The company’s near-term rollout remains centered on California, with AFEELA 1 deliveries in California scheduled to begin within 2026 and an expansion planned to Arizona in 2027. Separately, SHM said deliveries in Japan are scheduled to begin in the first half of 2027. To support the launch, SHM said it will open “AFEELA Studio and Delivery Hubs” in Torrance and Fremont, California, combining showroom and delivery functions, and that a phased experiential program, AFEELA Advanced Access, will be offered to early reservation holders, with demo drives planned for late this year. SHM framed the updates as part of a long-term technology roadmap shaped by partnerships across technology, entertainment, and creation.

Alongside the product timeline, SHM described a shift in how it wants people to use in-car time. It said vehicles will evolve from driver-centric machines into intelligent partners that understand user preferences and emotions, maximizing the value of space and time during mobility. On driver assistance, SHM said it is enhancing its advanced driver assistance system, AFEELA Intelligent Drive, while evolving it into an end-to-end AI model that integrates Vision-Language Model (VLM). Starting with Level 2+ driver assistance that supports travel from the departure point to the destination, the company said it aims to achieve Level 4–equivalent capabilities in the future, transforming the in-vehicle space into a “drive-less” environment where occupants can enjoy entertainment. It also highlighted AFEELA Personal Agent, described as an interactive conversational AI that leverages Microsoft Azure OpenAI Service to deliver highly personalized, natural dialogue experiences tailored to individual users.

SHM also outlined several platform and ecosystem initiatives it says are intended to support that direction. The company said it will utilize solutions from Qualcomm Technologies’ Snapdragon Digital Chassis within AFEELA’s future electrical and electronic architecture, calling it part of an advanced suite of automotive products and solutions intended to enable AI-centered next-generation mobility experiences. Through the “AFEELA Co-Creation Program,” SHM said it will provide creators with access to information necessary for developing in-vehicle entertainment, including in-car themes and apps, while building cloud APIs and the development environment for Android applications on IVI (in-vehicle infotainment). It also said it is aiming to build an on-chain mobility service platform that leverages a token-based incentive model powered by crypto technologies, under the “X-to-Earn” concept, with an ecosystem spanning ideation, development, and experience and evaluation, and open to other automakers and service providers.

In detailing progress toward production, SHM said reservations for AFEELA 1 began in January 2025 in California, and that it has since opened AFEELA Studio showrooms and held vehicle exhibition events at various locations, welcoming more than 100,000 visitors and conducting over 24,000 in-vehicle demonstrations within the first year. It added that in fall 2025 it conducted trial production runs of AFEELA 1 on the production line at its contract manufacturing partner, Honda’s East Liberty Auto Plant in Ohio, and that pre-production vehicles produced there were exhibited at CES 2026. SHM described AFEELA 1 as integrating advanced software and high-performance hardware, with Advanced Driver Assistance Systems (ADAS), an interactive personal agent, and a cabin built around sound and optimized displays for apps and entertainment content.

Ford says the F-150 Lightning EREV is propelled 100 percent by electric motors, distinguishing it from a traditional hybrid. The automaker adds that the truck is intended to preserve the EV driving experience, including rapid acceleration and quiet operation, while supporting long-distance towing. Like the current F-150 Lightning, the next-generation version is also expected to offer exportable electricity that can power work sites, camp sites, or homes during a power outage.

“The F-150 Lightning is a groundbreaking product that demonstrated an EV pickup can still be a great F-Series,” said Doug Field, Ford’s chief EV, digital and design officer. “Our next-generation F-150 Lightning EREV will be every bit as revolutionary. It delivers everything Lightning customers love — near instantaneous torque and pure electric driving. But with a high-power generator enabling an estimated range of 700+ miles, it tows like a locomotive. Heavy-duty towing and cross-country travel will be as effortless as the daily commute.”

Ford says production of the current F-150 Lightning ends this year. The next-generation F-150 Lightning EREV will be assembled at the Rouge Electric Vehicle Center in Dearborn, and Ford says it will share more details and launch timing at a later date.

