Wisconsin lawmakers who have sought to address child safety online told the Wisconsin Examiner on Thursday that a settlement worth up to $17.1 billion between the owner of Facebook and Instagram and most states in the U.S. is a win, but that it leaves a lot to be done to protect kids.

Wisconsin was one of 47 states involved in a lawsuit, filed in 2023 against Meta, that alleged that the social media giant purposely designed its platforms with addictive features, knew it was exposing children to serious mental harms and intentionally misled the public about the safety of those platforms. 

Wisconsin is set to receive between $219 million and $313 million from the settlement, depending on whether other social media companies agree to the terms. The company in its settlement did not admit to wrongdoing.

For years, concerns about the safety of children online and efforts to protect their mental and physical health have been bubbling up. Wisconsin has adopted laws to ban cellphones during class time and recently expanded its Wisconsin’s Internet Crimes Against Children Task Force.

Rep. Lindee Brill (R-Sheboygan Falls) and Rep. Renuka Mayadev (D-Madison) were part of a group of lawmakers tasked with studying ways the state could protect children online during the 2025-26 legislative session. The task force resulted in an array of proposed bills aimed at addressing the issue, though many — including barring addictive features online for young users, age verification requirements, prohibition against chatbots for children without safety features and mental health warning on social media — did not become law.

“It’s unfortunate that it got to the point that we’ve seen children lose their lives, go through mental health situations,” Brill said. “I believe these platforms understood what they were doing was damaging to children, so while it’s a win, it’s unfortunate that we had to reach a settlement to get this taken care of when this wasn’t addressed previously.”

Mayadev said Meta “capitulated” with the settlement and that “it’s about time” something was done.  

“Young people are feeling more than ever lonely, have had increased suicide ideation, have had more anxiety and eating disorders. We’ve just seen the tremendous detrimental effects of social media,” Mayadev said. 

Both lawmakers said that the settlement is just a start.

During a Wednesday press conference, Wisconsin Attorney General Josh Kaul said the settlement is the largest Big Tech settlement in the history of the country and the largest state consumer protection settlement since the settlements with Big Tobacco in the 1990s. 

According to the New York Times, the Meta settlement’s base cost will be $12 billion, but an additional $5 billion will be paid by Meta if other social media companies also agree to pay in $5 billion. The company has also agreed to the two-hour limit on screen time for children, though it could be decreased to a one-hour limit if other companies agree to the same.

Kaul said the next step is to determine where the funding should go. 

“What I’m going to be doing is everything I can to put these funds toward keeping kids safe in Wisconsin,” Kaul said. The funds, he added, could go towards initiatives such as crisis intervention services, after-school programming and digital wellness use and mental health programming.

Brill noted that while the settlement seems like a lot of money, it is only a small portion of what the multi-trillion dollar company brings in each year.

“I don’t think we can put a worth on the number of children and the damage it’s caused, so while we should celebrate it, I think it’s a cautious celebration because there’s so much work to do and so much loss that came in the meantime,” Brill said. 

Brill and Mayadev said they’d both like lawmakers to be involved in conversations over where the funds are allocated.

Kaul said the most important piece of the settlement is the sweeping safety changes Meta has agreed to make to its platforms. 

“I hope they can set a new standard for the entire industry so that kids who are using social media can stay safe and remain healthy as they’re online,” Kaul said. 

Changes include stronger age verification of users between the ages of 13 and 17, mandatory pauses at 15 minutes, 60 minutes and 90 minutes, limiting screen time for teenagers up to 17 for two hours a day, restrictions on access at night and an elimination of push notifications during school hours. 

“We’re gonna see stronger, more friendly, user-friendly parental controls in place as well, so parents are going to be able more easily to play a larger role in limiting their kids’ use of these platforms,” Kaul said. Beauty filters — which distort a user’s face in real time to change its shape or add makeup — will also be limited. 

Brill said she thinks a key part of the settlement is that the company appears to be keeping “parents in the driver’s seat .” She said she will be interested to see whether the other companies agree, however. Some of the work, she said, will be continuing to push for state-level laws that can address the issue, which she described as nonpartisan. Brill does not face a challenger in her bid for reelection this year. 

“I met some of the families who have had things happen with their children, and it’s absolutely devastating, and it doesn’t matter which way your house votes; it affects everybody,” Brill said. “We’re just seeing the mental health of our state and our children, being so affected by this, so my hope is we can make a smart decision with [the settlement funds], and that we can, as a Legislature, continue to move forward and introduce great legislation to a governor’s desk that’s willing to work with us on it.”

Mayadev said she doesn’t think  the settlement’s guardrails are sufficient.

“Why would we trust the company who has put our children in harm’s way to come up with the solution to protect them?” she said. “No parent — and I’m a parent — should feel like ‘OK, well now let me just hand over the phone and the social media apps because Meta and the other big tech CEOs are gonna care for my children.’”

Mayadev said that ideally regulations on companies would be put in place on a federal level. She said legislation would ensure it is the company’s obligation to make sure platforms are safe rather than burdening parents. She said that “children are bright” and can likely find ways around some of the changes that are being discussed. 

“At the federal level, we need our congressional folks to act because then we’d have uniform guardrails, guidelines for everybody in the United States to adhere to and to protect children,” Mayadev said. “If Congress continues not to act, we’re going to have to do it at the state level, and then what the problem with that is, it’s piecemeal. What we do is different than Minnesota, which is different than Michigan or Ohio.” 

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

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

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

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

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

MG

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

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

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

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

The Battery Rental Math

MG

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

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

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

We’ve seen several Chinese car brands come and go over the past few years, failing to crack the ultra-competitive market in their home country or overseas. It’s a cut-throat industry, and new brands have to nail the performance, safety, technology, and practicality requirements of car buyers, all while delivering at a price point that most Western legacy brands couldn’t dream of matching.

Among those Chinese brands that appear to have proper staying power is Zeekr. The company was founded just five years ago as one of Geely’s EV- and plug-in-hybrid-focused luxury brands, and has already made aggressive expansions outside China into countries across Europe, Asia, Australia, and New Zealand.

Review: 2026 Zeekr 7X Performance Is Proof That Tesla Isn’t The Benchmark Anymore

Earlier this year, we spent a few days with the superb Zeekr 7X, finding it to be not only a real Tesla Model Y rival but also a legitimate competitor to the BMW iX3, all at a far lower price. For as impressive as the 7X is, Zeekr has several even more enticing products just around the corner, and we recently put a handful of them to the test, on snow and ice, no less.

The focus of this preview was to get behind the wheel of the Zeekr 8X and 9X, two uber-luxurious SUVs that will land in Australia next year. Aimed at the BMW X5 and BMW X7, respectively, they both have the potential to shake up the luxury SUV market. We also spent some time behind the wheel of the smaller Zeekr X, the new 7GT shooting brake, and the brand’s wild 001 FR.

Zeekr 8X

Due to time constraints, we didn’t get to drive the 8X, but we did get an up-close look at it and thoroughly explored the interior. It became immediately apparent that legacy brands like BMW, Mercedes-Benz, and Audi should be worried.

