EV sales will keep rising in the US and Europe, with China staying ahead.
In Europe, battery-electric vehicles could top half of all new car sales by 2032.
BEVs in the US may not reach 50 percent market share until around 2039.
China is pulling further ahead of the United States and Europe in the race toward electrification, with a new study shedding light on how quickly vehicle fleets are expected to transition to EVs. While the U.S. and Europe are moving in the same direction, their pace is notably slower.
In a report published this week, EY, one of the world’s largest professional services and consulting firms, forecasts light vehicle sales through 2050 across the three major regions.
Europe On The Rise
One key takeaway is that in Europe, EV sales will surpass those of gasoline and diesel vehicles by 2028. The shift will accelerate from there, with electric vehicles projected to exceed half of all new light vehicle sales in Europe by 2032.
Interestingly, the study noted that until 2030, hybrids, including PHEVs, will continue to outsell BEVs in Europe until 2030. However, as CO2 regulations become stricter and more affordable pure electric cars hit the market, they’ll soon start to outsell hybrids too.
“The near- to mid-term future will feature a diverse mix of powertrains, shaped by regulatory shifts, tariffs, and evolving consumer behaviour,” explained Constantin M. Gall, EY Global Aerospace, Defense & Mobility Leader. “What’s clear is that e-mobility will remain central to the future of transportation.”
What About The US?
Compared to Europe, the switch to EVs in the United States will be much slower. EY forecasts a brief surge in sales this month ahead of the expiration of federal EV tax credits, but the long-term outlook has weakened. In an earlier projection, BEVs were expected to reach 50 percent of U.S. light vehicle sales by 2034. That milestone has now been delayed to 2039, with factors such as policy uncertainty, import tariffs, and the loss of incentives slowing adoption.
Hybrids are expected to fill the gap. Their share of the U.S. market could climb to a peak of 34 percent by 2034 before giving way to wider EV adoption.
China Leads The Pack
In China, the shift is happening much faster. This year, combined sales of battery-electric vehicles and plug-in hybrids in the country are tipped to reach 50 percent and will surge past 90 percent by 2034. Interestingly, BEV sales alone are only expected to account for 50 percent of light vehicle sales by 2033, a year behind Europe, showing just how important PHEVs will remain in the country through the next decade.
“The EV transition is advancing—but unevenly,” Constantin M. Gall from EY said. “The US faces policy uncertainty, high costs, and infrastructure gaps. Europe is on a steady recovery path under strict emissions targets. China benefits from stable policy and a robust EV ecosystem. Hybrid technologies are proving essential in bridging the gap to full electrification.”
For automakers, the uneven timelines mean strategy can’t be one-size-fits-all. Success will depend on building flexible platforms that can serve fast-moving markets like China and Europe while keeping slower adopters in North America engaged.
Hongqi unveiled its EHS5 electric SUV during the 2025 Munich Motor Show.
The EHS5 uses an 85 kWh battery offering 342 miles of WLTP-rated range.
Company aims to open over 200 European dealerships before the end of 2028.
While Hongqi may be unfamiliar to most car buyers outside China, at home it is recognized as the nation’s leading premium brand. Founded in 1958, it is among the country’s oldest carmakers having established itself at the top of the market, with early models reserved exclusively for high-ranking government officials. The name itself translates to “red flag,” a direct nod to the Communist revolution that shaped modern China.
Now Hongqi has its sights set far beyond domestic roads. The company is embarking on a major expansion into Europe, where it hopes to build recognition alongside other Chinese automakers like BYD, Chery, and Changan that are already moving aggressively into the region.
That ambition took center stage earlier this week at the Munich motor show where it unveiled the mid-size electric EHS5 SUV. While it could be easily discounted as yet another electric SUV with a rather generic Chinese design, it will play an important role in the automaker’s growth across Europe. By 2028, Hongqi plans to launch no fewer than 15 new electric and hybrid models across the continent.
Building A Foothold
The premium Chinese brand has already dipped its toes into Europe, with cars currently available in Norway, the Netherlands, and Poland. The broader vision is much bigger: more than 200 dealerships across Europe by 2028, paired with a steadily expanding product line.
Details about the full range of incoming models remain under wraps, but one partnership has been confirmed. Chinese automaker Leapmotor will supply Hongqi with an EV platform that will underpin several upcoming vehicles, the first of which is scheduled to debut in the final quarter of 2026.
The Hongqi EHS5
Visually, the new EHS5 has some strong points, and some weak points. From the front, it’s reminiscent of some models from Deepal and there’s nothing particularly inspired or unique about its profile. However, the rear-end is quite striking thanks to the curvy LED taillights.
Underpinning the EHS5 is an 85 kWh lithium-ion battery pack that’s said to give it a WLTP driving range of around 342 miles (550 km). Hongqi has yet to disclose full specifications for the SUV, but has said it can charge from 10-80 percent in just 20 minutes.
Power figures for the European model have yet to be announced, but in China, it’s available in 339 hp rear-wheel drive and 610 hp all-wheel drive specifications. Given that the Chinese model has a much larger 111 kWh battery, lower power figures are likely for the Euro-spec version.
Chinese automaker GAC aims to make Europe one of its biggest export markets.
The company brought two EVs from the GAC Aion series at the Munich show.
GAC targets boosting sales from 3,000 this year to over 50,000 units by 2027.
Chinese automakers are no longer quietly edging into Europe, they’re making a full-scale push that is chipping away at local brands’ sales. The latest entrant is GAC, arriving with an ambitious target of selling more than 50,000 vehicles a year in Europe by 2027.
At the Munich motor show, the company displayed the GAC Aion UT compact hatchback and the GAC Aion V midsize SUV. Its European lineup will also feature the fully electric GAC Aion Y crossover along with the more premium Hyptec HT coupe-SUV. Every model is electric for now, though a plug-in hybrid will join the portfolio later.
The president of GAC International, Wei Haigang, told CNBC at the Munich show that Europe is one of the company’s five key markets. “It is a strategic market,” he said, adding that GAC hopes the region will become a major part of its overseas business in the years ahead.
Growth by the Numbers
Haigang projected sales of 3,000 GAC cars in Europe this year, climbing to 15,000 in 2026 and more than 50,000 by 2027. That would represent a seventeenfold increase in just two years, yet the figure still pales next to the company’s domestic performance. In 2024, GAC sold 127,000 vehicles in overseas markets, contributing to global sales of 2,003,058 units.
Photos Stefan Baldauf & Guido ten Brink
To ease the impact of tariffs on Chinese imports, GAC is weighing the idea of producing cars within Europe. Haigang emphasized hopes for progress in trade negotiations but said the company is also preparing to localize manufacturing to better serve European customers.
