Mazda CEO Masahiro Moro confirmed that the Iconic SP concept is moving towards production.
The production version may retain the concept’s dual-rotor range-extender hybrid powertrain.
The new coupe could be a spiritual successor to the RX-7, with innovative technology.
After years of speculation, fans of Mazda’s rotary-powered sports coupes can finally breathe a sigh of relief. If you weren’t convinced by the words of Mazda’s head designer, Masashi Nakayama, the company’s CEO, Masahiro Moro, has stepped in to reaffirm the brand’s commitment to producing a vehicle based on the well-received Iconic SP concept.
During a wide-ranging interview with Auto News, Moro was asked about a production version of the Iconic SP. He responded, “We still persist in making it happen, and we are marching towards it step by step”. While not exactly a hard launch date, his words are the closest thing we’ll get to a green light for the production version of the Iconic SP. After years of speculation, it looks like Mazda fans might finally get their hands on a legitimate successor to the RX-7 that we all miss.
Mazda’s Vision for the Future
Moro had shown his enthusiasm for the concept right from the start. During the Iconic SP reveal at the 2023 Japan Mobility Show, the CEO described it as a beacon of Mazda’s “commitment to the future”.
As mentioned earlier, this isn’t the first time we’ve heard about the company’s intent to bring the concept to production from a high-ranking official. Last month, design chief Masashi Nakayama stated, “This concept is not just one of those empty show cars. It has been designed with real intent to turn it into a production model in the not-so-distant future.”
During the same interview, the Mazda CEO revealed that the company is developing a new hybrid powertrain with two rotors, one that could cater to America’s thirst for power: “The rotors spin separately in different chambers with one shaft. We need to generate more electricity. Two rotors will generate more power, which is more suitable to U.S. market characteristics”.
The Iconic SP’s hybrid powertrain is an interesting departure from what many expected. Instead of a traditional combustion (rotary) engine, Mazda opted for a dual-rotor engine that serves as a power generator for an electric drivetrain. This hybrid setup produces a combined 365 hp (272 kW/370 PS), which is more than we ever got from the RX-7 and RX-8 models.
A Hybrid with Purpose
The hybrid rotary engine powering the Iconic SP isn’t just a clever throwback. It also addresses one of the most significant challenges in the EV industry today—weight. By using a range-extender internal combustion engine (ICE) to generate electricity, Mazda can use a smaller battery pack, reducing weight and avoiding the cumbersome, energy-hungry batteries found in most BEVs.
We recently asked Mazda USA about a production version of the concept and received the following reply: “Iconic SP is a design study for future Mazda sports cars. Whether it’s an MX-5 Miata, or any other Mazda vehicle, the people who work at Mazda have a lot of passion for driving and encouraging others to also find that passion through the fun to drive cars that we make and will continue to make.”
Jaguar has confirmed that a four-door GT will be the first production EV of its new era.
The luxurious sedan will debut in late 2025, drawing styling cues from the Type 00 concept.
It promises up to 430 miles of EPA-estimated range, and a “captivating driving experience”.
Reinvention is no small feat, especially when you’re Jaguar. After years of grappling with identity crises, the storied carmaker has decided it’s time to go big or go home. And by “big,” we mean an ambitious leap into the electric era, marked by the unveiling of its Type 00 Concept, a coupe that previews Jaguar’s new design direction. Yet, the true spearhead of this electric rebirth will be an “electric four-door GT,” set to debut in late 2025.
Backed by a polarizing rebranding effort, this upscale EV represents Jaguar’s intent to redefine its identity and woo buyers with cutting-edge technology, all while setting its sights on the exclusive Bentley crowd. But will this high-stakes gamble cement Jaguar’s legacy, or is it destined to become yet another forgotten footnote in automotive history?
If the concept‘s name is anything to go by, the production version may adopt the moniker Type 01—a nod to its zero-emissions credentials and its role as the first of Jaguar’s revamped lineup. This GT will be the first in a three-model offensive, followed by a luxury SUV and and a yet-to-be-revealed offering, completing the brand’s transformation by 2029.
A Bold New Look
Illustrations: Thanos Pappas for CarScoops
One year out from its official debut, we’ve pieced together everything we know about Jaguar’s upcoming four-door GT, including some exclusive renderings we created. These images are based on the company’s own teasers of the camouflaged prototype sedan infused with the styling DNA of the Type 00 concept.
Jaguar’s new “Copy Nothing” motto certainly sets ambitious expectations, but some familiar shapes came to mind when we first saw the prototype. On one hand, it radiates Bentley vibes; on the other, some might unkindly see shades of a chopped Chrysler 300C, though that impression likely owes more to the heavy camouflage and faux grille than any actual design intent.
What Lies Beneath the Wraps?
As you would expect, our renderings aim to uncover what’s hidden beneath the zebra-style camouflage. The transition from concept to production means saying goodbye to some of the dramatic flair of the Type 00. The butterfly doors? Gone. The exotic proportions? Toned down. But don’t despair; this four-door GT is still poised to command attention. Think sportier than a BMW i7 but more commanding than a Porsche Taycan, with a low-slung stance, fastback tail, and a striking dash-to-axle ratio that screams classic grand tourer.
Up front, Jaguar’s new face is likely to feature a fully covered grille, slim LED lighting, and functional intakes for aerodynamics. The side profile will flaunt large wheels, possibly up to 23 inches, as hinted at by the concept, and the brand’s quirky new detail: a “hand-finished brass ingot” with a laser-etched leaper logo doubling as a camera cover. Subtle? Not really. Stylish? You bet.
One feature likely to make it to production is the absence of a rear windscreen, following a trend popularized by models like the Polestar 4 and Avatr 12. A body-colored glazed panoramic roof could be offered as an option, catering to those who aren’t entirely sold on the idea of shutters replacing glass.
If Jaguar’s flamboyant Miami Pink and London Blue shades caught your eye, better get used to them. These colors are part of the brand’s new “Exuberant Colors” identity, alongside other quirky branding elements like the “Device Mark” Jaguar lettering and the monogrammed “Maker’s Marks.”
Interior Minimalism Meets Luxury
Inside, expect a blend of high-quality materials, minimalist design, and plenty of high-tech features. The concept offers a clear glimpse of Jaguar’s ambitions, though some of its more extravagant elements will be dialed back for production. Among the standout features could be a digital cockpit, with expansive screens for both the driver and front passenger that cleverly disappear when not in use.