Measuring in at 5,100 mm (200.8 inches) long, 1,998 mm (78.7 inches) wide, and standing 1,780 mm (70.1 inches) tall with a 3,069 mm (120.8-inch) wheelbase, the 8X is roughly 170 mm (6.7 inches) longer than an X5 and has 94 mm (3.7 inches) extra length between the wheels. It’s pretty big then, and it’s available with two or three rows of seats.

I’ve said it before, and I’ll say it again – Chinese brands have shattered the illusion that you need to pay premium money to get a high-class, luxurious interior. Zeekr says it wants to combine BMW’s luxury with Tesla’s technology. In the case of the 8X we experienced, it’s noticeably more luxurious than any X5, with premium leather surfaces, plenty of metallic touches, a suede headliner, and massive dual screens across the dashboard. In China, car buyers love having a big screen for the front-seat passenger, although we’re not convinced Australian buyers will be quite as receptive. The premium feel continues into the rear with plush seats, tables folding out from the front seats, and Mercedes-style seat adjustments on the doors.

Then there’s the performance. Local specifications haven’t been confirmed, but in China, the 8X uses a 2.0-liter turbocharged four-cylinder engine paired with either two or three electric motors. The dual-motor version delivers 660 kW (885 hp), while the tri-motor has 1,030 kW (1,381 hp) and 1,410 Nm (1,039 lb-ft) of torque, and offers 55 kWh and 70 kWh batteries.

The Chinese Cullinan

Photos Brad Anderson/Carscoops and Zeekr Australia

The Zeekr 9X takes things to another level entirely. It’s absolutely massive, measuring 5,239 mm (206.2 inches) long and featuring a 3,169 mm (124.7-inch) wheelbase. In Ningbo, China, where Zeekr is based, it’s been nicknamed the ‘Hangzhou Bay Cullinan,’ and since launching in late 2025, more than 62,000 examples have been sold. Not only will it soon land in Australia, but it’s also heading to Europe.

Like the 8X, the 9X uses Zeekr’s advanced new 900-volt electrical architecture. It is also available with 55-kWh or 70-kWh batteries and is configured as standard with a 2.0-liter turbo and either two or three electric motors. The example we drove was the tri-motor version, delivering a hypercar-rivaling 1,030 kW (1,381 hp) and 1,410 Nm (1,039 lb-ft) of torque. Zeekr isn’t saying whether or not Australia will get this version, but in Europe, power has been capped at 660 kW (897 hp), so something similar may be done Down Under.

While I did drive the 9X in the snow, it was only for a few minutes, and objectively, it’s difficult to comment on how it performs based on that. On first impressions, it doesn’t feel too big, nor does it feel overpowered. We’re eagerly awaiting its local arrival to give it a proper test. For now, I can say it feels surprisingly dynamic given its size and weight, is happy to kick out its tail, and is easy to hold powerslides with.

Beyond the driving, or lack thereof, the 9X feels absolutely deserving of its nickname. It feels more special inside than an X7 and is more akin to a Mercedes-Maybach GLS in fit, finish, and choice of materials. As one industry colleague told me, it even seems to out-Cullinan a Cullinan, and that’s high praise. Whether or not it’ll stand the test of time like a Rolls-Royce remains another question, of course.

Photos Brad Anderson/Carscoops and Zeekr Australia

The front half of the cabin is great, with a digital instrument cluster and a central infotainment screen as standard, although it is also offered in China with a passenger display. Taking lessons from the 007 sedan, which was almost entirely devoid of physical buttons, Zeekr has ensured that all subsequent models, including the 9X, have plenty of real switches, dials, and knobs.

The second row is the standout, featuring a pair of massive captain’s chairs similar to those in Zeekr’s 009 minivan. With heating, ventilation, and massaging functions, the 9X has them all, and the seats can even spin around 180 degrees.

Drifting On Snow

While I’ve driven on snow before on ski trips and the like, I’ve never had the opportunity to push EVs and plug-in hybrids with supercar power to their limits on snow and ice before. All the cars we tested were equipped with studded winter tires, but, as you’d imagine, they were all happy to kick out their tails with a healthy dose of throttle.

Photos Brad Anderson/Carscoops

I spent a good part of the session on snow behind the wheel of the refreshed 2026 Zeekr X, the company’s entry-level SUV. In all-wheel-drive configuration, it uses a 66 kWh NMC battery and has a pair of electric motors with 365 kW (489 hp) and 573 Nm (423 lb-ft) of torque. On the road, it can apparently hit 100 km/h (62 mph) in just 3.7 seconds.

While I wasn’t able to put the straight-line acceleration to the test, I was able to explore the X’s dynamics through a series of oversteer exercises and slaloms that were set up for us. Typically, the X doesn’t let owners completely turn off the traction and stability control systems, but the ones we tested had been tweaked to shut them down.

Yanking hard on the steering wheel and pinning the accelerator is enough to send the X into easily controlled drifts. Much to my surprise, while enjoying some sideways action in the X, I never yearned for driving something with a combustion engine.

The Zeekr 7GT is one of the company’s most exciting new models. In July, it and the BMW iX3 became the first two cars to earn five-star safety ratings under Euro NCAP’s overhauled testing procedures. While we spent plenty of time driving it, we can’t yet comment on how it feels. Another Zeekr product I can comment on is the 001 FR.

Hypercar Power In A Sedan

The 001 was Zeekr’s first model, a sleek shooting brake originally designed for the Lynk & Co brand but later adapted for Zeekr. Because of this, it’s at odds with the designs of other Zeekr models, instead sporting the design language of Lynk & Co. In FR guise, it’s an animal.

The car is fitted with a 100 kWh CATL battery and has four electric motors, combining to produce 1,248 hp that’s enough to send it to 62 mph (100 km/h) in just 2.02 seconds. It could be considered Zeekr’s answer to the Tesla Model S Plaid, though it’s arguably even more track-focused, with a host of carbon-fiber parts and huge AP Racing brakes.

Despite its extraordinary power, the 001 FR doesn’t feel intimidating, at least not on snow. It’s far more rear-biased than the likes of the X, 8X, and 9X, only requiring small throttle inputs to kick out the tail and hold slides.

Final Thoughts

Zeekr Australia

Regardless of how you may feel about the age of electrification, there’s no denying we are living in very exciting times for the auto industry. In America, the EV evolution led to the creation of exciting firms like Rivian and Lucid, both of which have proven that a brand doesn’t need a century of history to develop, manufacture, and sell class-leading vehicles.

The same thing has happened in China. Thanks to huge investments from conglomerates like Geely and Chery, as well as juggernauts like BYD, the era of high-performance, ultra-luxurious vehicles being attainable only by the rich is long gone. Zeekr is still in its infancy, and there’s no telling where it’ll be in a decade, or two, or three decades. What it’s been able to build in the last five years is impressive, and vehicles like the 8X and 9X suggest the future is bright.

Whether Zeekr can attract Western buyers from established premium brands remains to be seen. In the segments where the 8X and 9X will compete, buyers of vehicles from rival brands like BMW, Mercedes, Audi, Land Rover, Bentley, and Rolls-Royce are fiercely loyal to what they know. If Zeekr can get prices right and deliver good after-sales service, there’s little stopping it from achieving the same success it’s enjoying in China elsewhere.

Zeekr Australia

Owning an EV in the UK is about to become much more convenient. In the coming weeks, BYD will introduce its first Flash Charging stations in the country, dramatically reducing charging times and potentially convincing many to make the jump and purchase their first electric car.

