vehicles, but acknowledges that “in the future, battery raw materials recycled in Europe could be used in high-voltage batteries for Porsche vehicles.”

Key materials recovered in the recycling process and used to manufacture new battery cells include lithium, nickel, cobalt, and manganese. This means newly produced cells are made entirely from recycled active materials.

“With battery cells made entirely from recycled raw materials such as lithium and cobalt, we have achieved an important technological milestone,” member of the executive board for procurement at Porsche, Joachim Scharnagl said. “This innovation is a key step in advancing both circular economy principles and raw material resilience, always with the ambition of optimizing progress, quality and resource efficiency.”

Not satisfied with simply producing a slew of impressive new-energy vehicles in China, Xpeng wants to see foreign automakers use its advanced technologies, serving as an important new revenue stream for the company.

Xpeng already works closely with Volkswagen in China, collaborating on vehicle development and a joint architecture that is already starting to bear fruit. Moving forward, unnamed sources state Xpeng is eager to see other automakers, as well as automobile suppliers and foreign software developments use its electrical and electronic architecture, in addition to its cockpit systems, advanced-driver assistance software, and Turing AI chips.

Read: Xpeng CEO Eyes US Launch, Suggests Company Could Build Plants In America

While Xpeng is one of China’s most noteworthy electric vehicle startups established over the past couple of decades, the company is yet to reach profitability. Revenue from the sales of its vehicles remained relatively steady through the second quarter, while revenue from services and its other business ventures almost doubled, Reuters reports. It’s little wonder, then, why the company is eager to start offering its important new technologies to other firms.

Robots Are Also Getting Xpeng Tech

It’s not just selling technologies that could help Xpeng become profitable. The company recently commenced small-scale production of its IRON humanoid robot this month and will begin mass production before the end of the year. According to Xpeng chief executive He Xiaopeng, class-leading humanoid robots may generate higher margins than the company’s vehicles.

In addition to Xpeng potentially licensing its technologies to car manufacturers and suppliers, it could also license tech to robotaxi and robotics firms.

VW started production of its first vehicle co-developed alongside Xpeng in March of this year. The ID. Unyx 08 looks vastly different than any VW sold in the West and is underpinned by an 800-volt electrical architecture available with 85 kWh and 92 kWh battery packs. Rather than using VW’s own driver-assistance system, it instead uses Xpeng’s Level 2 system.

The Porsche Cayenne Electric is learning some new tricks, including some aimed squarely at drivers who find closing doors and connecting charging cables unduly exhausting. For the new model year, Porsche is adding electrically operated doors, wireless home charging, and an even more elaborate massage system. Buyers can also select from 105 exterior colors. Of those features, however, it’s the self-closing driver’s door that may attract the most attention.

The optional powered doors use servo motors to open and close automatically after a brief pull of the handle. They can also be controlled through buttons inside the cabin, the infotainment system, exterior handles, or Porsche’s Digital Key. Drivers won’t necessarily need to reach for any of those controls, as the Cayenne can close its driver’s door when the seat belt is fastened, or the brake pedal is pressed, making the start-up process feel a little more private jet than family SUV. They also feature one cool and vital trick.

More: This Cayenne V8 Convertible’s Wood Is Fake, Its $11,315 Price Is Not

Sensors monitor the surrounding area and halt the doors if they detect a person or obstacle. The system also works with the vehicle’s exit warning technology to prevent a door from opening into approaching traffic. Porsche says the powered mechanism can function on inclines, while conventional manual operation remains available.

Another new option removes the charging cable from the equation. Porsche Wireless Charging uses a weatherproof ground pad that can be installed indoors or outside. Once the Cayenne is positioned correctly, charging starts automatically at up to 11 kW. Porsche claims approximately 90 percent energy-transfer efficiency.

Motion sensors and foreign-object detection can interrupt charging if a person or animal approaches, or if a metallic object lands on the pad and begins heating up. The system is now available to order in Germany and certain European markets, with a broader rollout planned in stages. Porsche has not yet detailed US availability or pricing.