“We are hoping the Chinese government and the European Union can negotiate further to bring the tariffs down,” Haigang said. “In the future, we hope to accelerate the manufacturing localization. So that we can build up manufacturing capability in Europe, to better serve the European markets.”
Industry data underscores how quickly Chinese brands are gaining ground. According to Jato Dynamics, their combined market share in Europe nearly doubled in the first half of 2025 to 5.1 percent, equal to 347,135 units. BYD leads with 70,500 sales, while other names such as Jaecoo, Omoda, Leapmotor, and Xpeng are posting sharp growth as well.
Canada is considering scrapping its 100 percent tariffs on imported Chinese EVs.
One survey found 62 percent of Canadians were in favor of removing the tariffs.
Farmers hope axing the EV duty would remove Chinese tariffs on exported Canola.
Chinese cars are making huge gains in Asia, Europe and South America, but brutal 100 percent tariffs have so far kept them locked out of North America. There’s a chance, though, that this won’t last much longer as Canadian lawmakers are considering scrapping the steep tariffs – and the country’s drivers think they should.
In a recent pole conducted by Canada’s CTV News, almost two thirds of respondents said they either supported or somewhat supported removing the 100 percent duty on Chinese-made EVs. A total 29 percent supported the removal of tariffs and 33 percent somewhat supported the move. Nine percent of those asked weren’t sure, while 27 percent either opposed or somewhat opposed ditching the duty altogether.
Canada’s government imposed the tariffs 11 months ago claiming the measure would shield local automakers from unfair Chinese competition. An EU study that led to similar, but less harsh, tariffs in the Old Continent found Chinese automakers received various forms of financial help from their country’s government.
Sliding EV Sales
Now, however, Canadian lawmakers have admitted that the tariffs are up for review. One of the reasons is that EV sales have cratered in the country, with figures released this week showing registrations of fully electric cars north of the US border are down a massive 39.2 percent, in part due to the lower availability of incentives.
Canada recently scrapped its mandate that 20 percent of all new vehicles be zero emissions by 2026 having realized the target was unworkable. Giving drivers access to more EVs, and ones with attractively low prices at that, could potentially boost electric car takeup – or so the thinking goes.
CTV Survey: Do You Support Removing 100 Percent Tariff on Chinese EVs?
There’s another force pushing for the removal of tariffs, though, and it’s nothing to do with cars or meeting lower emissions targets: it’s farmers. The agricultural industry hopes that by Canada agreeing to scrap 100 percent tariffs on EVs, or at least lower the rate, might make China willing to remove its own 75.8 percent tariffs on Canadian crops such as Canola.
Canada’s PM Mark Carney last week pledged $370 million CAD ($267m US) in support for the Canola market to help it weather the tariffs. The Canola industry supports 206,000 Canadian jobs and contributes $43.7 billion CAD ($31.6 bn US) to the country’s economy, according to Canola Digest, so the local government obviously pays great attention to it.
Geely re-hired former Volvo CEO Hakan Samuelsson to lead the automaker for two years.
Samuelsson says electrification is inevitable and will make cars cheaper within a decade.
He believes some Western automakers will fail to adapt and could disappear entirely.
Volvo may have walked back its commitment to transition to an all-electric brand by 2030, but despite that, it still acknowledges that EVs are the way forward, even if it takes the industry a little longer than originally forecast to make the shift.
As electrification begins to grow and brands from China establish themselves as serious global juggernauts, the Swedish automaker’s CEO predicts that some Western carmakers will collapse.
Since April, Volvo has been led by Hakan Samuelsson. The 74-year-old Swede had previously steered the carmaker for almost a decade but stepped down as boss in 2022, only to be brought back on a two-year contract to steer Volvo through choppy waters. Samuelsson believes that “there’s no turning back,” against the inevitable electric transition of the industry and that new dominant players will emerge.
Industry Upheaval Ahead
“The industry will be electric – there’s no turning back,” he told Bloomberg. “It may take a bit longer in some regions, but the direction is clear. In (about) 10 years, cars will all be electric and they will be lower cost. There will be new dominant players, exactly as Ford, GM, Toyota and Volkswagen were in the old world.”
“In the new world, there will be two or three very strong Chinese brands,” Samuelsson added. “That makes the room for the old ones tougher. So this will trigger a (wave of) restructuring. Some companies will adapt to new circumstances and survive. Others will not.”
An Electrified Future
To ensure it can survive, Volvo is investing heavily in battery-electric vehicles and plug-in hybrids, ensuring it can cater to demand for different electrified vehicles around the world. According to Volvo’s boss, plug-in hybrids will serve as an important “bridge until charging is everywhere,” noting that it “may take some more years beyond 2030,” before EVs can dominate, depending on customer demand and charging infrastructure.
Chinese Ties As An Advantage
Volvo is in a unique position among European car manufacturers as its parent company, Geely, is Chinese and among those brands at the forefront of the EV revolution as the owner of brands including Lotus, Zeekr, Polestar, and Lynk & Co. Samuelsson noted that “the stronger the Chinese car industry becomes, the more valuable our connection with Geely is.”
“Chinese brands are already more than half the market in China, and they are entering Europe. That puts pressure on Europeans and Americans, who are competing in a shrinking part of the market,” he added. “China, whether we like it or not, will be a very big player in the car industry in the future, not just in China.”
Vacuum maker Dreame has revealed renderings of its first ever EV.
The car looks like a Bugatti Chiron with an extra meter of wheelbase.
Dreame plans to present a prototype at January’s CES in Las Vegas.
A Chinese company whose business involves making things that literally suck has teased its first car, which definitely doesn’t. But we see legal trouble brewing because vacuum maker Dreame’s maiden EV is a dead ringer for a Bugatti Chiron, only reimagined with four doors.
The exterior renders, which seem to have been created entirely or at least partially with AI (telltale signs include the grille pattern) were shared on social media by Dream Technology founder Yu Hao. They show a swoopy four-door coupe that could easily pass for a stretched Bugatti Chiron variant that never made production.
CES Debut?
Chinese media reports the new automotive division of the company plans to display a physical prototype of the car at the Consumer Electronics Show (CES) in Las Vegas next January.
Though not an exact clone, the design is similar enough to make you do a double take. The headlights are different but the other core Chiron design elements like the horseshoe grille, central spine and C-shaped rear quarter motif are shamelessly carried across.