Porsche says the recently unveiled Cayenne Electric will optionally offer the wireless charging solution for U.S. customers, with availability expected in late 2026. The company frames the option as a convenience-focused upgrade designed to reduce the steps required to start charging.

‟This award acknowledges a leap forward in automotive tech that has a tangible and positive benefit to the user experience” said Jack Rix, Editor-in-Chief of Top Gear. “Porsche’s new wireless charging system for the Cayenne Electric works brilliantly and just became the ultimate, and most convenient, EV accessory.

‟Among the many innovative features of the Cayenne Electric, our engineers really focused on customer convenience – and a major step in this was to make the charging experience completely hands off” said Timo Resch, President and CEO of Porsche Cars North America. “Top Gear’s recognition of this feature means a lot to us, particularly as it follows the team being able to test the technology for themselves.”

The Cayenne Electric is the first Porsche to optionally support inductive charging, which charges at up to 11 kW. Porsche says the system only requires the user to park above a floor plate, after which the charging process starts automatically.

If you rewind the tape to 2021, the automotive industry was tripping on a cocktail of zero-interest rates, SPAC money, and PowerPoint slides promising a Jetsons-like future by the middle of the decade. We were told that by now, you’d be cross-shopping five different $30,000 electric crossovers, the charging network would be as ubiquitous as Starbucks, and the internal combustion engine would be gasping its last, smoggy breath. Wall Street valued Rivian higher than Ford before they had built enough trucks to fill a Costco parking lot.

Well, look around. The revolution didn’t just hit a speed bump; it drove straight into a pothole the size of a crater.

That isn’t to say the electric vehicle is dead. Far from it. In fact, if you cut through the noise, the doom-mongering from bearish analysts, and the victory laps from the “I told you so” V8 diehards, you find a market that is finally, painfully, maturing. We are seeing millions of EVs on American roads. The Tesla Model Y is still one of the best-selling cars on the planet. But the “up and to the right” exponential growth curve has flattened into a jagged plateau, and the industry is currently nursing a headache that no amount of PR spin can cure.

This is the state of the union for the electric car in America. It’s messy, it’s political, it’s frustrating, and for the first time in a long time, it’s incredibly real.

The great sales plateau and the dealer revolt

Let’s start with the numbers, because they tell a story that the headlines usually miss. For the last 12 months, we’ve been hearing about the “EV crash.” That is hyperbole. What we are seeing is a brutal inventory correction.

In 2025, electric vehicles are hovering around 11 to 12 percent of the new vehicle market share in the United States. That is a massive number compared to five years ago, but it is well short of the 20-plus percent targets many automakers set for themselves. The early adopters—the tech bros, the environmentalists, and the people who just wanted to launch 0-60 in three seconds—have all bought their cars. Now, automakers are staring down the barrel of the “early majority,” and the early majority is a much tougher crowd.

These buyers don’t care about saving the polar bears; they care about monthly payments. And right now, the math is tough. With interest rates refusing to return to the basement and the average transaction price of an EV still hovering north of $50,000 (despite aggressive price cuts), the value proposition is murky for the average family in Ohio.

Compounding this is the dealer network. Walking into a legacy dealership right now is a study in friction. Many dealers, having been forced to spend hundreds of thousands of dollars on forklift upgrades and chargers, are staring at lots full of Mach-Es or Blazers that are sitting for 90 days or more. Salespeople, who live and die by volume, are steering customers back toward the gas cars they know how to sell in their sleep. They don’t want to spend 45 minutes explaining how kilowatt-hours work or why the estimated range drops when it’s cold. They want to move metal.

The revenge of the hybrid

This hesitation has birthed the biggest plot twist of the year: the revenge of the hybrid.

Toyota, the company that was dragged over the coals by environmental groups and tech blogs for “lagging” on EVs, is currently laughing all the way to the bank. Akio Toyoda’s insistence on a “multi-pathway” approach—arguing that not everyone is ready for a plug-in—has been vindicated by the market.