Massage Seats That Feel The Music

The front seats can now be fitted with 16 air cushions and six sound actuators apiece. Five massage programs are offered, while the actuators produce vibrations synchronized with music for what Porsche calls a “4D” audio experience. Three additional wellness modes combine massage, vibration, and curated soundscapes.

Finally, Paint to Sample adds 92 shades to the Cayenne Electric’s 13 regular colors, bringing the total to 105. Porsche hasn’t revealed what all these indulgences will cost, but expecting restraint from the options sheet would probably be optimistic.

Photos: Porsche

Battery degradation has long been one of the reasons new car buyers have held out on purchasing an EV. However, data from a new study reveal that the top-performing EVs lose less than 5 percent of their range after 93,205 miles (150,000 km) of driving, meaning battery packs will easily last the average life of most new cars.

The study, published by Aviloo, has been labeled the largest independent study of used EV batteries ever conducted. More than 500,000 battery tests have been published, and the results show how 20 of the industry’s most popular EVs perform.

Read: A Seven-Year-Old Tesla Model 3 Survived 380,000 Miles, Its Range Did Not

The Hyundai Ioniq 5 performed best after 31,068 miles (50,000 km) of testing, retaining 97.1 percent of its original usable capacity. Other strong performers after 31,068 miles included the Mercedes-Benz CLA at 96.6 percent, the Hyundai Kona EV at 96.3 percent, the Audi Q8 e-tron with 95.7 percent, the BMW i4 with 95.6 percent, and both the Volvo XC40 Recharge and VW ID.4 at 95.2 percent battery retention.

After 93,205 miles of driving, the Mercedes-Benz CLA came out on top with a battery health of 94 percent. This placed it ahead of the Hyundai Ioniq 5 (93.6 percent), Hyundai Kona EV (93 percent), Volvo XC40 Recharge (92.8 percent), Ford Mustang Mach-E (92.5 percent), and the Polestar 2, also at 92.5 percent.

Teslas Disappoint

Several popular EVs did not perform as well as the competition. Most notable was the Tesla Model Y, which retained just 90.3 percent of its battery capacity after 93,205 miles, and the Tesla Model 3, which retained 88.9 percent of its battery capacity. Other poor performers included the Renault Zoe (87.3 percent), Mini Cooper SE (87.1 percent), and Nissan Leaf (86.7 percent), all of which have relatively small batteries.

Importantly, the results of this study don’t mean every Mercedes-Benz CLA will have 94 percent battery health after 93,205 miles, or every Peugeot e-208 will have 90.7 percent battery health. The study examined the median across all vehicles and found that good and bad examples of the same car can have battery health ratings that vary by as much as 13.5 percent. Nevertheless, the study demonstrates just how good current EV batteries are.

Back in October 2024, Tesla’s “We, Robot” event introduced the world to Optimus, the Robovan, and the Cybercab. Drawing design inspiration from the Cybertruck, the Cybercab offered yet another look at the proposed driverless car future, this time sans a steering wheel and pedals.

But the biggest shocker was the Tesla CEO’s claim that not only did he expect the Cybercab to be offered to customers at under $30,000, but that it would also enter high-volume production before 2027. Granted, by his own admission, Elon Musk said at the time that he tends to be “a little optimistic with timeframes,” but it got tech creator Marcus Brownlee, aka MKBHD, thinking.

More: Tesla Offers Rides In A Car With No Wheel Or Pedals, So Naturally The Feds Showed Up

So confident was MKBHD that Tesla wouldn’t meet such a timeline, he made a bit of a one-sided bet: he offered to shave his head live on camera if they made good. To be specific, Brownlee said that Tesla wouldn’t sell a Cybercab to a customer for $30,000 before 2027.