As for materials, Jaguar appears keen to set itself apart from rivals. Think woven textiles, brass, alabaster, and even travertine stone, all chosen to create a unique sensory experience that feels a step above traditional luxury. A four-seater layout seems like the most practical and fitting option for this four-door GT, which is also expected to offer a reasonably large boot for added usability.
Under the Skin: EV-Only DNA
Unlike other brands that have recently scraped their EV-only plans, Jaguar’s commitment to electrification is unwavering. The GT will ride on the Jaguar Electric Architecture (JEA), an EV-dedicated platform promising sharp handling and supreme comfort. While official specs remain under wraps, we know the automaker is targeting a WLTP range of up to 770 km (478 miles) and ultra-fast charging that can add 321 km (200 miles) in just 15 minutes, reducing waiting times. Power? Jaguar isn’t saying, but we’re pretty sure it’ll pack enough punch to compete with Porsche and AMG’s electric heavyweights.
Premium Price Tag, Premium Ambitions
Jaguar is unapologetically repositioning itself as a super luxury brand, and the four-door GT will reflect that. Reportedly priced north of £100,000 ($127,300), it’s aiming to rub shoulders with Bentley, not BMW. It’s a daring move, we’ll give them that, as it doubles the price point of Jaguar’s outgoing lineup, but likely a necessary step for a brand determined to break free from its mid-market luxury struggles.
It’s also worth mentioning that the new Jaguar will be manufactured in the UK, emphasizing the brand’s commitment to its British roots. Stay tuned, as more details about the four-door GT are expected to emerge in the lead-up to its unveiling, roughly a year from now.
Jaguar has given us our first taste of what to expect from the reinvented brand’s EV-only lineup coming in 2025.
The Type 00 two-door concept will transform into a four-door sedan for production late next year, and be followed by two more EVs.
Jag’s engineering team is targeting 478 miles (770km) WLTP and 430 miles (692 km) of EPA range.
Finally we can stop talking about Jaguar’s new logos and get back to talking about its new cars. And there’s plenty to talk about because the automaker today revealed the Type 00 concept and it’s as polarizing as the new brand marks and fashion-show Instagram ads.
Previously referred to as the Design Vision concept, the Type 00 (say ‘zero zero’) is a confidently modern two-door coupe that previews a four-door production GT set to debut in late 2025. ‘Type’ is a reference to Jag’s iconic E-Type and the recently axed F-Type, and the two zeroes refer to the EV’s lack of tailpipe emissions and its status as car zero in the reinvented automaker’s lineup.
Available technical details are few, but Jag does confirm that the car rides on its new JEA electric platform and that it’s targeting 478 miles (770km) WLTP and 430 miles (692 km) of EPA range. And if that’s not enough to complete your journey, you can add 200 miles (321 km) of range in 15 minutes.
For info about charging speeds, motor specs and battery sizes we’ll have to wait. This month’s concept unveil at Miami Art Week was all about establishing the very different look of the next generation of Jaguars, and getting us comfortable with the idea of Jaguar as a true luxury brand, rather than a premium one.
Gone is the mesh-filled, squircle-shaped radiator grille, something even the i-Pace EV featured, and in its place comes a starkly modern face with a slatted rectangle containing the controversial jaGuar lettering and flanked by two ultra-slim LED lights.
The back end is equally industrial looking, the fat rear fenders separated by another rectangle filled with horizontal slats. This time the slats are slimmer and there are more of them, plus horizontal light bars top and bottom. And as predicted, the Type 00 has no rear window – the liftback hatch panel is the same Miami Pink color as the rest of the bodywork.
Jaguar also showed a second car painted in London Blue, a reference to the brand’s British roots and its 1960s heyday, and also a nod to the pair of E-types that appeared at the sports car’s 1961 launch. Jag’s purposely limits specific mention of its most famous car to that reference, but the Type 00’s proportions, particularly evident in the cab-backwards profile and rear three-quarter views are clearly intended to remind us of the iconic E-type coupe, without falling into a retro rabbit hole.
But there are also obvious hints of Range Rover in the design and it’s easy to see why JLR creative boss Gerry McGovern and his team would want to do that. Jaguar is part of JLR and has struggled to find sales and its own identity, two things Land Rover has had no trouble achieving. The Type 00 feels like the Range Rover coupe that Land Rover could never build using that branding.
The brown-colored piece of trim ahead of the door contains pop-out cameras to help when parking, and is fashioned out of brass, a material that’s repeated on the interior on the steering wheel’s bottom spoke and a 3.2-meter (126 inches) spine running the length of the cabin. Other key materials are stone and textiles. Wood and leather? Sorry, that was old Jag.
Notably missing from the interior images despite being a mainstay of every new car is any kind of digital screen. Jag says they’re hidden them in the dashboard and, like the stowage areas, glide out on electric power when needed. Drivers can also change the cabin lighting and look of the digital displays by retrieving one of three totems hidden behind a door on the front fender (the Range Rover-esque filler panel located just behind the 23-inch front wheel) and placing them inside the center console.
That last bit is concept car nonsense, but much of what we can see on the Type 00 will transfer to the production sedan scheduled for reveal this time next year and on sale in the first half of 2026. And the same ideas and design language will show up on two more vehicles Jag will introduce before the end of the decade, at least one of which will be an SUV/crossover.
What do you think of the Type 00? Is Jaguar heading in the right direction? Was it right to be so radical? Or has it signed its own death warrant? We want to hear your thoughts so drop a comment below.
The world’s best-selling vehicle in 2023 is up for a mid-cycle update for 2025.
The Tesla Model Y Juniper will bring styling, interior, and mechanical upgrades.
The electric crossover will get a more powerful Performance variant as well.
Tesla’s Model Y isn’t just a hit, it’s a phenomenon. Consider that in 2023, it didn’t just dominate the EV segment, it topped global car sales outright, shifting a staggering 1.23 million units, according to JD Power. To put that into perspective, it outsold long-standing juggernauts like Toyota’s RAV4 (1.03 million) and the Corolla (1.01 million), relegating them to second and third place respectively.
Not bad for a five-year-old design that, let’s be honest, is starting to look a bit tired. Enter the Model Y codenamed project “Juniper,” a long-awaited refresh aimed at keeping Tesla’s golden child ahead of the pack.
Fresh Face, Familiar Silhouette
Launched in 2019 as a slightly taller, longer and more family-friendly sibling to the equally popular Model 3, the Model Y has enjoyed plenty of incremental improvements over the years, but its exterior hasn’t seen any changes. The Juniper update aims to freshen up its looks, bringing sharper styling inspired by last year’s updated Model 3 Highland. Tesla isn’t rocking the boat too much as the familiar egg-like silhouette remains, but spy shots and leaks suggest notable updates to both the front and rear.