The interior at least looks more original, and doesn’t feature the vertical bank of dials fitted to the Chiron, whose steering wheel was milled from a single chunk of aluminium billet, but which didn’t feature any kind of touchscreen. That of course would be absurd for a Chinese car in 2027, so Dream Technology’s Chiron-a-like has a large widescreen tablet mounted above the console, plus a secondary display on the console itself.
Last month Dreame, which was founded in 2017 and styles itself as China’s answer to Apple, confirmed plans to enter the automotive space in 2027 with an electric hypercar capable of outrunning machines from Bugatti and Koenigsegg.
The company is currently scouting potential production locations for a new plant to build the EV in Berlin, Germany, which include a site next door to Tesla’s Gigafactory, Car News China reports. Yu Hao previously posted images of the Tesla plant, along with text that said “factories in Europe are being selected for several businesses.” And Chinese media outlet Jieman claims Dreame is getting cosy with French bank BNP Paribas to bring its automotive plans to fruition.
While the Chiron was equipped with a quad-turbo W16 making 1,479 hp (1,500 PS / 1,103 kW) in stock form and its Tourbillon successor has a naturally-aspirated hybrid V12 that cranks out 1,775 hp (1,800 PS / 1,324 kW), Dreame’s car will be a pure EV.
Will Bugatti’s lawyers suck up this egregious theft of its IP, or will they fight back? We’ve reached out to the company for comment. Check out the images below of the pretend Chiron and the real thing.
The Leampotor B05 is a compact hatchback with a fully electric powertrain.
The low-slung EV will most likely share its underpinnings with the B10 crossover.
It will be available in China and Europe, targeting the VW ID.3 and the MG 4.
Update: We’ve added live shots straight from the floor in Munich, so you can see the Leapmotor B05 in all its yellow-gold painted, black-accented glory. The display car still wears Chinese-market badges and the Lafa 5 nameplate, but otherwise it’s the same hatchback headed for Europe.
A new contender has rolled into the compact EV arena, making its first appearance at the Munich motor show this week. The Stellantis-backed Leapmotor pulled the cover off the B05, a fully electric hatchback positioned to compete with models like the VW ID.3 and MG 4.
In China, the car goes by the name Lafa 5, which is what Leapmotor showed in Munich, but when it goes on sale in Europe it will carry the B05 badge. Production is set to begin next year, and buyers will have the option of an “Ultra” trim that adds a sharper, sport-inspired body kit.
The sleek hatchback body incorporates familiar styling traits from other Leapmotor products. Highlights include the dark-tinted headlights which are connected via a slim grille, the sporty bumper intakes, the frameless doors, and the full-width LED taillights that send subtle Porsche vibes.
The example that is exhibited in Munich is painted in a vibrant yellow shade, combined with glossy black accents and a matching set of 19-inch alloy wheels. Setting aside the name, the European version is identical to the Chinese-spec Lafa 5, although the latter is also fitted with a LiDar sensor on the roof hinting at more sophisticated autonomous driving capabilities.
The company has also shared photos of the Ultra trim that will be formally unveiled later this year ahead of a 2026 market launch. This one is distinguished by a pronounced splitter, a larger rear wing, and a slightly redesigned rear bumper.
Stellantis
The B05 measures 4,430 mm (174.4 inches) long, 1,880 mm (74 inches) in width, and 1,520 mm (59.8 inches) tall, with a wheelbase of 2,735 mm (107.7 inches). For comparison, the B10 crossover is 85 mm (3.4 inches) longer, 5 mm (0.2 inches) wider, and 135 mm (5.3 inches) taller, with an identical wheelbase.
While Leapmotor has yet to announce the full specifications, the B05 is expected to share the LEAP3.5 architecture with the B10. This means it could be powered by a single electric motor producing 215 hp (160 kW / 218 PS) and 240 Nm (177 lb-ft) of torque, and offer the option between 56.2 kWh and 67.1 kWh battery packs. The latter provides a WLTP range of up to 434 km (270 miles) in the B10 crossover, so expect a similar figure for the sleeker hatchback.
The automaker proudly states that the chassis setup of the B10 was developed with the help of Stellantis‘ engineering team and sports a 50:50 weight distribution and a multi-link rear suspension. The same could apply to the electric hatchback. The EV siblings could also share a similar interior layout, with a 14.6 inch infotainment display powered by the Snapdragon 8155 chip and running on the Leap OS 4.0 Plus system.
Stellantis didn’t announce pricing for the Leapmotor B05 hatchback, but it will be more affordable than the B10 crossover that currently starts from €29,900 ($35,000) in certain European markets. This would make it more affordable than the VW ID.3, which is currently priced from €33,330 ($39,100) in Germany.
China is reportedly preparing a ban on fully retractable car door handles starting July 2027.
Regulators cite minimal aerodynamic benefits, high failure rates, and safety hazards in crashes.
Automakers like VW and Audi are already moving toward safer semi-retractable alternatives.
Technology advances at such a rapid pace that sometimes it creates more problems than it solves. China’s regulators are preparing to crack down on what they see as a great example of that: fully retractable door handles. A new set of standards could explicitly prohibit hidden handles on new vehicles. If these become law, it could have ripples across the globe.
The proposed regulation, reported by Mingjing Pro, comes from the Ministry of Industry and Information Technology. It would ban fully retractable handles while still allowing semi-retractable versions. A key requirement is that all vehicles must include a mechanical backup system so doors can be opened during emergencies.
According to Car News China, the final rules could come out by the end of September. Enforcement wouldn’t start until 2027, so manufacturers would have a little time to get their production in order. Evidently, many automakers already know about this potential change, so they might already be working on a solution.
The Problem With Flush Handles
Flush door handles have been a hallmark of modern EVs, touted not just for their futuristic look but also their aerodynamic gains. Real-world data appears to throw a wrench in that latter point, though.
Engineers say that drag reduction due to flush handles amounts to just 0.005-0.01 Cd, saving about 0.6 kWh per 100 km. That’s a very small amount and even more negligible for those who charge at home. At the same time, adding the motors and mechanisms that make these doors work can add 7-8 kg of weight.
On top of that, we’ve reported on countless examples of door handles like this failing. Frozen motors can leave motorists stranded with no quick way into their car. Crash data indicates that handles can fail more than 30 percent of the time after side impacts. When it comes time for replacement, they’re far more expensive, too.
What Happens If China Bans Them?
If China does move forward with this ban, it could actually affect handles everywhere. Many automakers see the world’s biggest car market as a huge part of their own business plan. Changing their design to conform to such rules would likely mean keeping that same non-flush design in other markets as well.
Again, that wouldn’t stop automakers from using semi-flush handles, but it could stop fully flush ones from popping up in the future.