Semantics aside, that moment triggered a bunch of AI videos and memes, particularly from fans of Tesla, with Elon Musk even replying to one such post on X, saying, “Gonna happen. 😂”

A Long Time Coming

Since the Cybercab reveal, we’ve seen more information about the car trickle out, including it would likely deliver around 300 miles (482 km) of range, use large castings to save costs, and still projected to cost $30,000 or less. In February, the team even appeared to be ahead of schedule, with the first Cybercab rolling off Tesla’s Texan production line.

Brownlee himself admitted he was a little nervous when it came to light that a new Cybercab event had been scheduled for the 3rd of September. But luckily for him (and his hair), the event had nothing to do with customer sales. Instead, it announced that the Cybercab would be added to the Tesla Robotaxi network within their existing geofenced areas.

But while it looks like his hair is safe for now, the Tech Tuber went on to say that although he thinks Tesla may be ahead of its time with the Cybercab, he expects self-driving cars to become more mainstream in the next 10 years. Oh, and regardless of whether he wins the “bet” or not, he’ll be donating to Cancer Research in January.

Tesla Cybercab

One of the better arguments for buying a software-defined vehicle is that, theoretically, the ride sitting in your driveway can get meaningfully better years after you bought it. Rivian is putting that promise to the test with what it calls the biggest software transformation the R1 has received yet. Importantly, even first-gen models will get this big new shiny update.

The automaker has begun rolling out software update 2026.31, which moves every R1T and R1S onto RivianOS 2. Again, Rivian isn’t leaving early adopters behind. Both first- and second-generation R1 vehicles get the new operating system, putting them onto the same underlying software stack as the newer R2. The most obvious changes come in the form of layout adjustments.

Read: VW Owner Says A Free Over-The-Air Update Left Him With A $1,600 Repair Bill

Rivian redesigned the interface with configurable quick controls and a media player that can be positioned on either side of the center display. There’s also a new vertical status bar and a substantially reworked settings menu with universal search and context-sensitive controls.

Graphics get an overhaul, too, although this is where hardware differences start to matter. Gen 2 R1s and the R2 use Unreal Engine 5 for real-time 3D vehicle and surroundings visualizations. First-generation R1s stick with Unreal Engine 4, which Rivian says allows it to maintain responsiveness on the older display hardware. That seems like a reasonable compromise. Early R1 owners can’t automatically gain the hardware compute that newer ones have, and yet, they still get many new benefits.

Google Maps And Waze Data Come Along For The Ride

Perhaps more useful than prettier graphics are the new navigation alerts. Rivian is integrating Google Maps information about police presence and speed cameras directly into its navigation system. That information can come from local authorities and third-party sources, along with real-time reports submitted through Google Maps and Waze. On top of that, Connect+ subscribers get even more.

There’s now a dedicated weather app with current conditions, air-quality information, and a 10-day forecast. Subscribers can also create, view, and modify active vehicle trips through the Rivian mobile app. Underneath all of this is what Rivian calls its “Unified Intelligence” platform. Gen 2 R1s and R2s have enough onboard computing power for more local processing, while both generations of R1 receive expanded cloud-assisted voice functionality and refreshed driver-display layouts.

Privacy Settings Made The Cut

Privacy controls haven’t disappeared in the AI shuffle, either. Rivian says owners can disable hotword wake-word functionality, restrict location sharing, and change driver-profile data settings. Perhaps the most interesting part isn’t any individual feature, though. It’s that a first-generation R1 is getting essentially the same software design language as a brand-new R2.

That’s exactly what OTA updates were supposed to make possible, and it’s considerably more compelling than an update that merely moves a few icons around. The 2026.31 update is rolling out now to eligible R1 and R2 vehicles, though Rivian says availability can vary by vehicle.

Photos: Rivian

Hyundai has an all-new generation of interiors, introduced first on the Grandeur in Korea and since carried over to the Ioniq 3, Avante/Elantra, and Tucson. Every one of them is built around Pleos Connect, a large central infotainment screen that borrows its layout and its logic from Tesla, and there is no shortage of processing power behind the glass. On the cheaper trims, though, one piece of hardware got left off the list.