Unveiled earlier this year, BYD’s Flash Charging stations have already been deployed en masse across China and are now rolling out in Europe. Each charger includes two connectors, and when one is in use, peak charging speeds of 1,500 kW can be achieved. When both connectors are being used by two vehicles, each plug can supply up to 1,000 kW.

More: BYD Says Five-Minute Charging Adds 310 Miles, BMW Says Read The Fine Print

Charging speeds are extraordinary. It takes just five minutes to charge a battery pack from 10-70 percent, and a mere nine minutes to charge from 10-97 percent. Even in freezing temperatures of -30°C (-22°F), a 20-97 percent charge takes just 12 minutes.

To get an idea on how far ahead of the pack that is, Tesla’s UK Supercharger network runs V2 units at 150 kW and V3 and V4 units at 250 kW. On a 250 kW post, a Model 3 needs around 25 to 30 minutes to go from 10 to 80 percent, or 15 minutes to pick up roughly 170 miles (274 km) of range. V5 hardware is coming and will reach 500 kW, assuming your car can actually take it. That is still a third of what BYD is quoting.

World-Leading Battery Tech

The secret to these extraordinary charging speeds is the batteries. Each Flash Charger uses two on-site storage batteries, each with a capacity of 185 kWh. The energy from these batteries is then transferred to the vehicle. The storage batteries are charged and topped up via the grid at speeds of up to 560 kW.

BYD plans to install 300 Flash Charging stations across the UK over the next 12 months, focusing on BYD and Denza dealerships as well as motorway service stations and existing charging hubs. The brand’s first model to support 1,500 kW charging is the Denza Z9 GT. BYD’s latest-generation plug-in hybrid models with the Blade Battery 2.0 also support ultra-fast DC charging, starting with the D9 MPV.

Read: An Oil Giant Is Ripping Out Its Gas Pumps To Install BYD’s 1,500kW Flash Chargers

Charging prices have not yet been announced. BYD says that owners of compatible vehicles will qualify for preferential electricity rates “that will be considerably lower than prevailing ultra-rapid charging retail prices” across the country. EVs from other brands will also be able to use the chargers, although they will have to pay more.

Volkswagen’s commercial division is bringing two premieres worth a look to the Caravan Salon 2026 in Germany. The headliner is the ID. California Cruise concept, which previews an entire family of electric campers. Next to it sits a California Beach kitted out with inflatable kitchen and bed modules, the idea being that one vehicle can handle the daily commute and the weekend escape without asking you to pick a side.

Starting with the ID. California Cruise, the company has yet to publish photos but confirmed it will be based on the ID. Buzz platform. The concept is expected to go a step further than the already available Good Night kit, which adds a folding bed, window blinds, and a 48-hour climate control mode for €2,600 ($3,000).

More: VW’s $3K ID.Buzz Camping Kit Adds A Bed And Runs The A/C For Two Full Days

Volkswagen Commercial Vehicles

VW says the ID. California Cruise “lays the foundation for a new family of electric campervans set to arrive step by step through 2028”. The company had confirmed a California version of the ID. Buzz back in 2023, though the project stalled over worries about market demand. The rest of the details will land during Caravan Salon in Düsseldorf, which runs from August 28 through September 6, 2026.

Blow-Up Camping

Alongside the electric concept, VW has revealed a pair of inflatable interior modules for the T7-based California Beach in partnership with startup Stuff Bubble. Instead of leaning on heavy, permanently mounted wooden cabinets and metal framing that eat into everyday usability, the two companies looked to kitesurfing, paragliding, and inflatable tent structures for the ultra-lightweight modular system.

Volkswagen Commercial Vehicles

The inflatable kitchen measures 120 x 44 x 47.5 cm (47.2 x 17.3 x 18.7 in) and clips straight into the existing luggage shelf mounting rails of the California Beach. It weighs under 10 kg (22 lbs) and includes an integrated closed water circuit. A split design lets you use it inside the vehicle or pull it out and set it up at a campsite or a lakefront pitch.

More: VW Wants $72K For A Camper That Comes Without The Camper

The inflatable bed system features a breathable multi-layer construction measuring 200 x 134 cm (78.7 x 52.8 inches). It can be configured as a single bed weighing 6 kg (13.2 lbs) or a double bed weighing 12 kg (26.5 lbs). Combined with the upper pop-up roof bed, the van to sleep up to four adults.

One-Person Setup, Zero Dead Weight

Volkswagen Commercial Vehicles

VW claims that the kitchen and the bed can be installed and removed by a single person in a matter of minutes. The setup converts the van into a fully functional camper without forcing owners to haul around permanent additional weight during routine city driving. Furthermore, the modules can also be adapted to fit the rest of the Multivan T7 lineup, which recently gained subtle styling upgrades and new screens.

More: The New VW Caddy Gets The Golf’s Best Screen And Its Worst Touchscreen Habit

The inflatable modules will be showcased at the Caravan Salon in a California Beach. There, the automaker plans to gather customer feedback “to help shape future development” meaning we could be seeing the accessories enter production in the near future.

Stefan Mecha, CEO of Volkswagen Commercial Vehicles, said that the new product “appeals to customers who do not want a permanently fitted interior but still want to enjoy the comforts of camping on spontaneous getaways, festival weekends or outdoor adventures.”

In many parts of the world, EV charging infrastructure has failed to keep pace with the electric cars and batteries it’s supposed to serve. That’s not the case in China, where BYD has been rapidly expanding its network of 1,500 kW Flash Charging stations, most recently teaming up with state-owned petroleum giant Sinopec to turn gas stations into EV charging locations.

The two companies have been working together since mid-2024, and the fruits of their labor have been shown at a new charging station in Shanghai. Previously, this had been a gas station operated by Sinopec, but the oil giant obviously saw the trend among Chinese buyers towards EVs and plug-in hybrids, and knew it had to get into the EV charging game.

Read: BYD Says Its New Battery Can Recharge As Fast As Filling Up Your Gas Tank

While this is the first Sinopec location converted into a Flash Charging hub from BYD, it won’t be the last. Plenty more of the company’s fuel stations are slated for the same treatment. Running at up to 1,500 kW, these chargers can take a battery from 10 to 70 percent in five minutes, and from 10 to 97 percent in as little as nine.

A Look Into The Future

Thanks to the ultra-fast design, they don’t need to be arranged like typical DC chargers. Instead, they’re set up like gas pumps with six large T-shaped chargers installed at this site, each with two plugs. As this site was once a gas station, it still includes a small convenience store and a lounge where owners can sit while their cars are charged.

For years, EV critics have been stating that charging an EV would never be as quick as filling up a combustion-powered car. Not only has BYD’s Flash Charging brought charging speeds almost in line with pumping gas, but it’s now started to actually replace gas stations. In the event of a blackout, each Flash Charger has four spare Blade batteries with a capacity of 169 kWh or 185 kWh, which can be used to top up the brand’s eligible EVs and PHEVs.

BMW is preparing a mid-lifecycle update for the 5-Series, and fresh spy shots have caught the Touring variant in the final stages of development. The refresh brings Neue Klasse tech and styling cues to the executive model, though the wagon’s changes look more restrained than what we’ve seen on the new i3, iX3, and X5.