Illustrations: Thanos Pappas for CarScoops
Camouflaged prototypes and leaked images have offered clues about Tesla’s design direction. Early test cars teased some daring ideas, including split headlights and a Cybertruck-inspired full-width LED light bar. However, more recent leaks suggest Tesla is gravitating toward a cleaner, more understated aesthetic.
In particular, our exclusive rendering draws on a leaked infotainment display image from a prototype spotted in China. It showcases a redesigned front end with slimmer headlights, a cleaner—albeit more generic—nose, and a sculpted bumper devoid of side intakes, all borrowing heavily from the updated Model 3. If this is indeed the final design (and we strongly suspect it is), it’s a sharper, more refined evolution. That said, it still sticks to the same old “Model 3 after a helium party” aesthetic, complete with its puffer-fish-style greenhouse. Some things, it seems, are just part of the Tesla DNA.
Moving to the rear, more changes are expected. A full-width LED taillight bar with a frosted finish will replace the existing design, while Tesla’s badge will give way to “TESLA” lettering, a trend we’ve seen across other models. The panoramic roof, a signature feature of the Model Y, will be maintained enhancing its light-filled cabin. Spy shots also suggest the rear license plate holder may move to the bumper, streamlining the tailgate for a cleaner overall appearance.
Practical Efficiency Gains
Besides its cleaner and sharper styling, the updated design is expected to deliver aerodynamic improvements, boosting efficiency, much like the related Model 3, which saw its drag coefficient drop from 0.225 to 0.219.
There’s also speculation about a larger 95 kWh battery pack, which could extend the Model Y’s range beyond the current 81 kWh version. However, even if this rumor proves true—and that’s a big if—it may be limited to certain markets, such as China, while other regions could retain the existing options.
Similarly, the electric motors are expected to carry over from the current model, with outputs believed to be around 295 hp (220 kW / 299PS) for the Standard RWD variant and 384 hp (286 kW / 389 hp) for the dual-motor Long Range AWD, though no one really knows for sure as Tesla doesn’t communicate trivial things like specifications. The Long Range variant is also anticipated to offer a paid Acceleration Boost option, a feature Tesla has already begun rolling out for the updated Model 3 in select markets. Again, no official figures but this upgrade usually brings the LR very close to the Performance variant.
Performance And Rumors Of Plaid
The Standard and Long Range versions of the Model Y will be joined by a Performance trim, mirroring the lineup of the Model 3. In its current configuration, the Model Y Performance is estimated to deliver 456 hp, but it may adopt the newer dual motors from the Model 3 Performance, which would raise output to 510 hp.
With the current Model Y Performance already clocking a 0–60 mph (96 km/h) time of 3.5 seconds, the potential upgrade could shave off a few tenths, nudging it closer to the 3.0-second mark. However, as with many Tesla stats, these figures come with an asterisk—namely, the inclusion of a rollout.
Visually, the Performance variant is likely to distinguish itself with a slightly more aggressive body kit featuring a vented front bumper, rear spoiler, red brake calipers, and unique wheels (hopefully equipped with all-season tires) paired with a lowered stance. An adaptive suspension system and, perhaps, a dedicated track mode could also be part of the package.
As for the rumors of an even more powerful Model Y Plaid, we’re not biting. While Tesla could theoretically produce an absurdly fast version of its family-oriented crossover, such a model feels more suited to the Model 3 than the practical, family-focused Model Y. And let’s be totally honest—a 510-hp Performance variant is already more than enough for most of you out there.
Improved Interior Yet Divisive Changes
The interior of a prototype Model Y Juniper caught in China (Photo Weibo)
Interior updates for the Model Y are set to prioritize better materials and improved build quality, addressing criticisms while aiming to rival the increasingly feature-rich Chinese EV competition. Tesla is also expected to refine ride comfort, handling, and NVH (noise, vibration, and harshness) with targeted chassis and suspension adjustments. As usual, the recently refreshed Model 3 provides a solid blueprint for what to expect.
Recent spy shots reveal a new design for the steering wheel, an improved infotainment touchscreen display with thinner bezels, and carbon-style trim on the center console – just like on the Model 3 Highland. However, some functional changes will surely prove divisive. Tesla plans to replace the traditional wiper stalk with a fully automatic system, move the turn signal controls to steering wheel buttons, and relocate gear selection to the touchscreen, with additional touch buttons placed behind the rearview mirror on the roof.
Other upgrades include multi-color ambient lighting, dual wireless charging pads, and improved front seats with heating and ventilation sourced from the Model 3. Rear passengers will also benefit from a heated bench and an 8-inch touchscreen for climate and media controls. While these changes aren’t groundbreaking, they bring the Model Y more in line with competitors that are increasingly offering premium cabin features as standard.
A few months ago, reports surfaced that Tesla might be developing a six-seater Model Y specifically for the Chinese market. This version is said to feature a longer wheelbase and a more spacious cabin compared to the three-row U.S.-spec model, catering to the growing demand for roomier family-oriented vehicles in China.
Finally, Tesla may enhance the misleadingly named self-driving capabilities of the Model Y with the Juniper update, potentially incorporating new sensors and more advanced software.
According to some sources in China, limited production of the Model Y Juniper has quietly begun at Tesla’s Shanghai Gigafactory, with full-scale manufacturing expected to ramp up soon. The same sources suggest that Tesla has restricted smartphone use within the facility to minimize the risk of early leaks. However, Elon Musk has repeatedly stated that Tesla won’t launch the facelifted Model Y in 2024, hinting at a 2025 debut.
It’s possible that Tesla may prioritize the Chinese market initially, with North America, Europe, and other regions following later. Much of the timeline could also depend on Tesla’s ability to clear out existing inventory of the current Model Y before making room for the updated version. In any case, a global market launch is anticipated sometime in the first half of 2025.
Key rivals of the Tesla Model Y in the US market include the likes of the Ford Mustang Mach-E, Hyundai Ioniq 5, Kia EV6, VW ID.4, Nissan Ariya, and in the near-future, the Rivian R2.
Should I Buy The Current Model Y Or Wait For Juniper?
That’s the big question popping up every 2.3 minutes on Tesla forums and Reddit threads these days. If you ask us, it really comes down to three key considerations:
A) Are you willing to risk losing the $7,500 federal tax credit, which could disappear when the new administration takes over in January, along with current offers such as 0% APR for 60 months (with 20% down for qualified buyers) and steep discounts on demo cars and existing inventory?