The Prius, the RAV4 Hybrid, and the new hybridized Camry are flying off lots with effectively zero days of supply. While Ford and GM are scrambling to reintroduce hybrid powertrains into lineups they had previously committed to going “all electric,” Toyota is sitting pretty. It turns out that Americans want electrification; they just don’t want the tether. They want 50 mpg, the torque fill of an electric motor, and the ability to drive 600 miles without downloading three different apps to find a working plug.

We are also seeing a resurgence of the Plug-in Hybrid (PHEV), a technology that EV purists tried to kill off years ago. The argument was that PHEVs were a “worst of both worlds” compromise—heavy, complex, and carrying around two powertrains. In reality, for the American suburbanite, it is the “best of both worlds” solution. The ability to do the daily commute of 30 miles on pure electrons and then drive to the Grand Canyon on gas without range anxiety is a killer app. The challenge now is that automakers stopped developing engines for these cars three years ago, and restarting that R&D machine takes time they don’t have.

The infrastructure purgatory: welcome to the dongle life

If there is one single reason why the average American is still terrified of buying an EV, it isn’t the price. It’s the public charging network. And in 2025, we are in the middle of an awkward, hardware-induced purgatory.

We are currently living through the “Dongle Era.”

Over the last two years, the entire industry capitulated and admitted that Tesla was right. The North American Charging Standard (NACS)—Tesla’s slim, elegant plug—won the war against the clunky, fragile Combined Charging System (CCS). Ford, GM, Rivian, Volvo, and just about everyone else signed the treaty.

But signing a piece of paper is different from actually changing the hardware on an assembly line.

Right now, if you walk into a Ford or Chevy dealership, you might still find cars with the old CCS ports. To use a Tesla Supercharger—the only network that reliably works—you need an adapter. And getting your hands on one of those official adapters has been a saga in itself, with supply chain delays turning them into golden tickets.

Meanwhile, the “native” NACS cars are just now starting to trickle out in volume for the 2026 model year. We are in a transition period that is confusing as hell for the consumer. You have legacy CCS chargers that are falling into disrepair because the networks (like Electrify America) know the tech is obsolete, and you have Tesla Superchargers that are suddenly flooded with F-150 Lightnings taking up two spots because their charge ports are in the wrong place.

It is a mess. It will get better, eventually. But right now, the dream of “plug and play” is more like “plug, wait, error code, plug again, wiggle the adapter, pray.”

Detroit’s identity crisis

No one is having a harder time navigating this new reality than the Big Three. They bet the farm, and the farm is currently underwater.

General Motors has spent the last year trying to dig itself out of a software hole. Their Ultium platform, which was supposed to be the modular savior of American manufacturing, had a launch that can only be described as a face-plant. The Blazer EV and Lyriq were plagued with software gremlins that left cars bricked and owners stranded. To their credit, GM seems to have turned a corner in late 2025. The Equinox EV is finally on sale, and it is actually… good? It’s a normal car, with a normal range, at a somewhat normal price. It might be the most important car GM makes right now, simply because it proves they can actually build these things without the wheels falling off.

But GM made a dangerous bet by killing Apple CarPlay and Android Auto in favor of its own Google-based system. It’s a bold move to look at your smartphone-addicted customer base and say, “No, trust us, our software is better.” Spoiler alert: It usually isn’t, and buyers are voting with their feet.

Ford, on the other hand, has blinked. Jim Farley, who was once pushing the “Model e” division with the zeal of a convert, has tapped the brakes. The F-150 Lightning is a fantastic truck, but demand for electric pickups has proven to be softer than expected. It turns out that towing a boat with an EV is a miserable experience involving stopping every 90 miles to charge. Ford is now pivoting hard back to hybrids, canceling big three-row electric SUVs, and focusing on a secretive “skunkworks” project in California to build a cheap, small EV platform to fight China.

And then there is Stellantis (Jeep, Ram, Dodge), which showed up to the party late, drunk, and wearing a “V8 Forever” t-shirt. They are finally launching the electric Ram 1500 REV and the Charger Daytona, but they are hedging their bets with “range-extender” gas generators. Honestly? It might be the smartest play on the board. They skipped the bleeding edge and might just catch the market right as it settles into a pragmatic middle ground.

The startup graveyard and the survivors

Remember the SPAC boom? Remember when Lordstown Motors was going to save Ohio, and Fisker was going to be the next Apple?