The current generation of the 5-Series arrived in 2023, with the Touring joining in early 2024. The first prototypes of the facelifted version were spotted in March 2025. More recent sightings in December 2025 hinted that BMW reworked the design partway through, adding a more conventional kidney grille.

More: BMW’s Neue Klasse Plan Starts To Blur As You Look At The 2027 5-Series

This latest prototype, caught in Germany, wears a similar look, but a closer inspection suggests the grille could be a camouflage add-on rather than the real production piece. The reshaped headlights are visible too, playing up the shark-nose effect alongside a sportier front bumper.

Baldauf

The profile is largely carried over from the current model, although BMW might add new colors and wheel designs. At the back, the highlight is the new LED graphics on the taillights, which retain the same outer shape. The camouflage wrap prevents us from seeing more details, but we also expect redesigned trim on the bumper.

More: BMW Is Taking The Next i5 In A Direction The 5-Series Won’t Follow

The bigger shifts happen inside, where the cabin borrows tech from the Neue Klasse i3, iX3, and X5. The current digital cockpit makes way for the new Panoramic iDrive, paired with a large infotainment touchscreen, an optional passenger display, and a 3D head-up display.

Under the skin, the 5-Series will likely remain available with mild-hybrid, plug-in hybrid, and fully electric powertrain options, retaining the CLAR underpinnings. The flagship M5 is also scheduled to receive the mid-cycle update and will likely be the only variant available in Touring bodystyle in the US market.

More: 2027 M5 Gets A New Face And A Bavarian Butt Lift

BMW remains tight-lipped on the mid-lifecycle update of the 5. However, the latest reports suggest that production might commence at the Dingolfing plant in Germany in mid-2027. A public debut is expected early next year, with a potential arrival to the US market as a 2028 model. The main rivals of the BMW 5-Series are the Mercedes-Benz E-Class and the Audi A6.

Baldauf

Stelato, the Chinese company operated by BAIC and Huawei through the Harmony Intelligent Mobility Alliance (HIMA), has just revealed its first luxury SUV, the G9. Although it doesn’t have a very evocative name, the G9 does seem to have plenty going for it.

Read: Rolls-Royce Won’t Touch Minivans, But China Will

At 204.9 inches (5,206 mm) long, 80.7 inches (2,050 mm) wide, and 74.6 inches (1,897 mm) tall, riding on a 124.4-inch (3,160 mm) wheelbase, the G9 slots between a Land Rover Defender 110 and a Defender 130 in length, though it sits lower and stretches its wheelbase further than either. Like a growing number of SUVs coming out of China, it leans hard into luxury, pitched as a home-away-from-home for buyers who want their adventures wrapped in technology.

Two Powertrains, One Big Number

Stelato has confirmed both range-extender and battery-electric versions of the G9. The EREV pairs a 1.5-liter turbocharged four-cylinder with a sizable 75 kWh battery pack and two electric motors making 586 hp. Stelato says this setup is good for up to 849 miles (1,366 km) between fuel and charging stops.

Those wanting complete silence while they drive will be able to order the G9 as a BEV with a larger 120 kWh battery and the same two electric motors, also delivering 586 hp. This version will have a range of 452 miles (728 km). We don’t have any information about charging times, but the G9 does include an 800-volt high-voltage electrical architecture, so it should support quick DC top-ups.

There’s nothing particularly remarkable about the G9’s exterior design, although the flashings of silver accents do make it stand out. The LED headlights and taillights are sharp too, and those headlights can project images onto the road ahead. There’s an advanced LiDAR sensor on board as well. Stelato clearly wants G9 owners thinking about the outdoors, showing the SUV with a large rooftop tent and a two-post awning.

A Tech-First Cabin

Both two- and three-row versions are on offer, with 2+3 and 2+2+2 seating layouts. The cabin is every bit the tech showcase you’d expect, built around a fully digital, three-display dashboard in the mold of a Mercedes.

Pre-sales have already begun in China, where the G9 starts at 439,800 yuan, or a little over $65,000.

Dongfeng Nissan has unveiled the NX7, a model that will grow the automaker’ new energy vehicle lineup in China. The electrified SUV will slot in below the larger NX8, borrowing a lightly reworked design language along with the brand’s newest tech.

The Nissan NX7 retains the sleek curves of the NX8 but some of its features have been evolved. The centerpiece is a fresh take on split LED headlights, positioned on either side of a grille-less nose that carries an illuminated Nissan badge. Up top, the daytime running lights drop the full-width LED bar seen on earlier models, and the lower clusters wear a plainer shape.

More: Nissan’s 2027 Rogue Is Gunning For The RAV4, And Its Hybrid Works Nothing Like Toyota’s

Other highlights includes a sculpted hood, semi-enclosed door handles, and the lack of plastic cladding around the wheel arches. The rear end loos familiar with slim full-width LED taillights but the NX7 has a distinct C-pillar with dark trim connecting the rear quarter windows with the rear glass.

A roof-mounted LiDAR unit and additional sensors point to a fairly sophisticated ADAS setup. On size, the NX7 likely lands somewhere between the 183-inch (4,648 mm) Rogue / X-Trail and the 191.7-inch (4,870 mm) NX8.

Dongfeng Nissan / Weibo

Dongfeng Nissan didn’t get into specifics, but the NX7 will likely ride on its local Tianyan NEV architecture which already underpins the N6 and N7 sedans and the NX8 SUV. The latter is available with electric and range-extender powertrains with a FWD layout and CATL-sourced lithium-iron phosphate batteries.

More: Nissan Brings Back The Primera, But It’s A Chinese EV Now

Pricing stays under wraps, though it will land below the NX8 and its ¥149,900 ($22,200) starting figure. The automaker also hasn’t confirmed whether the NX7 stays exclusive to China or eventually follows other locally built models abroad.

The Dongfeng Nissan NX7 (above) compared to the slightly larger NX8 (below).

BYD has a new flagship sedan, and it’s called the Da Han. Get past the name and you’ve got a big electric four-door that stretches longer than an S-Class, cracks 760 hp in its hottest form, and claims north of 600 miles between charges.

The Da Han joins BYD’s Dynasty line-up and sits above the Han in the range. Previously referred to as the Great Han, it measures 207 inches (5,256 mm) long, 78.7 inches (1,999 mm) wide, and 59.4 inches (1,510 mm) tall, riding on a generous 123.2-inch (3,130 mm) wheelbase. That’s longer than a standard Mercedes S-Class, which runs 203.9 inches (5,179 mm) on a 122.2-inch (3,106 mm) wheelbase.

Read: BYD Has An Explanation For The EV Motor Hanging Out Of This Tang

The first official photos show the car in dark green, a shade that plays up the aerodynamic bodywork. The nose sits low, with tapered LED headlights, a light bar, and a black lower grille. It looks especially clean from the side, helped by contrasting silver roof rails and black B-pillars that blend into the side glass.

For as striking as the Da Han is to look at, it’s the specifications are what land. An all-electric version leads the charge, but a plug-in hybrid will also be available, ensuring it caters to as many new car buyers as possible.

All-electric versions of the Da Han share the same 102 kWh battery pack. This hefty pack, apparently weighing in at 1,600 lbs (725.9 kg), drives a rear-mounted electric motor in the entry-level version, producing 496 hp (370 kW) and giving it a driving range of either 603 miles (970 km) or 626 miles (1,008 km), depending on the configuration.