The S7 and P7 have failed to appeal to Chinese customers like Honda would have hoped.
Within a month of the S7’s market launch, its starting price was slashed by roughly $8,400.
The lack of hands-free autonomous driving is considered to be a notable disadvantage.
Legacy carmakers are learning that winning over Chinese buyers requires more than simply shipping in global models. To hold onto market share, they need to design electric vehicles tailored specifically for local tastes and expectations. Nissan has managed this with its Dongfeng-based N7 sedan, while Honda has attempted a similar approach with its locally developed Ye series. The results so far have been less encouraging.
Recent sales data from the country reveal that Honda’s sales in China fell 2 percent during the April-June quarter to a mere 2,900 vehicles. This comes despite the electric S7 and P7 recently landing in the local market. It would appear that the Japanese brand missed the mark with both of them.
Honda’s issues started with its pricing strategy. When launched in China, the S7 started at 259,900 yuan, or roughly $36,300. In most markets, that would be a very good deal. That is not the case in China. Less than a month after the S7’s launch, its price was slashed by 60,000 yuan (around $8,400).
Pricing isn’t the only hurdle. A report from Nikkei Asia snuggests that the performance and features on offer leave a little to be desired. Both the S7 and P7 are equipped with the Honda Sensing 360+ driver-assistance system, but neither includes any form of hands-free driving, which is becoming increasingly common in the People’s Republic new car market.
The Japanese brand isn’t throwing in the towel just yet, though. As a response, it announced a partnership with local firm Momenta to introduce more advanced driving-assistance technologies. Its market-specific EVs are also set to receive advanced artificial intelligence features from DeepSeek, meaning owners will be able to have in-depth conversations with the in-built AI.
Significant mechanical changes are also underway. Honda plans to start using cheaper lithium-iron phosphate (LFP) batteries for its Chinese models, something that will enable it to lower costs.
Honda Suffers, but Nissan Thrives
While Honda is struggling in China, Nissan is gaining strength. Its all-electric N7 was launched earlier this year priced from just 119,900 yuan ($16,800), and it secured 17,000 orders in the first month alone. Demand for it remains strong, and in August, the company delivered 10,148 examples. By comparison, none of Honda’s EVs have sold more than 10,000 units in any single month.
The all-new Smart #2 will debut in late 2026 as the successor of the discontinued Fortwo.
The first official teasers hint at a familiar silhouette, a tiny footprint and a two-seater cabin.
Designed by Mercedes-Benz and produced in China, the #2 will ride on a new EV platform.
After years of speculation, the long-awaited return of Smart’s tiny city car is finally taking shape. The Smart #2 is set to arrive in late 2026, stepping in as the successor to the discontinued fortwo and riding on a brand-new electric platform.
Official teasers reveal a familiar silhouette with a short hood, a generous height, and a tiny footprint. The rear glass appears to be slightly more inclined than the fortwo, but the shape is instantly recognizable. Just like its predecessors, the #2 will have a two-seater cabin.
According to the automaker, the new model will “integrate mindful technology solutions while evolving the unique characteristics that made the original smart fortwo an urban icon”. It’s a direct nod to the car that first appeared in 1998, went through redesigns in 2006 and 2014, and eventually bowed out in 2024.
New Platform, Electric Drive
While Smart was looking for a potential collaboration to develop the underpinnings, they finally managed to successfully pass the feasibility check with their own platform. The new #2 will ride on an “all-new proprietary architecture for ultra-compact vehicles” and will be exclusively offered with a fully electric powertrain.
smart
As with all modern smart products, the #2 will be designed and developed by Mercedes-Benz, with Geely being responsible for production in China. Naturally, it will be positioned as the entry point in the Smart lineup below the #1, #3, and #5 crossovers, and the rumored #6 sedan.
The Smart #2 will be sold in China, Europe, and “other selected global markets”. Its debut is scheduled for late 2026 but chances are we’ll see more of it in upcoming teasers as it enters the final stages of development.
A Word From The CEO
The company’s CEO, Tong Xiangbei, commented: “I’m thrilled to confirm a new two-seater smart – the Smart #2. Developing an ultra-compact vehicle on an entirely new all-electric architecture is far more complex than creating a larger car. But now, we’re ready. Thanks to the unwavering support of our shareholders, we’ve strengthened our production and development capabilities and successfully renewed our brand and product lineup. It’s the perfect moment to reinvent our iconic city car.”
Leapmotor is ready to expand its lineup with a new five-door hatchback.
The Lafa 5 is expected to share its underpinnings with the B10 crossover.
The fully electric model will be unveiled at the IAA Mobility Show next week.
A new player is about to join Europe’s compact EV hatchback scene, and it comes from a brand gaining momentum. Leapmotor, backed by Stellantis, has offered a first glimpse of its upcoming Lafa 5 before the official unveiling at the IAA Mobility Show in Munich on September 9. Positioned directly against Volkswagen’s ID.3, it marks the company’s first step into the competitive hatchback segment.
The shadowy teasers reveal a five-door silhouette with clean proportions and a sporty edge. Up front, the headlights carry Leapmotor’s recognizable LED design language, tying the car visually to the rest of its lineup.
Design Cues with a Twist
The front end with the short hood is slightly reminiscent of the pre-facelifted Kia EV6, the pronounced rear shoulders send Renault Megane vibes, while the full-width LED taillights at the back have a hint of Porsche (if you squint…). We can also see a roof-mounted LiDar sensor that hints at advanced driver assistance tech.
The hatchback is expected to sit on the same LEAP 3.5 architecture as the B10 crossover. That platform currently supports a rear-mounted motor with up to 215 hp (160 kW / 218 PS) and a battery pack offering as much as 67.1 kWh, so the Lafa 5 will likely share similar numbers.
A Record Month for Leapmotor
Leapmotor shared the Lafa 5 teasers on its social media accounts, celebrating a new record month in terms of sales. The brand delivered 57,066 units in August, which is an all-time high and represents an 88% increase compared to the same month last year.
The company’s vice president Cao Li described the Lafa 5 as a car designed for “young people who refuse to settle, conform, or be ordinary.” That ambition will put it directly in competition not only with the VW ID.3 but also with the Cupra Born, Peugeot E-308, Opel Astra Electric, MG 4, BYD Dolphin, and Renault Megane E-Tech.
More details are set to be revealed when the Lafa 5 takes the stage at the Munich Motor Show next week, so stay tuned for mow.
If you’re starting to lose count of the number of tech-heavy Tesla-hunting Chinese automakers, then we can’t blame you; it certainly is an extremely competitive space. Many of these brands and have significant backing from major players (many of them even state-sponsored) and are able to react quickly to local customers’ preferences.