Lordstown is gone. Fisker is gone (again). Canoo is on life support. The herd has been culled.

Rivian remains the standout survivor, but even they are walking a tightrope. The R1T and R1S are beloved by their owners—they are genuinely excellent vehicles that capture the “adventure lifestyle” vibe perfectly. But Rivian is still burning cash. The launch of the smaller, cheaper R2 and R3 platforms is their “do or die” moment. If they can survive long enough to get those cars to market in volume, they might just become the next major American automaker. If not, they are a prime acquisition target for a legacy brand desperate for software that actually works.

Lucid Motors occupies a strange space. The Lucid Air is, from an engineering standpoint, the best electric car in the world. Its efficiency, range, and packaging are miracles of physics. But nobody is buying them. They are too expensive, the brand cachet isn’t there, and they are competing in a sedan market that is shrinking every year. They are currently surviving largely on the bottomless pockets of the Saudi PIF.

The Korean juggernaut

While Detroit flails and the startups burn cash, the Hyundai Motor Group (Hyundai, Kia, Genesis) is quietly eating everyone’s lunch.

If you want to know what the current state of the art looks like, go drive a Kia EV9 or the updated Hyundai Ioniq 5. They charge faster than almost anything else thanks to their 800-volt architecture, they look like spaceships, and—crucially—they have physical buttons for the climate control.

The Koreans have cracked the code: build cool cars that happen to be electric, rather than “electric cars” that feel like science projects. They have navigated the manufacturing issues better than anyone, setting up shop in Georgia to qualify for tax credits, and their reliability is miles ahead of the domestic brands. They are the new Honda and Toyota of the EV age, delivering high value and solid tech without the drama.

The shadow of China

Looming over all of this is the specter of China. It is the elephant in the room that every executive is terrified of.

BYD, Geely, and Xiaomi are building EVs that are cheaper, better built, and more advanced than what the West is producing. The BYD Seagull, a sub-$12,000 EV sold in other markets, keeps Detroit executives awake at night. It is a perfectly usable city car with decent range and interior quality that embarrasses cars costing three times as much.

The only thing stopping these cars from flooding American streets is a massive tariff wall erected by Washington. The 100% tariff on Chinese EVs has bought the US auto industry time, but it has also created a distorted market. We are an island of expensive EVs. Without the pressure of cheap Chinese competition, US automakers have been slow to lower prices.

We are in a protectionist bubble. While the rest of the world gets affordable electric mobility, Americans are stuck choosing between a $50,000 crossover or a used Bolt. It’s a sustainable strategy for saving Union jobs, perhaps, but it’s a terrible strategy for mass EV adoption.

The Tesla factor

You cannot talk about EVs without talking about the 800-pound gorilla.

Tesla is still the king. The Model Y is the default choice for anyone who just wants an appliance that works. But the armor is cracking. Elon Musk’s public persona has alienated a significant chunk of the liberal buyer base that made Tesla what it is. For the first time, we are seeing “brand avoidance” show up in the data. People are buying Rivians or Hyundais specifically because they don’t want to be associated with the guy running X (formerly Twitter).

More importantly, the cars are getting old. The Model 3 got a nice refresh (“Highland”), but the Model Y is aging, and the Models S and X are ancient in car years.

And then there is the Cybertruck.

The Cybertruck was supposed to be the halo vehicle, the Blade Runner dream. In reality, it has become a polarizing cultural artifact. It attracts attention, sure, but it hasn’t revolutionized the truck market. It’s an expensive toy for influencers, plagued by build quality issues and a price tag that drifted way up from the promised $40,000. It sucks the air out of the room, distracting Tesla from what they really need: the mythical “Model 2” affordable car. Tesla is no longer a growth startup; it is a legacy automaker dealing with legacy problems—stagnant lineups, inventory pileups, and a CEO who is distracted by everything from rockets to social media wars.

The ownership experience: Tires and insurance

Here is something the brochures don’t mention: the hidden costs of EV ownership are starting to bite.