Dual-Motor Power

Shoppers after more performance can step up to an all-wheel-drive version that keeps the same battery and rear-mounted motor but adds a front one, lifting combined output to 764 hp (570 kW). Range on the AWD models varies between 509 miles (820 km), 528 miles (850 km), and 547 miles (880 km). Impressive as those figures are, China’s CLTC cycle runs notoriously optimistic, so real-world numbers will come in lower.

As for the plug-in hybrid model, it will use a 1.5-liter turbocharged engine working alongside a 54.4 kWh battery and a single electric motor, resulting in a combined 422 hp. The electric driving range of this version will be a solid 292 miles (470 km).

The fully electric VW ID. Buzz hasn’t found the audience VW hoped for in North America, and that has the company weighing some drastic options. One was a range-extender powertrain, an idea that died on packaging grounds. Meanwhile, VW is developing a new multi-energy architecture for its future LCV lineup, meant to reduce complexity and cut costs.

The ID. Buzz news comes from Stefan Mecha, CEO of VW Commercial Vehicles. Speaking to Australian outlet Go Auto, he conceded that a combustion-engined variant had been on the table: “I would not be telling the truth if I said we have not looked at this. Is this a feasible exercise? Probably not… I think from this end, the ID. Buzz is an electric vehicle and it will stay an electric vehicle.”

More: VW’s 2026 ID. Buzz Adds 335 HP And Real Buttons, America Gets Neither

The van’s short overhangs and EV-only bones left nowhere to put a range extender. The MEB architecture was built for battery electric vehicles and nothing else, so shoehorning in a combustion engine would have meant an expensive redesign.

VW moved 60,700 ID. Buzz vans in 2025, double its 2024 tally. North America accounted for just 6,140 of them, which is why the brand skipped the 2026 model year entirely to clear leftover stock. The EV returns to the US for 2027 with minor updates and a camping-friendly trim joining the lineup.

One Platform To Rule Them All

In the same interview, Mecha laid out a structural overhaul aimed at what he calls “costly platform fragmentation” across the LCV portfolio.

More: 140,000 Jobs Are At Now Risk At VW

The company currently relies on four separate platforms right now. The Caddy and Multivan T7 sit on MQB, the ID. Buzz uses MEB, the Transporter T7 shares its underpinnings with the Ford Transit Custom, and the Crafter has a larger bespoke chassis of its own.

To streamline manufacturing and R&D, Volkswagen will retool its Hanover plant and develop a new common architecture for the next decade dubbed the Space platform. This is expected to underpin the next-generation Caddy, Multivan, and Transporter lineups, and supply components for the next Crafter.

Drawing conclusions this early would be premature, but the ID. Buzz faces an uncertain future given the scale of the cuts announced across the VW Group range.

More: VW Group Is Killing Half Its Cars By 2030, And Some Big Names Are At Risk

Mecha said commercial buyers are moving to fully electric vans more slowly than expected, leaving VWCV on the hook for hefty carbon emissions penalties under European fleet rules. The Space platform was conceived as an EV architecture, but it’s being adapted to take hybrid powertrains as well.

More Electric Vans

Before the new platform arrives, VW is working on expanding its electric LCV lineup next to the ID. Buzz and the e-Transporter. One is a successor to the e-Crafter that was sold between 2018 and 2022. The updated model will likely offer a significantly longer range, improving the usability of the large van to rival the Ford e-Transit and Renault Master E-Tech.

More: VW Revives A Decades-Old Name For The Multivan, But Not Everywhere

The automaker is also considering a zero-emission variant of the Caddy. The current generation of the compact van debuted in 2020 and received a facelift in mid-2026, offering diesel and PHEV powertrain options.

It remains to be seen whether the e-Caddy will utilize an electrified version of the MQB architecture, as seen in the discontinued e-Golf, or jump into the MEB platform.

Europe’s tariffs on Chinese EVs were supposed to slow the advance across the region. Chinese brands responded by pivoting to plug-in hybrids instead, and the results speak for themselves. PHEVs from China now make up more than a third of the region’s plug-in hybrid sales. The tariff wall stands where it was, but the traffic routed around it, because the barrier went up around one powertrain and not the other.

Local sales data shows Chinese firms taking a 34 percent share of PHEV deliveries last month, with BYD, Chery, and Geely leading the charge, alongside brands with European ownership ties such as Polestar and Leapmotor.

More: China’s Best-Seller Could Soon Be Built At A Ford Factory After Deal With Geely

Dataforce puts Chinese manufacturers at 11 percent of all new car sales in June and 15 percent of the EV market. That second figure sounds healthy, but EV sales haven’t kept pace with plug-in hybrids, hovering between 10 and 15 percent for the past 18 months.

Looking at the hybrid market as a whole, which includes hybrids and plug-ins, Chinese automakers had a market share close to 25 percent.

What Will Europe Do?

Europe’s answer likely won’t be economic measures aimed specifically to assist local car manufacturers, but rather to punish Chinese firms. The European Commission is moving closer to imposing tariffs against plug-in hybrids imported from China into the region. Handelsblatt reported that as soon as a majority of EU members give their approval to these new tariffs, they can be implemented.

Read: China Just Killed The PHEV As We Know It And Western Luxury Brands Are Paying The Price

It’s understood that tariffs against PHEVs could follow a similar formula to those implemented against EVs in 2024. As such, they could vary between car manufacturers, depending on how they cooperate with European authorities. In the case of the EV tariffs, they vary between 7.8 and 35.3 percent.

The Chinese Are Now Building Locally

Importantly, Chinese brands may already have the answer to these new tariffs. Many have already committed to building vehicles in Europe, including BYD, which now operates a plant in Hungary, as well as SAIC, which will build a site in northern Spain. In addition, Auto News notes that Dongfeng, Chery, Geely, and Leapmotor will or could use existing plants in Europe to build their own vehicles, skirting around any potential new tariffs.

Germany’s turn to electric cars stopped being theoretical last month. Battery-electric models outsold every other powertrain in June, taking 28.4 percent of the country’s market and finishing ahead of hybrids for the first time. That figure would have looked absurd two years ago in a country whose industrial identity is welded to the internal combustion engine.

Read: Tesla’s Model Y Went From 42nd In January To Europe’s Best-Seller In March

Figures from the Federal Motor Transport Authority (KBA) reveal that 84,057 new EVs were sold last month, a 78.2 percent rise from June last year. This allowed EVs to narrowly edge out hybrids, which had been the most popular powertrain option the month prior. Hybrid registrations came to 83,315, a hair behind the EV total but still good for a 28.1 percent share.

Germany Car Registrations By Powertrain Type

Crucially, both EVs and hybrids are now comfortably outselling traditional petrol-powered vehicles, which held a 20.5 percent share of the market with 60,796 registrations in June. Trailing petrol-powered cars were diesels with 33,862 sales, or an 11.4 percent market share, slightly ahead of plug-in hybrids with 32,212 sold, enough for a 10.9 percent share.

Which EVs Are Most Popular?