But something all of China’s new crop are learning is that wins at home don’t easily translate into the next frontier that’s named “overseas sales”. Having to challenge the likes of established automakers that have become household names across most of the globe is no mean feat.
From what we’ve seen so far, Avatr realizes this – or at least their hiring and marketing departments do. Which is why, before getting behind the wheel of the 11 (pronounced “one one”, not “eleven”) I’m presented with a who’s who of European employees that have been brought in to Avatr’s fold. The company’s design center is based in Munich and is headed by Nader Faghihzadeh, who mastered his trade at BMW with an impressive 17-year stint.
What makes up Avatr is just as interesting, too. It was originally developed between Changan and Nio, with the latter exiting as it started to falter financially. But while the latter departed, two important new partners entered: tech giant Huawei and global battery supplier CATL.
QUICK FACTS
› Model:
2025 Avatr 11
› Dimensions:
4,880 mm (192.1 inches) Length
1,970 mm (77.6 inches) Width
1,601 mm (63.0 inches) Height
2,975 mm (117.1 in) Wheelbase
› Curb Weight:
2,180 kg / 4,806 lbs
› Powertrain:
Rear-wheel drive with 90 kWh battery
› Output:
190 kW (255 hp / 258 PS) and 370 Nm (273 lb-ft) of torque
› Transmission:
5-Speed Manual, 5-Speed Automated Manual, or CVT
› Performance:
0-100 kmh (62 mph) in 7.4 sec, 200 kmh (125 mph) top speed
› Range:
575 km / 357 miles (NEDC)
› On Sale:
Now
SWIPE
A True Luxury Offering
If you’re not convinced that Chinese automakers have made the jump to true luxury offerings, then the Avatr 11 serves as a rude awakening. The interior is loaded with plush surfaces, thoughtful features, and genuine comfort. My one complaint was the empty central console, as the space left for wireless phone charging looks bare without a device in there and the location is just a touch scratchy compared to the rest of the interior.
But that’s only because the heated, cooled, and massaging seats are trimmed in Nappa Leather and there are brushed aluminum effect trims around the cabin, including a Meridian-branded 25-speaker sound system ala Range Rover. And the steering wheel, of the quadrant variety, features a thick and well-designed rim, again wrapped in premium leather.
All four doors open and close electrically, which is slower than actually using your arms but makes for a cool party trick. Also of note is that, although there are buttons for the door release, there are also easy-to-spot emergency manual releases (Tesla, better take some notes if you will).
Our test car featured space for five, but there’s a four-seater option for that added luxury GT feeling. Front seat passengers are treated to their own 10.25-inch screen (the same size as the driver’s display), which can be used to play media or show other information related to the drive, while there’s a massive screen in the center too. Unlike the Avatr’s Deepal cousin, this central screen doesn’t swivel towards the operator, but at 15.6 inches, it’s large enough to forgo what is, if we’re honest, a bit of a gimmick.
As EVs begin to converge upon each other performance-wise, manufacturers are keen to capitalize on how their tech can be differentiated. Here, Huawei’s HarmonyOS shines as a system that has evidently been designed to complement the driving experience. Rather than offering a basic reskinned Android system, HarmonyOS in the Avatr 11 really offers that fluidity that more ICE systems should aim for.
Which is good and bad. Good, because virtually everything inside the 11 needs to be controlled through the interface, and bad because, well, it means virtually everything inside the 11 needs to be controlled through the interface. Going a step further than just hiding the climate control and fan speed behind a menu, the Avatr 11’s HVAC vent direction needs to be adjusted via the screen, which brings about the kind of infuriation reserved for watching someone hit “Reply All” to a company-wide email.
Those points aside, the interior of the 11 never fails to make you feel special. The Avatr’s party piece includes “zero gravity” mode for the front seats, allowing you to rest while recharging, enjoying that ridiculously elaborate sound system.
Exterior
The exterior of the 11 is an interesting one. The matte grey paint finish on our demo car, perhaps, wasn’t the best to accentuate as a design that actually looks fairly appealing from multiple angles. Regardless of hue, the high waistline, large wheel arches, and arch-filling 22-inch multispoke wheels really make the 11 imposing on the road.
The odd bit of black plastic on the front fenders is ordinarily used for Avatr’s autonomous driving tech, with radar and LIDAR sensors available in other markets. Also available in other models is an electrically deploying rear spoiler — not something you’d expect (or really want) on something that’s essentially a crossover SUV. Staying at the rear, you’ll notice the impractically small rear window is actually adorned by two flying buttresses, ala Jaguar XJS. In fact, it makes for an interesting design, which is less generic than other Chinese EVs that seem to be conforming to a rather dull mold.
Also of note is that, while this is playing in the crossover SUV space, it’s true identity is somewhat confusing. Technically, it could be labelled a sedan because the trunk is actually separated from the interior, with a trunk lid that doesn’t encompass the rear glass. However, people nowadays have fallen out of love with sedans and are totally into SUVs, thus automakers are, naturally, playing to their audience.
On The Road
While our test drive was brief, it was more than enough for us to come up to some pretty solid conclusions. This coupe-like SUV/crossover concoction manages to cocoon you inside, but at the expense of being able to see your extremities. It therefore feels like a big car with almost non-existent rear-view visibility, which makes your rely on the parking cameras a lot.
Speaking of huge, the massive 22-inch wheels are wrapped in Continental rubber – impressive when you consider most Chinese cars ride on cheaper, and much less performance-oriented, domestic market brands.
That’s not the only acclaimed name you’ll see on the 11. Behind those wheels lie painted four-pot Brembo calipers. Avatr likes to make noise about their lengthy list of OE suppliers, and while most names may be known to the nerdiest of nerds (i.e, most of you reading this), having four-pot Brembos on your EV is a flex in its own right to everyone from supercar owners to fast and furious devotees.
A shame then that the Avatr doesn’t really feel that sporty at all. The steering is numb, and the 22-inch wheels have a tendency to tramline in a way that isn’t what you’d call engaging. That said, despite not riding on air suspension, the ride is comfy, donk-like wheels and all.
There are two battery variants, the standard is a 90 kWh with 575 km of range or a 116 kW battery with 680 km of range on the NEDC cycle. Power is supplied to the rear wheels via a 190 kW motor with 370 Nm of torque. It’s enough to propel this decidedly heavy lump forward to 100 km/h in 7.4 seconds for the smaller battery, and 7.9 seconds for the larger battery.
There’s also a dual-motor all-wheel drive option available in other territories, which features a combined 425 kW of power for a 0-100 km/h time of just 3.9 seconds.