First, tires. EVs are heavy, and they produce instant torque. That combination shreds rubber. Owners who are used to getting 40,000 to 50,000 miles out of a set of Michelins are shocked when their EV needs new shoes at 18,000 miles. And because these are specialized, low-rolling-resistance tires with foam inserts for noise reduction, they aren’t cheap. A set of tires for a Rivian or a Model X can easily run $1,500 to $2,000.

Then there is insurance. Insurers have realized that EVs are easily “totaled.” A minor fender bender that damages the battery pack casing can result in a total loss because there is no way to repair it safely or cheaply. Repair times are longer, parts are scarcer, and labor rates for certified EV techs are higher. As a result, premiums for EVs have spiked in 2024 and 2025, eroding some of the “gas savings” math that buyers were counting on.

The used market: The real golden age

If this all sounds depressing, there is a silver lining. A massive, shining silver lining for you, the consumer.

The used EV market is the best deal in the automotive world right now.

Because of the aggressive price cuts on new models and the general fear of battery degradation (which, by the way, is largely overblown—modern batteries are outlasting the cars), used EV values have plummeted. You can pick up a lightly used Model 3, a Mustang Mach-E, or a Polestar 2 for pennies on the dollar compared to their original MSRPs.

We are seeing 2-year-old EVs with 20,000 miles selling for $25,000. These are modern, high-tech, fast, capable cars that are depreciating like Maseratis. For the savvy buyer who can charge at home, this is the golden ticket. You can let the first owner eat the $20,000 depreciation hit and drive a car that feels brand new. This crash in used values is bad for automakers and leasing companies, but it is exactly what the market needs to democratize access. The affordable EV revolution isn’t coming from a new factory; it’s coming from the used car lot.

The political football

We have to touch on the politics, because in America, everything is political. The electric car has, unfortunately, been drafted into the culture war.

Depending on who you watch on cable news, the EV is either the savior of humanity or a woke conspiracy to destroy American freedom. This polarization is exhausting, and it’s hurting adoption. We are seeing a divide opening up: “Blue” states are seeing adoption rates climb past 20 or 30 percent, while “Red” states are lagging significantly.

The wavering fate of federal tax credits has only added to the volatility. The industry spent 2024 rushing to onshore battery production to qualify for the Inflation Reduction Act credits, only to have the political winds shift again. This regulatory whiplash makes it impossible for product planners to do their jobs. How do you plan a vehicle cycle for 2030 when you don’t know if the government will be subsidizing it, taxing it, or banning the software inside it?

Conclusion: the morning after

So, where does that leave us?

The electric vehicle in America is in its “Morning After” phase. The party was wild, the promises were huge, and now the lights are on, and we have to clean up the mess.

The “inevitability” of an all-electric future is being questioned. The timeline has slipped. We are likely looking at a future that is much more mixed than we thought—a blend of pure EVs, plug-in hybrids, and highly efficient gas engines coexisting for decades. The ICE isn’t dead; it’s just moving into a retirement home where it will only work part-time assisting batteries.

But make no mistake: the electric car is here to stay. The technology is simply too good to abandon. The instant torque, the low running costs, the silence—once you live with it, it’s hard to go back to a vibrating, shifting, gas-smelling ICE car for your daily commute.

The winners of the next five years won’t be the ones with the wildest promises or the coolest CEO. They will be the ones who can build a reliable, affordable car, fix the charging experience, and treat the customer like a human being rather than a beta tester.

The hype is dead. Long live the car.

Built on the same platform as the Gravity Grand Touring, the Gravity Touring uses Lucid’s high efficiency battery and powertrain architecture with native NACS compatibility. An 89 kWh battery pack delivers an EPA estimated range of up to 337 miles. The SUV can charge at up to 300 kW on 1000V DC fast chargers to add 200 miles in 15 minutes and can access more than 25,000 Tesla Superchargers, thousands of Electrify America connectors and other DC fast charging stations. At Tesla Superchargers, Lucid’s rear motor boost charging allows up to 220 kW on 500V hardware.