The most popular EV in Germany last month was the Tesla Model Y with an impressive 6,023 sales recorded. This placed it well ahead of the VW ID.3 in second with 3,514 registrations, followed by the Skoda Enyaq with 3,383, and the Skoda Elroq with 3,315. Other cars among the top 10 best-selling EVs included the BMW X1, Mini (it’s unclear which specific model), Audi A6 e-tron, VW ID.7, Cupra Tavascan, and Mercedes-Benz CLA Electric.

The Model Y proved to be so popular that it was actually the third best-selling new car overall in June. It only trailed the VW Golf, which recorded 8,117 sales, and the VW T-Roc, with 6,808 units sold.

Although EV and hybrid sales are surging in Germany, the vast majority of the nation’s total vehicle fleet still relies solely on fossil fuels. In fact, there are currently 61.3 million registered vehicles on German roads, of which 59.3 percent are powered by petrol and 27 percent by diesel engines. Hybrids account for 6.5 percent while BEVs have a 4.1 percent share.

Germany Best-Selling EVs June 2026

KBA

Electric vehicles are flooding onto Chinese roads at a staggering pace, replacing millions of gas guzzlers and cutting down on toxic tailpipe emissions. It’s not all good news, though. As big, heavy EVs grow more common across the country, the roads beneath them are taking some serious punishment, leaving authorities scratching their heads over how to pay for the repairs.

Read: America Plans 159 New Cars By 2030, China Just Launched 650 In Six Months

Data from the China Passenger Car Association shows that 60 percent of new cars launched in the country in the first half of this year stretched beyond 16 feet (5 meters), as a growing number of local manufacturers develop ever-larger and ever-more-luxurious SUVs and minivans to meet rising demand.

Some of these supersized models now weigh as much as three tons, which is where the road damage comes from. By comparison, just 2 percent of new models came in under 14.8 feet (4.5 meters), down from 13 percent a year earlier, a sign of how quickly buyers have abandoned smaller vehicles.

Ordinarily, the government funds highway and road repairs through a fuel tax. Revenue from that tax has begun to decline, and according to a Bloomberg report, the nation now faces an annual shortfall of roughly 50 percent for road upkeep and management. A study by a research unit within China’s Transport Ministry found that around 40 percent of local roads have been approved for repair but remain unfunded because of tight budgets. The gap has been estimated at up to 300 billion yuan ($44 billion) a year.

How To Fund Roads In The EV Age

New ways to fund roads are being considered. A mileage-based road user charge is one option. The government has also started trimming EV tax concessions, halving the sales tax discount for new energy vehicles (NEVs) to 5 percent, with the maximum discount now capped at 15,000 yuan (around $2,250). Annual vehicle and vessel tax exemptions will be axed for PHEVs and extended-range EVs.

There are other measures in play. Hainan province is running a pilot program that uses sat-nav to track certain vehicles, which could form the basis of a dynamic mileage tax that varies by vehicle class.

The government also wants carmakers to rein in their obsession with size. Mandatory energy-consumption figures penalize excessively heavy passenger cars, nudging automakers toward lighter materials and better aerodynamics rather than ever-larger battery packs to stretch range.

The ruling Communist Party’s official newspaper, The People’s Daily, has urged companies to “return to rationality,” noting that such large vehicles clash with existing urban infrastructure and drive up energy consumption. State broadcaster CCTV has also criticized the industry’s growing focus on oversized EVs, calling it a response to short-term market demand rather than genuine innovation.

Alfa Romeo fans holding out for fresh takes on the Giulia and Stelvio have heard just about everything over the past few years. The midsize pair were first slated to go fully electric, then the Stelvio slipped back on the calendar to make room for a hybrid setup, and this week both names went missing entirely from Alfa’s 2030 product plans. Standing in for them was a single vaguely worded entry, a “New D-Segment (Under Study),” which was enough to set off alarm bells.

The disappearance quickly bred cancellation rumors, which held until Stellantis circled back to us following our inquiry with word of the mysterious “D-Segment” offering still under consideration. That single line kept the door open, even if it explained almost nothing about what walks through it.

The saga started at the Stellantis Investor Day in May. The only D-Segment offerings on the Alfa Romeo slides were the current Giulia and Stelvio, which have been around since 2015 and 2016, respectively. The combustion sedan and SUV recently got a new lease of life through 2028, with the V6-powered Quadrifoglio returning to production. But what about their long-awaited successors?

More: Alfa Teases The Tonale’s Successor, And Maybe A Dodge Called Goes Like Hell

During this week’s event, a slide laying out the 2030 Stellantis roadmap named five upcoming Alfa Romeo models. The group covers a facelifted Junior, a compact SUV lined up to replace the Tonale, a premium compact hatchback, more Bottega Fuoriserie projects, and the unnamed D-Segment model wearing that “under study” tag

Prodded by the conspicuous absence of the Giulia and Stelvio nameplates, we reached out to a Stellantis spokesperson in North America to find out whether Alfa Romeo had a change of heart. The spokesperson replied with the following statement:

“All future products are being evaluated market by market, including North America, to ensure the right balance between brand positioning, customer expectations, and long-term sustainability. Alfa Romeo remains strongly committed to the North American market, with a clear focus on premium segments, product excellence, and sustainable growth.”

“As communicated during the Stellantis Investor Day on May 21, Alfa Romeo has a robust global product pipeline under development. This includes a refreshed Junior, a new-generation C-SUV on the STLA Medium platform, a new C-segment hatchback inspired by iconic Alfa Romeo nameplates, future evolutions of Giulia and Stelvio in the D segment, and new exclusive “few-off” projects developed by Bottega Fuoriserie following the success of the 33 Stradale.“

The line that jumps out is “future evolutions of Giulia and Stelvio in the D segment,” which raises the question of whether Alfa Romeo plans two separate successors or intends to fold both cars into one model to trim its R&D bill. Merging a sedan and an SUV into a single body would be an odd move, though it would explain why one entry now sits where two nameplates used to.

More: Take A Ride With Me To Alfa’s Homeland In Its Smallest SUV, Sins And All

Earlier reports suggested the Giulia successor would ditch its sedan roots for a fastback crossover stance. The only development prototype spotted so far, though, was an SUV that surfaced in 2025 looking like the next Stelvio. A few months on, patent drawings sharpened our picture of its exterior design, right before Alfa Romeo delayed the project.

Whether Alfa Romeo hauled that prototype back to the drawing board or started fresh on something new, nobody can say yet. What’s certain is that the company is reworking its plans, doing what it can to survive in a cutthroat market.

Alfa Romeo Stelvio Prototype. Photos: SH Proshots

China has more new-energy vehicles, a term that includes EVs, PHEVs, and FCEVs, on its roads than any country on the planet, yet all of them together make up only about 12.01 percent of the country’s total fleet. Beijing wants that figure to reach 30 percent within four years, which gives you a sense of how much ground it still has to cover.

Figures from the Chinese Ministry of Public Security put 43.97 million NEVs on the country’s roads at the close of 2025. Nearly 69 percent of those run purely on batteries. Roughly 34.2 million new cars were registered across China during the year, with about half of them qualifying as NEVs.

Read: China’s Electrified Car Sales Sank 13%, And The World Is About To Feel It

Getting from 12 percent of the fleet to 30 percent by 2030 is a tall order, and the market isn’t helping. New-car sales have contracted for months, and the end of certain tax breaks should push them lower still.