Conclusion
Despite spending less time than we’d have liked behind the wheel of the Avatr 11, it managed to impress us. Not because of drop-dead gorgeous looks, insane performance, or any one outstanding tech feature. But because, combined, it all comes together to offer something that is adequately differentiated from what can only be described as an onslaught of cookie-cutter EVs from the People’s Republic.
And when it comes to genuine luxury, the 11’s key points, such as tech, comfort, and interior ambience, have all been nailed. A European-styled EV with China’s cutting-edge tech doesn’t sound bad at all. In fact, it sounds very enticing. We bet we won’t be the only ones who will feel this way. The established players on the field, however, may start having serious reasons to worry about their own products. Which, in the end, will only benefit the ones that really matter: us.
China-based Dreame Technology wants to enter the automotive industry.
The company currently makes vacuum cleaners and household appliances.
They want to build an electric hypercar and pursue a top speed record.
Chinese automakers have been steadily pushing the limits of speed and track performance, often outpacing their Western rivals in recent years. Now, an unlikely challenger has joined the race: a company best known for its vacuum cleaners aims to build “the world’s fastest car.” Ambitious stuff for a brand that made its name chasing dust bunnies.
The company behind the plan is Dreame Technology, which refers to itself as the “Apple of China.” According to its website, Dreame’s current product lineup includes cordless and robotic vacuum cleaners, air purifiers, hair dryers, robotic lawn mowers, and pool cleaners. Founded in 2017, Dreame has since moved beyond its home turf, carving out a growing presence in the US and other international markets.
In a post on Chinese social media, Dreame laid out plans to enter the automotive world, following in the footsteps of tech groups like Xiaomi and Huawei. Unlike them, however, Dreame is aiming straight at the hypercar elite, setting its sights on Bugatti and Koenigsegg with a goal of chasing speed records.
It’s worth recalling that another company known for its vacuum cleaners, Dyson, once explored a Tesla-rivaling EV before shelving the project altogether as “not commercially viable.” Dreame clearly hopes for a different outcome.
The Ambitious Plan
According to the announcement, Dreame is not starting “from scratch”. Instead, the company plans to leverage China’s mature EV supply chain and manufacturing ecosystem, positioning itself “on the shoulders of giants.” That phrasing hints at potential collaborations with established suppliers or automakers, which could give the project more credibility than it might appear to have at first glance.
Dreame’s track record with innovation could work in its favor. By the end of last year, the company had filed more than 6,000 patents, some reportedly connected to electric vehicle technologies. According to Chinese media outlet Lyiou, Dreame Auto, the firm’s newly formed automotive division, already employs around 1,000 staff, including specialists from the vehicle manufacturing sector.
That figure sounds impressive, but whether it reflects the depth of expertise needed to challenge Bugatti or Koenigsegg is another matter entirely.
The same source indicates that the electric hypercar is set to debut in 2027. What remains unclear is whether the Bugatti-style silhouette shown in the official teaser represents the actual model in development. Either way, it will be worth watching to see if the finished product lives up to the ambitious vision behind it.
Record-Breaking Rivals
To understand what Dreame is up against, consider the current benchmarks. The official speed record for a production car is held by the SSC Tuatara, which hit 474.8 km/h (295 mph) in 2022. A prototype of the Bugatti Chiron Super Sport 300+ reached a top speed of 490.48 km/h (304.77 mph) back in 2019, but it didn’t count as a record because it wasn’t replicated in the opposite direction.
In August 2025, the BYD YangWang U9 Track Edition became the world’s fastest production EV, hitting an impressive 472.41 km/h (293.54 mph) at a test facility in Germany. The Chinese EV stole the record from the Rimac Nevera R, which had clocked 431.45 km/h (268.2 mph) in July 2025.
Below is a translated version of Dreame’s official announcement, shared with employees and the public:
Dear Dreame colleagues: Today, Dreame officially announces its plan to build the world’s fastest car. This was no light decision, nor was it a whim. From drafting our first car-building plan at Tsinghua SkyWorks in 2013 to now standing at the pinnacle of the global clean energy sector, we have spent twelve years waiting for Dreame’s “opportunity.”
We revere this industry. Car manufacturing is the crown jewel of industry, the ultimate battleground of technology, and a grueling, life-or-death expedition. Competition has become multi-faceted, all-encompassing, and high-intensity, challenging not only technological innovation and iteration speed but also system capabilities, supply chain integration, brand positioning, and global market insight. We understand that only with awe can we see the path forward clearly, and only with humility can we go further.
But we also believe that great dreams are born from fearlessness. We are fearless because we are clear-headed. We are not adventurers trying to “build from scratch,” but rather we stand on the shoulders of giants in Chinese manufacturing. Countless Chinese companies have, through decades of hard work, forged the world’s most mature electric vehicle supply chain and technology ecosystem.
Our mission is to achieve global optimization: using the right products, the right strategy, and the right pace to bring Chinese smart manufacturing to the world’s high-end market. We are fearless because we are uniquely born and bred in the global market. In China, we have become the undisputed leader in the cleaning sector. Globally, we hold the top spot in over 20 countries and regions. We consistently position ourselves at the high end, insisting on value over price.
We are one of the very few Chinese brands to quickly rise to the top in every market we enter. For this reason, we are often called the “Apple of China.” We know how to make global users pay for innovation and applaud our experience. This time, in the automotive sector, we will once again prove that Chinese brands can not only be high-end, but also become symbols of global consumer love. We are fearless because we are determined.
This is not a gamble, but a test. It will test all our past accumulation: technological research and development, organizational culture, global operations… We have made sufficient strategic preparations. But we also believe that the real barrier is not capital, but the ability to make the “right products.”
We will not waste a single penny on the wrong path. Fellow students, the automotive industry will be another full-scale explosion of our technological ideals and business acumen. We may not be the first to set out, but we will be the most determined. Because we are fearless, we dare to act; because we firmly believe, we arrive. Now, let’s set off together!
Major European and British automakers are shifting focus to larger and higher-end EVs.
A growing number of small EVs from China will combat the ever-growing size of new cars.
In June, roughly 10 percent of all new cars sold in the UK were from Chinese brands.
Few could have predicted just how quickly Chinese automakers would come to dominate the affordable EV market. In less than a decade, brands from the People’s Republic have gone from underdogs to leaders, reshaping global competition so dramatically that legacy carmakers have largely stepped back from the lower-cost segment, according to a new UK report.
The study, published by the FIA Foundation, highlights how the rise of small, budget-friendly EVs from China is pushing European and British manufacturers to concentrate on larger and more premium models instead.