B) Can you hold out for a few months (potentially even more than six) for the Model Y Juniper to arrive in the U.S.?
C) Do the updates—including controversial ones like the turn signal buttons and gear shifter placement—feel significant enough to justify waiting?
If you answered “no” to at least two of those questions, you might be better off buying now. Otherwise, waiting could make more sense as you can compare the two and see which one you like more, possibly scoring an even better discount on leftover pre-facelift models.
Mazda’s design chief confirms the Iconic SP concept will enter production in the “not-so-distant future”.
In concept form, it features a dual-rotor rotary engine and an EV drivetrain delivering a combined output of 365 hp.
This stunning concept could evolve into a successor for the RX-7 or even shrink down to MX-5 size.
About a year ago, Mazda turned heads with the unveiling of the Iconic SP concept, a gorgeous retro-futuristic coupe powered by an electric motor and a rotary range extender. Now, after months of speculation and rumor-mongering, we finally have official word: this isn’t just another flashy concept destined for obscurity, as it’s actually heading for production.
Masashi Nakayama, Mazda’s design chief, confirmed the news, stating, “This concept is not just one of those empty show cars. It has been designed with real intent to turn it into a production model in the not-so-distant future.”
This is the first time we’ve heard Mazda commit to building the Iconic SP, along with a tentative timeline, though the signs were there The first hint came during the concept’s debut at the 2023 Japan Mobility Show, where Mazda President and CEO Masahiro Moro described it as a beacon of the brand’s “commitment to the future.” Then, in a later interview, Nakayama hinted that the Iconic SP was a project he’d love to see realized, stoking fires that had already started to smolder among Mazda enthusiasts. Now, with production confirmed, that vision is one step closer to reality.
The Iconic SP’s final form could evolve into a successor of the RX-7 and RX-8 sports cars, although Mazda has hinted that its footprint can also be shrunk down to the size of the MX-5 roadster. Ideally, the production version will hold on to the clean lines and seductive curves of the concept, along with those distinctive pop-up headlights. In a market flooded with overwrought designs, the Iconic SP stands out like a glass of neat scotch in a sea of sugary cocktails.
Naohito Saga, the Executive Officer at Mazda’s R&D Strategy Planning Division, emphasized the painstaking attention to detail in the Iconic SP’s design: “The more time you spend looking at it, the more the car will reveal to you”. The high-ranked official went on to mention that “everything from position of the doors and tyres, to the length of the vehicle, the seating position of the occupants and visibility was meticulously researched before reaching the final specifications”.
In other words, this isn’t some cobbled-together concept for auto shows; Mazda clearly invested serious resources into making this a viable production vehicle.
Range-Extender Rotary Engine
While Mazda hasn’t shared any details about what might power the production version, at the heart of the Iconic SP concept lies a compact dual-rotor rotary engine paired with an EV drivetrain. In that car, it produces a combined output of 365 hp (272 kW / 370 PS). The company claims that the range-extender can be adapted to run on any kind of carbon-neutral fuel, potentially reducing emissions by up to 90 percent.
According to Saga, “The rotary engine can be very compact and very powerful at the same time. That’s one advantage, but also it can be powered by various types of fuels, and that could give us an edge in the race to find a feasible solution for the future of mobility”.
Furthermore, Mazda is currently experimenting with a new technology that could capture CO2 from exhaust emissions. If the proof of concept goes to plan, the technology “could play a role in the development of Mazda’s future range of vehicles”.
Earlier this year, Mazda told Carscoops that a rotary-powered project would reach the market as soon as some “technical hurdles” were overcome. Hopefully, this coincides with the launch of the production version of the Iconic SP in the next few years.
AUDI is Audi’s new EV sub-brand for the Chinese market, in collaboration with SAIC.
The AUDI E concept previews future production models without the four-ring logo.
The concept rides on a new architecture, has 764 hp and a 435-mile CLTC range.
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.
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.
Porsche is adjusting its EV strategy in response to sluggish Taycan sales and rising demand for combustion and hybrid options.
The automaker is looking into incorporating more ICE and hybrid options into lineups that were developed as EV-only.
New 718 models and the Macan SUV were conceived as EVs, and it may be too late to easily adapt them to combustion power.
Porsche is making some radical changes to its electrification strategy in response to slumping Taycan sales and a stubborn loyalty among customers to good old combustion-powered machines. For a brand that up until now seemed all-in on electric, the pivot speaks volumes about Porsche’s read on its buyers’ preferences—and their reluctance to abandon traditional powertrains.
The automaker, which has publicly come out against Europe’s proposed 2035 ban on combustion engines, is now investigating how it might re-engineer future cars that were designed as EVs to accept hybrid powerplants. But that’s going to take a herculean effort and ton of cash if it’s even possible.
The next-generation 718 Boxster and Cayman sports cars are fully electric, fully signed off and will be launched in the coming months. It’s possible Porsche could reverse-engineer them to accept combustion engines, as Fiat has been forced to do with the 500e. However, even if they greenlighted the idea, it would be years before a retrofitted model hit the road, assuming it’s financially worthwhile at all.
Another vehicle that Porsche conceived as an EV, but which must be under consideration for a combustion rethink is the flagship K1 SUV due in 2028. The timeframe and likely dimensions of the three-row K1 suggest it has a better chance of being adapted to hybrid power.
“A lot of customers in the premium and luxury segment are looking in the direction of combustion-engined cars, there’s a clear trend,” Porsche CFO Lutz Meschke said in a conference call before going on to explain how the brand is reacting to that news.
“We will refresh our combustion engine cars, including the Panamera and the Cayenne, and of course, we will continue to rely on plug-in hybrids” Meschke added.
Flexible Production for a Mixed Lineup
“As for our electrified lineup, we are very flexible when it comes to our production footprint. We can produce combustion engine, plug-in hybrids and electrified cars in one production line in Leipzig,” Meschke continued. “When it comes to research and development, you’ll see more flexibility in the upcoming years. We will develop new combustion-engined derivatives [of our EVs] in order to give the right answer to customer demand.”
Porsche had at one time planned for 80 percent of its lineup to be EVs by the end of the decade. The remaining 20 percent would be accounted for by the 911, which has gained its first hybrid model, but was always going to stay away from fully-electric power until well into the 2030s. Porsche enjoyed early success with the Taycan and engineered an electric Macan and the upcoming 718 EVs, with visions of those models taking over from the older ICE equivalent after being offered in tandem during a handover period.