However, age works in China’s favor. The average car there is under 7 years old, so the fleet turns over faster than most, and cleaner vehicles reach the road sooner. Every year, a larger slice of existing cars on the road gets replaced, which means EVs displace gas cars more quickly than they would in a market full of older holdouts. The typical vehicle on American roads has reached 12.8 years, and those cars aren’t going anywhere soon.

Fighting Carbon

China’s ambitions to rapidly expand the number of NEVs on its roads form part of its ‘15th Five-Year Carbon Peaking Action Plan,’ aiming to cut the country’s carbon emissions by 2030. It wants to see carbon dioxide emissions per unit of GDP fall by 17 percent from 2025 levels. It’s not just light-duty vehicles that the government is targeting to achieve this. It also wants to see NEVs account for 25 percent of commercial transport vehicles by 2030.

That commercial goal, as CNEVPost points out, leans on heavy-duty trucks catching on across the country, from construction sites to ports and airports where diesel has long ruled.

The plan reaches past the vehicles themselves and into the infrastructure that keeps them moving, calling for a wave of new charging points and battery-swapping stations built nationwide to handle the growing number of NEVs.

While Chinese automakers reel in buyers with their plug-in hybrid trucks, Toyota is charting a different course. The automotive giant reckons plug-in powertrain technology is not ready for the heavy-duty grind of the pickup segment, so it is sticking with more traditional solutions for now.

The Toyota Hilux entered a new generation last year with diesel, mild-hybrid, and fully electric variants, and an FCEV is due to join the range in 2028. That sets it apart from the rival Ford Ranger, which already comes with a PHEV powertrain in markets outside North America, alongside its non-electrified diesel and gasoline options.

More: Ford’s Ranger Super Duty Forced Toyota’s Hand And The Hilux Answered. Sort Of

Other plug-in hybrid midsize pickups include the BYD Shark 6, the GWM Cannon Alpha, the Nissan Frontier Pro, as well as the upcoming Chery Stockman from China. Toyota has deep expertise in hybrids and PHEVs, yet it has no interest in bringing the technology to its best-selling truck, at least in its current state.

Ray Munday, Toyota Australia senior manager of product planning and pricing, spoke to local media CarExpert about the potential of a Hilux PHEV.

“We definitely recognize that there’s some strong competition in that area, and we are looking into it, but until the technology is ready, we’re not going to release something that’s rushed. At the moment, typically the challenge with PHEV or any electrification is added mass, which reduces payload and then also the ability to tow. The systems aren’t necessarily developed at the moment to be able to meet our standards of what heavy towing means for a HiLux customer.”

“The expectation of the Toyota and HiLux brand is very high, probably higher than it is on other products,” he added.” We really respect that, and that adds a challenge.”

In other words, Toyota is worried that a Hilux PHEV could not match the 3,500 kg (7,716 lbs) towing capacity and 1-tonne (2,205 lbs) payload of its diesel counterpart, at least in real-world use. Consider that the dual-motor Hilux BEV carries a towing rating of just 2,000 kg (4,409 lbs), which all but confirms the automaker’s fears.

More: Toyota’s Electric Hilux Costs $20K More Than The Diesel, And That’s Not Even The Worst Part

As a result, Toyota’s future PHEV plans will remain focused on its passenger cars and SUVs, at least until the technology matures enough for heavy-duty applications. In a similar context, John Pappas, vice president of sales, marketing, and franchise operations at Toyota Australia, said:

“We’re always looking at these types of powertrain solutions, we’re not just sitting back, but they need to be able to meet the needs of the customer. We’ve got those lifestyle ute options available now in other HiLux grades, but we want to be able to make sure that if we’re going to bring these types of powertrains to market through our very large investment in research and development, that they’re right for our market.”

BMW just pulled the covers off the fifth-generation X5, which gives everyone a rough idea of what a next-generation X6 could look like. Independent digital artist Theophilus Chin moved quickly on that opening, working up a pair of renderings that imagine the Neue Klasse take on the coupe-SUV that started the whole segment.

More: BMW Is Fixing The X2’s Face But Skipping Its Ugliest Angle

While the X5 has been around since 1999, the X6 didn’t show up until 2008. The current version arrived in 2019 and went through a facelift in early 2023, which puts it near the end of its run. BMW isn’t saying much, though if approved, a Neue Klasse X6 could reach the road by 2027.

Same Sheet Metal, Different Roofline

Illustrations Theophilus Chin

Naturally, the model borrows the front end design from its X5 sibling, albeit with a sportier stance. In fact, the two nameplates traditionally share the same sheet metal up until the B-pillars. Behind that point the X6 goes its own way, taking the coupe-SUV path with a sloping roofline that ends in what looks like a slightly longer rear overhang.

More: BMW’s New X5 Will Get A Pure V8, Batteries Not Included

For the tail, Theottle took the sharp lines of the X2 as a starting point, an odd choice given how much flak the X2 has caught for its rear, though he did rework the taillights with more modern LED graphics to soften the reference. Even so, we’d bet a production car ends up with more elongated lighting units back there, closer to what you see on the i3, iX3, and X5.

Illustrations Theophilus Chin

The cabin and the mechanical bits underneath should carry over from the X5, which means the coupe-SUV would likely come with mild-hybrid, plug-in hybrid, and fully electric powertrains, plus a twin-turbo V8 held in reserve for a performance variant. There’s also the chance of a Toyota-sourced hydrogen setup somewhere down the line, though BMW might keep that one exclusive to the X5.

The automaker has confirmed that the smaller BMW X4 won’t be returning for another generation due to changing market realities, with the X2 serving as an indirect replacement. The X6’s future is harder to read, since no camouflaged prototypes have turned up in testing yet. Until one does, Theottle’s rendering stands as our best preview of what Munich could plan for its next high-riding coupe.

BMW X5

Wagons are quietly leaving the European market, but a few automakers see them as a way to stand apart from the endless run of hatchbacks and SUVs. Opel looks to be one of them. The Stellantis brand is reworking the recipe for the next-generation Astra, walking away from the familiar hatchback shape while making clear the estate isn’t going anywhere.

The current Astra landed in 2021 as a close relative of the Peugeot 308, and both cars picked up mid-lifecycle updates in late 2025 to keep pace with the VW Golf and Toyota Corolla. A successor is already locked in, though, with Opel confirming it will arrive before the decade is out.

More: Stellantis Confirms The Next Astra And Corsa Land Before 2030

The Astra has carried hatchback and estate bodies since the original showed up 35 years ago, long after sedans, coupes, and convertibles fell off the roster. The next one could be the car that finally breaks that pattern, and it starts with the shape buyers have always taken for granted.

Our colleagues from Auto Express spoke with Opel CEO, Florian Huettl, asking him whether the compact hatchback needs to evolve. His answer left the door open. “It doesn’t mean necessarily that the new Astra is a traditional hatchback,” he said.

Surprisingly, the CEO added: “I can tell you that there will be a station wagon, because that’s what our home market in Germany requires, and this is what we will serve” revealing that interior space will be one of the focus points for the next generation.

More: A Designer’s Son Asked For A Shark In 2004, And This Stellantis Brand Has Been Hiding Them In Its Cars Ever Since

The move cuts against the grain of what some mainstream rivals are doing right now. Just last week, the President and CEO of Hyundai Europe came close to confirming the death of the i30 Wagon, with the company steering its R&D money toward higher-margin SUVs instead.