China’s Growing Edge
“China, which now accounts for 27pc of global passenger car sales, has secured a competitive edge in manufacturing smaller EVs, with strengths across key aspects of EV production, including battery supply chains, manufacturing efficiency and software,” the report says. “It means China has evolved from a net importer of passenger cars before 2020 to the world’s largest net exporter.”
According to the report, this has led to European and British brands to cede the affordable car market. Of course, whether or not the car manufacturers themselves would admit this remains to be seen.
While EVs from China have been kept out of the US, they are becoming an increasingly common sight in the UK. Of all the new cars sold in the UK in June, roughly 19,000 of them were made by Chinese brands like MG, BYD, Omoda, and Jaecoo. Currently, there are more than 130 EV models available in the country and of these, 33 are priced under £30,000 ($40,200).
Small Cars, Big Potential
The surge in Chinese EVs could help to combat the swelling size of new vehicles. As noted by the chief executive of the RAC Foundation, Steve Gooding, “Our love affair with Fiesta-sized cars might swiftly be rekindled if more small, keenly priced EV models start coming to market,” he told Yahoo!.
Incentives from the nation’s Department of Transport could help to increase the number of small EVs on local roads. Discounts of up to £3,750 ($5,025) are available for new electric cars and more than 100,000 addition public charging locations are in the works.
Elon Musk says production of the Model YL might not be necessary thanks to autonomy.
If that doesn’t happen then he expects Model YL production to begin in the USA next year.
The new Model Y variant features six seats with two captain’s chairs in the second row.
Elon Musk finally addressed what so many have been asking for. The Model YL, an elongated version of the Model Y, was launched in China recently, but until now, we haven’t heard about whether or not it would actually come to America. The long and the short of it is, very likely next year.
The Model Y is Tesla’s best-selling car. In fact, it’s one of the best-selling cars worldwide across all brands. It’s not surprising then that fans would want the new six-seater version wherever they can get it. That kind of automatic demand made bringing the car to the U.S. seem like a no-brainer, and it still is, unless Musk finally accomplishes what he’s been promising for several years.
That promise is full-scale Level 5 autonomy to the point that it would negate the need for the Model YL. If that sounds a bit far-fetched, don’t feel bad. Musk has notoriously over-promised and under-delivered. Still, he finally addressed US production of the Model YL and brought up autonomy again.
In response to another person asking about the car on X he said “This variant of the Model Y doesn’t start production in the US until the end of next year. Might not ever, given the advent of self-driving in America.” No doubt, Tesla’s Robotaxi program is rolling out relatively fast, and faster than some cities say it legally can, but it’s far from a polished Level 5 system.
This variant of the Model Y doesn’t start production in the US until the end of next year.
Might not ever, given the advent of self-driving in America.
Every Robotaxi shuttling passengers around has an actual Tesla employee inside acting as a safety officer. On top of that, it begs the question that Musk didn’t respond to in his comment section. “Wouldn’t people with a lot of kids still want a 3-row SUV even with self-driving?” That didn’t come from some Tesla hater, either, but from the person the richest man in the world responded to in the first place.
Nevertheless, Musk isn’t saying exactly how larger families are supposed to get around, even if Robotaxi takes off. For now, expect Model YL production to begin in the USA late in 2026, or maybe even in early 2027.
The center includes a 1-mile (1.7 km) race track with a straight long enough to hit 136 mph.
BYD has also built the world’s largest sand dune climbing facility for car testing.
Ticket prices range from $83 to roughly $927 for the VIP package.
Porsche has its Experience Centers, and now Chinese juggernaut BYD has opened a massive, all-terrain driving experience center in Zhengzhou that’s basically a dream theme park for any automotive enthusiast. Many of the brand’s most impressive models are available to test at the site, including the all-electric Yangwang U9.
Perhaps the highlight of the facility is a 1-mile (1.7-km) race track with nine corners and a 1,804-foot (550 m) straight, long enough to let BYD’s flagship models hit up to 136 mph (220 km/h). Situated near the track is a 15,300 square-meter ‘dynamic paddock’ where cars can complete slalom and moose tests, and showcase their automated parking functions.
BYD has also built a large low-friction area with 30,000 smooth basalt bricks that gets covered in water, aiming to replicate driving on snow and ice. It’s even gone ahead and built a huge 70-meter-long pool. The latter isn’t for swimming in, but has been designed to showcase the YangWang U8’s ability to float and move slowly across water thanks to its advanced electric powertrain. Yes, despite the brand’s status and painstaking attention to detail, this isn’t something you’ll find at a Porsche Experience Center.
You also won’t find anything like BYD’s Sand Incline at a Porsche facility either. This massive sand dune has been certified by Guinness World Records as the highest and largest dune climbing facility for car testing, constructed from 6,200 tons of sand mimicking the sand found in the Alxa Desert. It also serves as a proving ground for the U8. The facility also includes a separate off-roading area as well as a large camping and relaxation area for visitors.
Four different tickets are available for those who’d like to experience all that BYD has to offer. The cheapest ticket, priced at 899 yuan or $83, includes a passenger ride in the YangWang U9 as well as experiences in one vehicle from BYD’s Dynasty or Ocean series. A pricier 999 yuan ($139) ticket is also offered, adding experiences with two Denza and Fang Cheng Bao models, including a track drive of the Z9 GT.
Two other ticket options are available. The first costs 1,999 yuan or $280 and includes experiences in both the YangWang U8 and U9, as well as the Dynasty/Ocean series models and cars from Denza and Fang Cheng Bao. A VIP ticket is also available, costing 6,666 yuan or $927. It includes access to all models and areas of the facility, as well as a one-night stay in a nearby five-star hotel.
Xiaomi plans to enter Europe’s EV market by 2027 and compete with Tesla and BYD.
The company expects its car division to become profitable by the end of this year.
BMW and F1 veterans have joined Xiaomi to develop its new European R&D center.
Xiaomi’s entry and subsequent expansion into the automotive world has been a revelation. Less than two years ago it wasn’t even building a single production car; now, it’s manufacturing the hugely popular SU7 sedan and YU7 SUV, both of which have received praise from both owners and reviewers. And come 2027, it won’t just be competing in China.
The company has been eyeing off an international expansion for quite some time, but has remained coy about which markets it would like to enter. However, while recently speaking on an earnings call, Xiaomi president Lu Weibing said the carmaker first plans to enter the European market by 2027 and go head- to-head with the likes of BYD and Tesla.