It has now emerged that the new 2027 Avante/Elantra, which just launched in Korea, and the global-market Ioniq 3 go without a digital instrument cluster in front of the driver in base trims, an item which has been standard-fit on most of Hyundai’s current-generation cars.

A Cluster You Have To Pay For

According to Motor1, Korean buyers can add a slim 9.9-inch cluster to the Avante, though it costs 350,000 won (US$255). No such option box appears to exist for base Ioniq 3 models, leaving owners to read everything off the central touchscreen. The Ioniq 3 also goes without a head-up display, exactly like a Tesla Model 3 or Model Y. In the UK, the entry-level £22,245 (about $30,000) Ioniq 3 Advanced arrives without the cluster, while the £25,595 (roughly $34,500) Premium trim and above include it.

Read: Hyundai’s Radical New Tucson Makes The RAV4 Look Half-Asleep

It’s hardly a secret that screens are the cheaper option for manufacturers. A panel of glass and the software behind it costs less than the gauges, bezels, wiring, and physical switchgear it replaces, which explains why the industry has moved this way with so little resistance. Cost is not the whole story, though. Buyers have been asking for this kind of interface, the tablet-style layout with app menus and over-the-air updates, and Hyundai’s new setup answers that request.

Hyundai Should Know Better

Even so, it’s pretty poor form from Hyundai to make such a small screen an optional extra, rather than fitting it as standard equipment. The display includes important functions like speed, speed-limit signs, range figures, and efficiency details. We’ve yet to try out the new Pleos system, but having to glance over to the infotainment display to check your speed is a bit of a nuisance.  

The new Elantra and Tucson will be the first Hyundai models sold in the US with the Pleos Connect system next year. Here’s hoping we get slightly more well-equipped versions that include the cluster screen as standard equipment.

Electric cars have turned horsepower figures into something that looks like a mid-century telephone number. But those four-figure outputs plastered across brochures don’t necessarily represent what your EV can produce continuously. As Germany’s Auto Motor und Sport explains, peak and sustained power are very different animals.

Take the Porsche Taycan Turbo GT. Porsche lists its regular output at 778 hp (789 PS / 580 kW). Activate Launch Control and that jumps to 1,019 hp (1,034 PS / 760 kW), while maximum Overboost briefly unlocks 1,093 hp (1,108 PS / 815 kW) for just two seconds.

Related: An Electric Sedan Just Smoked The New Corvette ZR1X To 200 MPH And Back

Porsche says its quoted Taycan outputs are determined using UN Global Technical Regulation No. 21, or GTR 21, which establishes a standardized method for determining the combined system power of electrified vehicles. That’s particularly useful with multi-motor EVs because you can’t necessarily just add each motor’s maximum output together and call it the car’s total.

And that’s where EV power figures get confusing. GTR 21 system power isn’t the same thing as continuous power. Electric motors can swallow huge currents and generate tremendous output briefly, but heat eventually becomes the party pooper. Battery temperature and charge level matter too, as do the inverter, motor and cooling system.

The 220 HP Taycan

That’s why yet another number exists. UN Regulation 85 (ECE R85) includes a measurement for an electric drivetrain’s maximum 30-minute power, essentially establishing how much output it can sustain on average across half an hour. It’s this figure that appears on German registration documents, which can explain why the number there looks surprisingly weedy beside the figures you’ve seen advertised. For the Taycan Turbo GT, it’s just 220 hp (223 PS / 164 kW), while the Hyundai Ioniq 5 N that brags about 641 hp (650 PS / 478 kW) is listed at 213 hp (216 PS / 159 kW).

Crucially, that doesn’t mean an EV will suddenly become a slug after 30 minutes. It’s a standardized regulatory measurement rather than a prediction of precisely what’ll happen during your next autobahn blast. Real-world sustained output varies with speed, ambient temperature, battery charge and thermal management.