Sales Drop Challenges Porsche’s EV Push
But Taycan sales have tanked this year despite the introduction of a facelifted model, particularly in the once-lucrative Chinese market, while combustion 718 sales have rallied as buyers get them while they can. Porsche’s operating profit dropped 26.7 percent to €5.5 billion ($5.95 bn) in the first three quarters of 2024 versus Jan-Sep 2023.
Volkswagen’s revived Scout brand has revealed the Traveler SUV and Terra pickup.
Both models are expected to start from under $60,000 when they hit the road in 2027.
BEV versions will have up to 350 miles of range while the EREV will be good for over 500 miles.
It’s been 44 long years since the last Scout left the assembly line, but now, the brand has made its comeback. Revived under the VW Group umbrella, Scout is entering the 21st century with two all-new battery-electric vehicles: the Traveler SUV and the Terra pickup truck. Both will also come with the option of a range-extender. While these aren’t the final versions that will go on sale in 2027, they are production-intent concepts.
Much like the Rivian R1T and Rivian R1S duo, the designs of the Traveler and Terra are very similar to each other. Both EVs have a bold and dramatic presence, rocking a fairly simple front fascia with a large skid plate, a blacked-out front grille, and simple headlights and horizontal DRLs. A small Scout logo has been positioned off to the right of the grille, much like how a piece of art has a signature in the bottom right corner.
Both models have short front overhangs, but when viewed from the side, it’s hard not to notice the somewhat-length rear overhang of the Traveler. Other key design elements include blacked-out arches, skirts, and bumpers, black wheels with rugged tires, and black pillars. The rear of the Traveler is also quite interesting as it features a split tailgate and a swing-out spare wheel carrier. Both the Traveler and Terra sport LED taillights, although the ones on the Terra are more intricate and include wrap-around lights that stretch across the entire tailgate.
Powertrains
As long expected, electric versions of both the Terra and Traveler will be offered but an unexpected option is an EREV version. The battery-electric versions rock a pair of electric motors and while no horsepower figures have been released, Scout says the duo will deliver almost 1,000 lb-ft (1,355 Nm) of torque, allowing them to hit 60 mph in as little as 3.5 seconds.
Underpinning both models is an advanced 800-volt electrical architecture, which will allow BEV variants to travel up to 350 miles (563 km) on a single charge. To address the concerns around charging, both the Terra and Traveler will adopt the North American Charging Standard (NACS) and support 350 kW fast charging, as well as bi-directional charging for added functionality in real-world scenarios.
Gas Range Extender
Then there’s the EREV (Extended Range Electric Vehicle), which Scout has introduced in response to consumer concerns about recharging infrastructure, especially in remote areas. This variant, called the Harvester, will feature a small gasoline-powered engine designed solely to recharge the high-voltage battery, extending the vehicle’s range to more than 500 miles (805 km).
The Traveler and Terra are both built on a body-on-frame platform with a solid rear axle. They offer almost 2,000 lbs (907 kg) of payload, while the Terra delivers more than 10,000 lbs of towing (4,535 kg), and the Traveler can tow over 7,000 lbs (3,175 kg). For those venturing off the pavement, these models can be fitted with tires up to 35 inches, provide more than 1 foot of ground clearance, and have almost 3 feet of water fording capability. Boosting their off-road credentials include a front sway bar disconnect, as well as front and rear mechanical lockers.
Scout has focused heavily on ensuring the Terra and Traveler suit the adventurous, hard-working lifestyles of owners. As such, both have front trunks that can fit gold clubs and power multiple devices through 120V and USB-C outlets. The Terra’s 5.5-foot bed also has two 120V power outlets and one 240V outlet, enough to power heavy-duty tools. A suite of accessories will also be offered, including auxiliary lighting, off-road bumpers with recovery points, a heavy-duty winch, and more.
Interior
Inside, Scout has opted for a simple yet upmarket design for the cabins of the two models that aims to capture the ruggedness of the EVs. Positioned ahead of the driver is an eye-catching two-spoke steering wheel with a flat bottom and a gently curved top. Scout has then added a digital instrument cluster while a second screen serves as the infotainment display. While most of the vehicle’s functions are housed within this display, a row of physical buttons and knobs have been included, adding some tactility to the cabin.
Both models will offer over-the-air updates and remote diagnostic capabilities. The Terra’s cabin is particularly interesting as it can be optioned with a bench seat in the front row, while the Traveler opts for a large multi-function center console with ample storage and cupholders.
Pricing and Availability
All Scout models will be manufactured in the United States at Volkswagen’s South Carolina plant, with starting prices for both the Terra and Traveler expected to come in below the $60,000 mark. After incentives, the Terra’s price could drop to as low as $51,500, while the Traveler will be available for as little as $50,000. While the company had initially planned to roll out the two models in 2026, it now says that production and sales will begin in 2027.
Criticism of companies like Tesla that promise products only to delay or cancel them is fair and just. What’s odd, though, is that Volkswagen has teased a Type II or Bus return for over two decades without catching much flack for it. Now, in the year of our lord 2024, the ID. Buzz is about to end the long wait so many U.S. VW fans have faithfully dealt with.
In fact, it’s ending that wait with a production version that looks very similar to multiple concept versions of the recent past and has excellent interior packaging. On the other side of the coin, though, there are concerns about this Microbus revival, especially regarding its $61,545 entry price and 234-mile range.
To determine exactly what’s what, we traveled to San Francisco to pilot what Volkswagen hopes will be another counterculture icon. We drove it places where few ID. Buzz owners will go, we used it on the highway and even took it down Lombard Street. What we learned is that this is a vehicle that stands out but, as with most striking things these days, the cost for that novelty is high.
On paper, the drivetrain of the ID. Buzz is a mixed bag. Every U.S.-bound version features a 91 kWh battery pack and can charge at up to 200 kW. For reference, that could, given the right charger, fill the battery from 10 percent to 80 percent in 26 minutes. Volkswagen will sell two versions starting with the RWD model that makes 282 horsepower (210 kW) and offers 234 miles (377 km) of range. For a full trim breakdown see our coverage here.
An AWD version is also available with 230 miles of range but 335 horsepower (249 kW) to show for it. Those figures are a bit strange considering the relatively large battery pack size and the relatively low range estimate. For example, the Kia EV9 base model manages 231 miles (372 km) of estimated range with only a 76.1 kWh battery pack. The Rivian R1S features a 92.5 kWh battery and offers standard AWD and 270 miles of range, albeit for around $13,000 more than the ID. Buzz after tax incentives.