New Platform, New Possibilities

The next Astra will ride on the new STLA One architecture. Huettl said the car will “certainly be a BEV,” though the platform handles more than electric power, which is why Opel is “currently looking at the right calibration of the powertrain offer.”

More: Stellantis Puts Cheap Cars Under $30,000 Back On America’s Menu

The CEO revealed that while Opel sells plug-in hybrid variants of the Astra and the Grandland, their sales are “by no means at the same level of importance as the fully electric or the hybrid variants.”

He added that range extender setups are “quite interesting,” although early examples of the technology “may struggle to digest” driving on German highways at 130-140 kmh (81-87 mph). That could change down the line, potentially with help from Stellantis’ Chinese partner Leapmotor.

Production To Remain In Germany

Despite the recent layoffs from its R&D facilities at the Russelsheim headquarters, the new Astra will be manufactured at the same plant, backed by fresh investment.

More: Stellantis Swears Its Rebadges Won’t Be Lazy, But Only Four Brands Get 70% Of The Cash

A major Astra makeover isn’t the next thing on the calendar, though. Opel has more new models coming first, starting with a new generation of the smaller Corsa expected in 2027, followed by a Leapmotor-based compact SUV and a fresh Mokka. And unlike Stellantis stablemates Citroen and Fiat, both busy with the 2CV and the next Pandina as budget EVs, Opel isn’t chasing that segment.

The first X5’s combination of sports sedan agility and SUV space and ride height blew the market wide open when it debuted in 1999. BMW’s been refining the concept ever since, but the fifth-generation model makes the biggest leap since the first, with crisp Neue Klasse design and more powertrain variety than ever. We’re talking combustion, plug-in hybrid, full electric, go-faster V8s, and eventually hydrogen. That’s a lot of ways to move one SUV.

Let’s start with the way it looks, because this is a very different-looking X5. Naturally, the smaller 2027 iX3 that dropped last fall lends plenty of Neue Klasse design cues, including the clean surfacing and visor-like face. But BMW’s designers did far more than simply punch out a 120-percent iX3. The US-built X5 brings its own ideas, like the new double X light icons that combine headlights, indicators, and daytime running lights into one element.

Also: BMW iX5 Hydrogen Teased With 385 Miles Of Range

Round the side, and you’ll spot new door handle tabs built into the pillars, hidden window seals, and chunky wheel arches that look like they’ve been cut clean through by a salami slicer in a Munich deli. This time, those arches get 21-inch wheels as standard and can be filled with rims up to 23 inches across without requiring a trip to the aftermarket. Adaptive dampers are standard, but you’ll pay extra for air springs.

Shift to the rear end, and you’ll notice slim but wide running lights that echo that double-X theme up front. Overall, it’s a clean, confident shape that still looks unmistakably like an X5, just sharper, sportier, more car-like, and way more modern. It’s definitely going to be a major headache for Mercedes’ recently updated, but far less exciting MY27 GLE.

Inside, BMW’s gone heavy on both materials and tech. There’s genuine slate trim on the center console as part of the optional Clear and Bold package, for instance, paired with glass elements on the gear selector and volume controls. A backlit ambient light strip wraps from door to door, and a massive panoramic glass roof fitted to every model covers about 28 square feet (2.6 sqm) up top.

The iX3’s controversial vertical-spoke steering wheel is the default choice, even with the M Sport package, but upgrading to M Sport Professional gets you a more conventional-looking rim. And although all X5s come with soft-close doors, if you want to pretend you’re a Tokyo cab driver, you’ll also need to visit the option list to get the fully automatic door-closing feature.

Screens Everywhere

You’re probably familiar with the X5’s basic digital setup already, BMW having debuted BMW Panoramic iDrive in the iX3 and since rolled it out to the i3 sedan and facelifted 7-Series. The 5-Series will also inherit it soon. The core elements are a centrally mounted tablet, in this case measuring 17.9 inches, and a pillar-to-pillar digital display at the base of the windshield. Projected above that is a 3D head-up display, and you can also opt for a 14.6-inch front passenger screen for streaming movies on the move.

So that’s the design and tech covered, but what about the real hardware? Well, contrary to what the Neue Klasse design suggests, neither the X5 nor the iX5 is built on the BMW Neue Klasse platform, which is the foundation of the iX3 and i3. Both X5s use an updated version of the old model’s CLAR architecture.

The Combustion X5

Kick things off on the ICE side as before is the rear-drive X5 40 and its xDrive all-wheel-drive brother. Each SUV’s engine bay is home to a turbocharged 3.0 liter inline six making 394 hp (400 PS) and 428 lb-ft (580 Nm) of torque, helped along by a 48V mild hybrid system. Those numbers are up 19 hp (19 PS) and a chunky 45 lb-ft (61 Nm) from the MY26 X5 40, and bring the 0-60 mph (97 kmh) time down a tenth (or two in the RWD 40’s case) to 5.1 seconds.

Want a plug-in hybrid instead? The X5 50e AWD pairs that same inline six with a 194 hp (197 PS) electric motor for a combined – and unchanged vs MY26 – 483 hp (490 PS) and 516 lb-ft (700 Nm). It’ll do 0 to 60 in the same 4.6 seconds as before, but can run up to 44 miles (71 km) instead of 39 miles (63 km) on electric power alone, because the battery is upsized from 19.2 kWh to 26.5 kWh.

The Electric iX5

But the headline act is the first-ever BMW iX5, the brand’s first fully electric X5. It’s almost identical to the ICE X5, but misses out on the air intakes between the dual kidney grille and license plate.

The iX5 60 AWD uses two motors for a combined 570 hp (578 PS) and 593 lb-ft (804 Nm), sprinting to 60 mph in 4.4 seconds. Not bad, but it’s how far the X5 can go, rather than how fast it gets there, that’s the real showstopper here. BMW estimates the EPA range at an impressive 435 miles (700 km) thanks to a massive 144 kWh battery built from taller versions of the same clever cylindrical cells used in the iX3. The curb weight is likely to be less clever – we’re guessing at 6000+ lbs (2,720 kg).

The 800V system supports up to 460 kW DC charging, taking the battery from 10 to 80 percent in just 22 minutes. BMW reckons you can add around 170 miles (274 km) of range in only 10 minutes flat. There’s also bidirectional charging, so the iX5 can power your house or even another EV in a pinch.

Prices Rise By $1,500

More: BMW’s Hottest X1 Is Getting The iX3’s Face And Maybe A New Name

Pricing kicks off at $71,250 for the base X5 40, climbing to $73,550 for the AWD version. The plug-in hybrid 50e xDrive starts at $78,950, while the electric iX5 60 AWD will set you back $81,250. All of those prices are up $1,500 over MY26, but at least the $1,450 destination fee (included in those prices) hasn’t grown.

The combustion X5 40 xDrive arrives first in October, with the rear-drive X5 40, the 50e PHEV, and the iX5 following in early 2027. A V8-powered M Performance version and the fuel-cell-powered iX5 Hydrogen which should deliver 385 miles (750 km) of range will join the lineup later on, by which time BMW will have covered almost every base. And judging from the way it’s been racking up iX3 sales, this fifth-gen X5 looks like it’s going to be a huge hit. Drop a comment below and let us know what you think of the new X5.

BMW