Xiaomi’s automotive push has been fueled by strong momentum at its home market. In the second quarter of 2025 alone, it delivered 81,302 vehicles, H1 total to 157,000. With production of the YU7 accelerating, deliveries are expected to increase, although some customers are already facing waits of more than a year.
Balancing Growth and Losses
Despite rapid sales, the technology giant’s automotive venture lost about 300 million yuan ($41 million) in the latest quarter. Still, co-founder Lei Jun recently said Xiaomi’s carmaking division will become profitable in the second half of 2025, reports Bloomberg.
Earlier this year, it was revealed that Xiaomi is recruiting personnel to work at a new European research and development center. Noteworthy hires include Rudolf Dittrich, who has previously worked at BMW, as well as the Williams and Sauber Formula 1 teams, while former BMW employees include Dusan Sarac and engineer Jannis Hellwig.
What Europe Might See First
It remains to be seen which Xiaomi model will be the first to launch in the Old Continent, but the firm likely hopes to sell both the SU7 and YU7 in the region. It is also hard at work on a third model, currently known as the YU9. This will take the form of a large SUV and will be an EREV with a 1.5-liter turbocharged engine and two electric motors.
Reports in 2024 and 2025 said China controls up to 90% of global drone markets.
Mediareports citing market research firm Drone Industry Insights said China controls nearly 90% of the global commercial drone market.
The U.S., reliant on Chinese-made parts, is “years behind building the manufacturing infrastructure that could come close to rivaling China’s,” Forbes reported.
MIT Technology Review reported that DJI, one China-based drone maker, has more than a 90% share of the global consumer market and that the supply chain there is “so competitive that the world can’t really use drones without it.”
The Atlantic Council think tank said China’s market dominance means Chinese-made drones operating in the U.S. can send sensitive information to China and gives China a military advantage.
U.S. Transportation Secretary Sean Duffy, a former Wisconsin congressman, raised the issue Aug. 5.
This fact brief is responsive to conversations such as this one.
The base version features a 76 kWh battery and rear motor producing 295 hp (220 kW).
AUDI’s most range-focused model has a 100 kWh pack and 480 miles (773 km) of range.
Sitting at the top of the range is the Flagship Quattro dual-motor version with 776 hp.
A few months after Audi unveiled the all-electric E5 Sportback in China under its new all-caps AUDI brand, pricing for the model has now been confirmed. As is often the case with new EVs in China, the E5 arrives at surprisingly low prices, even by the country’s competitive market standards.
The pitch is simple: blend German engineering and build quality with the advanced tech features that Chinese automakers have made their trademark.
Four different versions of the E5 will be offered: the Pioneer, Pioneer Plus, Pioneer Quattro, and Flagship Quattro. Prices for the base Pioneer started at 235,900 yuan or $32,800. This version comes with a rear-mounted electric motor delivering 295 hp (220 kW) and is equipped with a 76 kWh battery pack. It has a claimed range of 384 miles (618 km) on the CLTC cycle.
Sitting above this model is the Pioneer Plus. It retains the rear-wheel drive layout, but power has been increased to 402 hp (300 kW). It also comes standard with a larger 100 kWh battery pack, bumping up the price to 269,900 yuan ($37,500), and growing the range to 480 miles (773 km).
Starting at the same price is the Pioneer Quattro. It has a smaller 83 kWh pack, but dual motors, delivering a combined 518 hp (386 kW) and covering 387 miles (623 km) on a charge.
The Flagship Quattro model is priced from 319,900 yuan ($44,500), which is still very reasonable. It has a 100 kWh battery, 402 miles (647 km) of range, and pumps out an impressive 776 hp (579 kw). That’s good enough to send it to 100 km/h (62 mph) in just 3.4 seconds.
All AUDI E5 Sportback models come standard with a LiDAR, three millimeter-wave radars, 11 cameras, and 12 ultrasonic radars for an advanced driver-assistance system.
Dominating the interior of the new EV is a huge 59-inch screen that stretches the entire width of the dashboard and includes displays for the digital wing mirrors. For an Audi, the cabin is quite minimalist, bathed in soft-touch leather and Alcantara, and complete with two wireless phone charges.
Deliveries of the E5 Sportback are scheduled to begin next month. For now, the model remains exclusive to China, though its combination of price, power, and technology could make it an appealing export candidate if demand proves strong.
Tesla has introduced the new Model Y L in China, which is a long-wheelbase variant.
It’s 7 inches longer than the regular crossover and features a six-seat interior.
Costing an extra $3,550, the Model Y L sports revised styling and a larger display.
Long-wheelbase vehicles are popular in China and Tesla has finally hopped on the bandwagon with the Model Y L. It’s a six-seat crossover geared towards growing families.
Jumping right into the numbers, the electric crossover measures 195.9 inches (4,976 mm) long, 83.8 inches (2,129 mm) wide, and 65.7 inches (1,668 mm) tall. This means the Model Y L is 7 inches (179 mm) longer than the regular model and is 1.7 inches (44 mm) taller.
Despite being significantly larger, the vehicle is instantly recognizable as a Model Y. However, the long-wheelbase variant is distinguished by a revised greenhouse, longer rear doors, and unique 19-inch wheels. It also has a more pronounced rear spoiler.
The updates continue inside as the 15.4-inch infotainment system has been replaced by a larger 16-inch display. More notably, there are second-row captain’s chairs that have heating and ventilation as well as power-folding armrests and a power-folding seat function.
The heated third-row seat looks a little tight, but it folds flat at the push of a button. We can also see rear air vents and cup holders.
If cargo is more important than people, you’ll find 89.7 cubic feet (2,539 liters) of storage space. That’s 14.2 cubic feet (401 liters) more than the regular Model Y.
Other notable highlights include a panoramic glass roof and acoustic glass to keep the cabin hushed. They’re joined by an 18-speaker audio system and an 8-inch rear display.
Tesla only revealed a handful of powertrain details, but confirmed the Model Y L has a dual-motor all-wheel drive system and a CLTC range of 467 miles (751 km). The crossover can accelerate from 0-62 mph (0-100 km/h) in 4.5 seconds, which is 0.2 seconds slower than its smaller sibling.
Given the larger dimensions, it’s not surprising to learn the crossover gains 212 lbs (96 kg) of weight to tip the scales at 4,603 lbs (2,088 kg). To cope with the increased mass, the Model Y L has an “upgraded suspension” that “allows for smooth and precise vehicle control in corners and on various terrains.”
The long versions starts at ¥339,000 ($47,199), which is only ¥25,500 ($3,550) more than the all-wheel drive Model Y. Automatic Emergency Braking, Forward Collision Warning, and Lane Departure Prevention come standard, while two driver assistance packages give you more advanced options.
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