Clever Packaging
However, the ID. Buzz might be the most efficiently packaged vehicle on sale today. Despite taking up less space from front to back than a Chrysler Pacifica, this minivan offers more total interior volume, more second-row headroom, and more third-row legroom. Oh, and it can pull that same trick on just about everything a potential buyer might cross-shop with it.
Third-row passengers have nine more inches of legroom than they’ll get in a Rivian R1S and 10 more inches than in a Kia EV9. Keep in mind too that both the Kia and Rivian are longer than the Volkswagen. I’m 6’6 and had boast-worthy amounts of legroom in the third row with the first and second rows set to where I would put them if I were sitting in them.
Third-row headroom is maybe the only thing missing from this vehicle and it’s not even worth complaining about in my opinion. Frankly, if other automakers aren’t trying to copy the packaging in the ID. Buzz, they’re truly missing the boat. It’s worth noting here too that this thing draws crowds quickly. Here’s a group of teenagers excited to see it at a local fishing spot.
Interior Quality
Beyond the packaging though this Volkswagen doesn’t feel as special as its exterior might have you believe. We tested both the RWD Pro S Plus and the Pro S Plus 4Motion and each suffered from a bevy of cheap-feeling plastic surfaces throughout. In most minivans, I’d say who cares, because kids are going to get in here and wreak havoc. In a vehicle that starts at $61,545 after destination, one that Volkswagen openly considers its new flagship, that seems like a huge letdown.
For example, the vast majority of the door cards, including the upper-most sections are cheap unattractive plastic. That goes for most of the dash too including a section that sort of looks like faux wood but doesn’t feel like anything other than a cheap decal.
In addition, for whatever reason, Volkswagen is still using a window control panel that requires one to select the front or rear windows before using the switches. Is it really that expensive or difficult to just put four separate window switches into the same space?
Infotainment System
The infotainment system is a mixed bag too. Those who have used any late-model VW user interface will be happy to hear that this one is much faster than the ones found in some other offerings from this brand. In addition, most of the menus are easy to navigate and understand. VW also included a great LED light feature mid-way up the dash that travels left or right to indicate navigation directions. It’s a really intuitive use of light and sincerely helpful on the road.
At the same time, some features seem unfinished. For example, the system will allow you to reset tire pressure but if there is a place where it shows what the tire pressure is.
On top of that, VW still insists on using capacitive sliders rather than real buttons, switches, and knobs for important functions like climate control and volume control. At least now there’s a jutted out section that allows one to sort-of grasp the screen to stead a hand while using these frustrating controls. Then there’s the driver information cluster which actually looks pretty good. It’s intuitive too but for a vehicle in this price range, it feels underwhelming and objectively pretty small.
On the plus side, the seating itself is very comfortable and both Pro S Plus models we drove offered a lumbar massage function in the front row. The second-row seats get heat and climate controls near the roof on each side. As a point of clarification, the ID. Buzz comes with three climate zones, not four, so while there are two controls for climate in the second row they are always synced. What one person does will reflect on the other screen and vice versa. Surely this won’t spark sibling hijinks as kids fight over the temperature or fan speed.
Interestingly, the ID. Buzz doesn’t have very many conventional cupholders. There is a pair for the driver and front passenger and then the rest are somewhat square. The second row doesn’t actually have any dedicated cupholders. Beyond that slight inconvenience, the rest of the storage situation in this Volkswagen is impressive. Each front door card features a trio of storage spaces, there is an inductive charging slot for the driver’s phone just to the right of the steering wheel. The front passenger has their own parcel shelf.
Second-row passengers each get a large cubby space with a window control and USB charging ports in the door. They also have access to a pair of pockets on the backs of the front seats. Volkswagen also includes a cool modular storage bin that offers a flip-out cubby on one end and a slide-out drawer on the other.
The top of it provides another place where one might sit a drink but even then it would be a bit awkward as the dividers aren’t round. What they are instead is useful. Each pops out to reveal a special use. One is a bottle opener and the other is an ice scraper. A latch system in the floor allows owners to move that bin forward to the front seats, back to the middle row, or even further back for third-row access.
Speaking of the third row, the leftmost passenger gets a pair of dedicated cupholders while the rightmost gets just one. Each outboard passenger benefits from a storage cubby and USB-C charging ports. Behind the third row, the storage wonders continue.
Volkswagen included storage bins and a parcel shelf in each of the test vehicles. In total, buyers will have a little less than 11 cubic feet to play with back there if the third row is in place. What makes the Buzz special though is that the third row folds down flat with the parcel shelf (around a foot off of the floor) and is completely removable in just a few minutes. The second row isn’t easily removable but I’m willing to bet that with a few tools, it wouldn’t be too tough to rip out.
In summation let me again say that the cabin is so well laid out that I hope other automakers follow suit. I also hope Volkswagen finds a way to improve the issues that diminish the spacious experience.
Drive Impressions
Perhaps nothing about the Volkswagen ID. Buzz will impress a person more than the way it drives. Remember that the RWD version makes 282 horsepower which is right in line with the top performers in the minivan segment. What the VW has on all of its rivals though is an all-electric platform and that one feature means that it feels genuinely quick. Volkswagen claims that the RWD version will go from 0-60 mph in “about seven seconds,” a claim that’s totally believable after spending time behind its wheel.
Jumping on the highway and getting up to speed felt far easier than in any of the competition. What’s maybe more interesting is how sharply the Buzz handles. The entire first hour or more of driving in this car was on California’s Shore Highway 1. It’s full of curves that would remind most of roads like Tail of the Dragon. In other words, a Golf R would be perfectly suited to a road like this. Somehow, the ID. Buzz didn’t feel out of its element.
This minivan doesn’t pitch and roll the way one would expect. It’s sharp, easy to place, offers great steering feedback, great braking feedback, and honestly has more power than it needs. That’s especially true of the 335 horsepower AWD model which is almost comically quick out of the corners.
On the downside, that sharpness ends up adding a bit of harshness to the ride quality that I didn’t expect either. Front-seat passengers don’t pick it up as readily but several individuals at this drive event reported the feeling of car sickness riding in the ID. Buzz after the drive. Keep in mind that these are the types of folks who spend countless hours in cars; they’re used to getting shuttled around without getting sick. On the freeway, that tendency to send impacts into the seats is diminished but not gone entirely.