Sprint Versus Marathon

So we’ve potentially got multiple different numbers to get our heads around, and all of them are valid in their own way. The bottom line is that the headline-grabbing peak power is only fleetingly available, much like any fit guy can run a quick 5K, but even an Olympian can’t sprint the whole way. And just like your 5K time, an EV’s continuous power output gives you a better idea of how it’ll cope over a longer distance, say lugging a big trailer up a long incline.

Petrol Played Games Too

EVs didn’t invent temporary horsepower. Though Auto Motor und Sport contrasts electric cars with petrol ones that it says can deliver their rated power for longer periods, plenty have had overboost features delivering brief performance spikes. Ford’s Fiesta ST of the mid-2010s, for instance, was rated at 180 hp (182 PS) in Europe but 197 hp (200 PS) in the US, despite the cars having essentially the same engine. The difference was Ford was allowed to advertise the overboost figure in the US, but not in Europe.

For most driving, peak power is arguably the number you’ll notice in an EV. It’s what delivers that neck-snapping launch or rapid overtake. And there’s no reason to gripe that it’s only available briefly unless you’re hot-lapping your electric car at a track day for hours on end. Because in normal street driving you’re probably only using 30 hp (31 PS) most of the time anyway, which just illustrates how silly the whole power war is.

Every EV engineer on the planet is currently chasing the same goal, which is more range without more battery, and the answers keep arriving from unexpected corners of the industry. The latest one comes from a Chinese glass supplier in the form of a solar glass sunroof that its maker says is finished, validated and ready for mass production.

The company is Fuyao Group, one of the largest automotive glass producers on earth, counting Ford, General Motors, Subaru, Tesla and the VW Group among its customers. That client list matters more than the technology demo itself, because Fuyao isn’t some startup trying to buy its way in with a novelty. It has laminated solar cells directly into automotive glass, and the image the company put out shows a car with cells covering the entire roof panel and spilling down across a large section of the rear window.

Read: Nissan’s Ariya Concept Can Add 14 Miles A Day, But Only If The Sun Plays Nice

Fuyao’s current production facilities in Yangxia and Hefei have a combined annual production capacity of 3 million sets of glass for the auto industry, and this is increasing this year. There’s no word on how many solar glass roofs it plans to produce, but it all hinges on carmakers actually deciding it’s worth the investment to use a technology like this.

A Reported $1,190 Option

According to PV Magazine, reports from China earlier this year suggested that Fuyao was working with BYD and that the solar glass sunroof would be offered as an option on the Han and Tang models, priced at approximately 8,000 yuan ($1,190). However, there has been no confirmation from either brand that this is the case.

Given how quickly current BYDs can charge thanks to the firm’s 1,500 kW Flash Charging network, there’s little need for its vehicles to also use solar panels to capture enough energy for just a few extra miles a day.

Nissan Has Created Its Own Solar Roof

Fuyao is far from the only company interested in solar glass roof panels. Earlier this year, two Nissan engineers created a special Ariya that uses solar panels across the roof, tailgate, and hood.

Under clear skies, Nissan says the panels can gather enough energy for up to 14.3 miles (23 km) of additional range in a single day. Spread across a full calendar year, that averages out to roughly 6.3 miles (10.2 km) daily in London, 11.7 miles (18.9 km) in New Delhi, 13.2 miles (21.2 km) in Dubai and 10.9 miles (17.6 km) in Barcelona. The gains shrink once you’re actually moving, though. On a two-hour, 50-mile (80 km) drive, the panels collected 0.5 kWh, good for another 1.8 miles (3 km).

While this doesn’t sound like a lot, Nissan says its analysis showed that commuters who typically drive 3,728 miles (6,000 km) per year could reduce their annual charging-station visits from 23 to just 8 if they drove an EV with solar cells like this.