The tradeoffs continue though because the Buzz is probably the easiest modern three-row vehicle to drive in traffic. A tall driving position and the expansive windows make it incredibly easy to place this van whether that’s in narrow city streets or in tight parking spaces. Frankly, the ID. Buzz feels like a stellar city van for those who routinely transport lots of people or things.
In terms of range, I’m happy to report that the ID. Buzz met or beat VW’s claims. In a mix of driving the least efficient reading we measured was 2.6 miles per kWh. That equates to about 230 miles of range. The RWD model actually hit 3 miles per kWh which is around 273 miles. Now, it’s important to note that results will vary, based on several factors but these figures are encouraging. At the same time, this certainly won’t be the road-tripping vehicle that the original was. Unless, of course, you happen to be the type of road tripper that doesn’t mind stopping for quite a while every 200 miles or so during your trip.
A Segment Of One
As of this writing, the ID. Buzz has its own space in the American car market. No other automaker sells a direct competitor, for now, that is. Kia is working on a rival called the PV5. Since details are sparse on when it’ll arrive, and what sort of battery, range, and price it’ll have let’s consider some cars that buyers might cross-shop with the ID. Buzz for now.
First, the Kia EV9, already mentioned a few times might be the most direct competitor for now. It offers three-row seating, a significantly lower base price ($56,395), and an all-electric drivetrain. While the base model only provides 215 horsepower, it matches the ID. Buzz 4Motion in terms of range, 230 miles. Kia also offers a long-range version with 201 horsepower and 304 miles of range for $60,695.
For $65,395, one can get a mid-trimmed EV9 with 280 miles of range and 379 horsepower. Those numbers make the ID. Buzz looks less enticing though it’s worth noting that the Volkswagen benefits from far better interior packaging. At the same time, the cabin in the Kia feels more premium.
Up against the four minivan brands in America, the ID. Buzz clearly has the lead when it comes to styling and interior space. Each of those potential rivals offers its own unique take on the segment and is worthy of consideration.
That’s even more true since they’re all less expensive than the ID. Buzz, often by 10 percent or more of the VW’s base price. In addition, it’s worth noting that they’ll offer a far longer overall range between required stops for refueling.
Interestingly, Volkswagen also called out the Rivian R1S as a potential competitor during our time in California. The R1S is a three-row all-electric SUV but it has a starting price of $75,900 which is considerably more pricey than the VW. Importantly, though, the R1S is eligible for a $3,500 federal tax credit and that says nothing about state or energy company credits one might be eligible for. Again, as is going to be the case against just about anything, the ID. Buzz offers better interior space for people than the R1S.
Beyond that, the R1S looks like a clear winner, especially for those willing to pay anywhere near $70,000 for either vehicle. Not only does the tax incentive reduce the price for the Rivian, but buyers won’t have to worry about dealer markups. The specs for each vehicle back up the added value of the R1S too. It offers 258 miles of range, AWD, and 533 horsepower.
Final Thoughts
In the end, the Volkswagen ID. Buzz feels like a missed opportunity wrapped in nostalgia. It captures the charm and style of the original Type II, but it comes at a steep price—literally.
The original Bus was a cultural phenomenon not because it was fast or luxurious, but because it was affordable. VW dealers even say that themselves. In the ’60s, you could snag one for under $3,000—about $25,000 today. Imagine if Volkswagen could have launched the ID. Buzz at a comparable price. Modern safety, comfort features, and electrification understandably drive up costs, but three times that inflation-adjusted figure? That’s a tough pill to swallow.
Volkswagen claims there’s no “base model” for the ID. Buzz, but that’s exactly what it needs. With unnecessary luxury features and tech crammed in, it’s priced out of reach for many who would have been drawn to its quirky appeal. Could VW have stripped it down to a simpler, more accessible version at, say, $45,000? Probably. Would that have attracted the wider audience that made the original Bus a cultural icon? Absolutely.
To be fair, Volkswagen isn’t aiming for the same demographic as the original. The ID. Buzz is clearly pitched to well-heeled buyers more interested in EV status, trendy retro styling, and tech features than the freewheeling, counterculture spirit of the past. It’s no longer a people’s car but a niche luxury item. In that sense, it achieves what it set out to do—appeal to a new wave of eco-conscious, affluent consumers who care more about style than genuine counterculture substance.
So, what do they get for their $60k+? A practical and spacious minivan with decent power, no doubt. The ID. Buzz impresses with its clever packaging and roomy interior. It offers more legroom and cargo space than larger rivals like the Kia EV9 and Rivian R1S, despite being shorter. Thoughtful touches like the modular storage show VW thought about how people would actually use the space. Plus, its surprisingly sharp handling—especially on twisty roads—makes the Buzz more fun to drive than you’d expect from something this size.
But it comes with trade-offs. The sub-240-mile range is disappointing for an EV in this price bracket, the interior plastics feel cheap, and the infotainment system still struggles with usability. For a minivan at this cost, these compromises are hard to ignore.
Ultimately, the ID. Buzz feels like a missed opportunity. For those willing to shell out the cash, it’s a head-turning, super-practical EV with nostalgia baked into every curve. It’s sharp to drive and undeniably cool too. But for the masses that VW once captured with the original Bus, the ID. Buzz feels like an unattainable dream—proof that, somewhere along the way, Volkswagen traded its soul for a higher price tag.
The Tesla Cybercab is designed without a steering wheel or pedals and is set for production in 2026.
Tesla expects to begin rolling out unsupervised versions of its Full-Self Driving system next year.
Details about the EV’s range and powertrain are undisclosed, leaving key questions unanswered.
So, Tesla finally did it. After years of wild speculation, Twitter teasers, and a few timeline “adjustments” from Elon, the company has officially pulled the covers off its long-rumored robotaxi. The vehicle, officially named the Cybercab, draws design inspiration from the Cybertruck, and unlike many other robotaxi prototypes unveiled over the past few years, this Tesla will actually be available for private consumers to buy.
The Cybercab is packed with Tesla’s latest autonomous driving tech, and about 20 units were on display at the event, giving attendees a chance to experience test rides. Tesla’s eccentric billionaire boss, Elon Musk, claimed production will kick off in 2026, though during the live unveiling, he was quick to admit he tends to be “optimistic” with timelines. To cover his bases, Musk clarified that production will begin before 2027, and it should be available to purchase for less than $30,000.
Steering-Wheel-Free Future?
Since the Cybercab has been conceived without a steering wheel or pedals, Tesla won’t be able to start manufacturing or selling it to customers without securing regulatory approval first. As expected of any new Tesla model, the interior is extremely minimalist, offering seating for two and featuring a large central infotainment screen, seemingly lifted straight out of a Model 3 or Model Y.
Butterfly Doors
Like the electric Cybertruck, the Cybercab’s exterior is dominated by a single full-width LED light bar across the front end that gives it a futuristic look. You’ll also spot some familiar Tesla shapes and lines on the outside, including sharp creases running over the hood and the pronounced rear shoulders that echo the Model Y. However, there’s one standout feature not seen in any other Tesla model: the supercar-inspired butterfly doors. In theory, they should help with ingress and egress, but we’ll see how practical that turns out in a Whole Foods parking lot.
Tesla’s obsession with aerodynamics is alive and well, with solid aero covers on the wheels to help squeeze out a few more miles of range. At the rear, you’ll find a super-thin light bar that, unsurprisingly, takes design cues straight from the Cybertruck playbook. And since this car is built for full autonomy, there’s no need for outdated relics like wing mirrors or even a rear window—who needs to look back when your car drives itself?
The company is still playing coy when it comes to the Cybercab’s powertrain. No specific details have been revealed about how far it can go on a single charge, which seems like a pretty critical piece of info for a robotaxi designed to be in constant, all-day use.
Bonus Round: Tesla Robovan
Just when everyone thought it was over, Musk hit us with a curveball—a surprise second reveal called the Robovan. It’s Tesla’s vision of an all-electric, fully autonomous bus that can hold up to 20 passengers in comfort or serve as a van to transport goods. Like the Cybercab, few technical details were provided about the vehicle, but Musk did confirm that it would use the firm’s most advanced self-driving tech, relying on a vision-only system. There’s no steering wheel or pedals here either, just a wide-open, spacious cabin with plenty of seating.
Clearly, the most radical aspect of the Robovan is the exterior design. Looking like a futuristic pod out of a science fiction film, it has large glass side panels and LED lighting both front and rear. Musk said it’ll be part of the upcoming ‘Tesla Network,’ an autonomous ride-hailing service, but as with all things Tesla, production timelines and pricing remain mysterious.
And there you have it: Tesla’s latest attempt to take over your driveway—and the future—one autonomous pod at a time. Now it’s your turn—drop your thoughts in the comments and let us know where you stand on this fleet.
An imported Tesla Cybertruck has been registered for road use in the Czech Republic.
Campaigners say that it should be removed from the streets due to its weight and size.
Large American vehicles often exploit individual approval loopholes in the EU.
One of the first Tesla Cybertruck imported from the US to Europe has been approved for road use in the Czech Republic. However, safety groups aren’t convinced. Despite the required modifications, they sent a letter to the local government expressing serious concerns about the electric truck’s shape, weight, and size. Apparently, they believe that having a vehicle shaped like a giant, unyielding wedge might not be the safest choice on the roads.
To gain approval as a privately imported vehicle, the Cybertruck’s infamous sharp edges were reluctantly dressed with rubber moldings, an attempt to make it slightly less dangerous for pedestrians—though one wonders if anyone actually feels safer. Additionally, the LED headlights and taillights were tweaked with yellow indicators to align with European regulations.
According to the owner’s post on X (ex-Twitter), the EV was registered on July 12 after what he called a “difficult journey.” But the real difficulty may just be beginning, as seven safety organizations believe the Cybertruck never should have been allowed on Czech roads in the first place. They’ve highlighted irregularities in the approval process, suggesting it wasn’t quite the model of regulatory scrutiny one would hope for.
Irregularities in the Weight
The groups lodged a complaint with Martin Kupka, the Czech Republic’s Minister of Transport, and the European Commission, setting their sights on removing the Cybertruck from public roads. Their letter points out that the EV was registered with a maximum weight of 3.5 tons (7,716 pounds)—a figure that conveniently undercuts the 4,007-4,159 kg (8,834-9,169 pounds) Gross Vehicle Weight Rating listed in the owner’s manual.
🇨🇿Tak a je to, dneškem oficiálně máme registrovaný PRVNÍ CYBERTRUCK v ČR, byla to náročná cesta, ale zvládli jsme to a nyní už můžeme rozdávat radost i v Česku s tímto revolučním vozem
🇺🇸 So that's it, today we have officially registered the FIRST CYBERTRUCK in the Czech… pic.twitter.com/CSKk0fR8cm
Campaigners argue that even at this seemingly deflated weight, the truck fails to meet regulations for the N1 category when fully loaded. European laws require heavy vehicles to be fitted with speed limiters, a rule that seems to have been overlooked in this case.
Pedestrian Safety
The letter doesn’t stop there. It highlights the truck’s enormous footprint, expansive blind spots, lack of crumple zones, and extreme acceleration, all of which they say pose a real danger to pedestrians and other road users. For these reasons, campaigners argue that the Tesla Cybertrucks currently on European roads should be de-registered and removed from public streets.
Among the signatories of the letter are the European Transport Safety Council, Eurocities, Clean Cities, Transport & Environment, POLIS – Cities and Regions for Transport Innovation, International Federation of Pedestrians, and the European Cyclists’ Federation.
A Tug-of-War Over Regulation
As The Guardianreports, the Czech Transport Ministry didn’t find the weight discrepancy to be much of an issue, dismissing it with the explanation that the registration was merely an “individual approval of a vehicle” within national boundaries. In other words, it’s not the EU’s problem—yet.
Meanwhile, the European Commission is a little less relaxed about it and has asked for “more information on national requirements and safety measures” to evaluate the registration. Looks like the Cybertruck isn’t in the clear just yet.
Interestingly, the European-registered Cybertruck has wasted no time hitting the roads across the continent, complete with its own websiteand social media accounts under the Cybertruck.cz name. It has already made appearances in several EU countries, including Slovakia, serving as a rolling advertisement adorned with various liveries and sponsor decals.
Safety experts have been vocal about their concerns regarding the Tesla Cybertruck’s pedestrian safety credentials. Even Tesla’s own chief engineer has publicly acknowledged the challenges of meeting European safety regulations with this particular design.
Yet, despite all the controversy, the Cybertruck is just one of many heavyweight imports from the US to Europe. Large trucks and SUVs regularly make the transatlantic journey, slipping through the cracks under the “individual vehicle approval” rule.
Whether this process is a loophole or a lenient nod from authorities seems to depend on just how eager local regulators are to welcome these American giants onto their streets. Europe may be waking up to the reality of sharing its roads with vehicles more suited for wide-open plains than cobbled city squares.
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