The Gravity Touring produces up to 560 horsepower and accelerates from 0 to 60 mph in 4.0 seconds. Standard air suspension and an optional Dynamic Handling Package are aimed at combining comfort and agility. Inside, buyers can choose five or seven seats, with up to 120 cubic feet of cargo space in the five seat layout. Six exterior colors and 20 to 23 inch wheels are offered, with a standard Stealth Appearance and an optional Platinum Appearance package.

The model carries over Lucid’s Clearview Cockpit, a 34 inch curved 6K OLED display for the driver, and Lucid UX 3.0 with over the air updates. The optional DreamDrive 2 Pro system adds the brand’s most advanced driver assistance package, with 32 onboard sensors.

The GV60 Magma is the first production model to carry the Magma treatment, translating a series of recent concepts into a road car. Its dual motors produce a combined maximum output of 448 kW (609 horsepower) and 740 Nm of torque, rising to 478 kW (650 horsepower) and 790 Nm in Boost Mode, with a top speed of 264 km/h. Genesis says the primary development goal was “perfection of driving control,” with Launch Control, three drive modes (Sprint, GT and customizable MY), an electronic limited slip differential and recalibrated suspension geometry working to align the car’s responses closely with the driver’s intent. Electronic Control Suspension, End-of-Travel control and revised bushings are intended to balance cornering stability with ride comfort, while larger brakes and GG-rated rear pads are specified for repeated high-load use.

Design is presented as “unspoken dominance,” emphasizing a low and wide stance rather than overt aggression. The GV60 Magma sits 20 mm lower and uses wide fenders, Magma-exclusive 21 inch forged wheels and 275 mm tires, with functional aero elements such as a rear wing type spoiler and diffuser designed to generate downforce and manage airflow. Inside, Chamude and other premium materials, orange and gray stitching, and Magma-specific steering wheel details are used to create a sporty but composed atmosphere, with dark metallic and high gloss black finishes minimizing glare.

A dedicated digital layer supports the driving brief. Activating Magma Mode reconfigures the cluster into a three circle layout that highlights motor and battery temperatures, speed and G-force, while the head up display shows key performance and energy information. The infotainment system adds Magma-specific tools such as a Virtual Gear Shift System that mimics the feel and sound of a high-revving combustion powertrain, Drift Mode for rear biased driving, and High-Performance Battery Control to optimize temperature for racing or drag runs. When features like VGS and HPBC are active, the car surfaces extra metrics including timers and pedal inputs to give the driver clearer feedback.

Alongside the GV60 Magma, Genesis showed the Magma GT Concept as a symbolic blueprint for its performance heritage and future GT racing ambitions. The company positioned the concept as a halo vehicle within a broader Magma Program that has already produced multiple show cars and prototypes, including the GV80 Coupe Concept, G80 Magma Special, G80 EV Magma Concept, various X Gran design studies and the GMR-001 Hypercar. Genesis noted that these projects have shaped Magma as “a high-performance experimental journey” rather than a trim level tied to a single model. The GV60 Magma, which draws on lessons from this experimental phase, will launch first in Korea, followed by European and North American markets in 2026.

The award was presented during the 2025 Los Angeles Auto Show’s AutoMobility LA media days, where a jury of Hispanic automotive journalists, content creators, and industry experts selected the top vehicles. Hyundai’s three row IONIQ 9 was singled out for its versatility, innovative EV technology, advanced safety systems, and family-focused design.

“We are incredibly honored to receive the ‘EV of the Year’ award from the Hispanic Motor Press,” said Claudia Marquez, COO, Hyundai Motor America. “This recognition reflects our commitment to delivering electric vehicles that prioritize safety, convenience, and innovation for families, aligned with the priorities of the Hispanic community. The IONIQ 9 brings long-range capability, ultra-fast charging, and a spacious, tech-forward interior, making EV ownership effortless and rewarding.”

“This is the electric vehicle today’s Hispanic families have been waiting for,” said Ricardo Rodriguez-Long, founder and president, Hispanic Motor Press, citing generous interior space, quiet performance, and the latest driver-assistance and connectivity features, along with quick-recharge capability and everyday practicality.

Energy management is a second core pillar. The all electric Cayenne can recuperate up to 600 kW under braking, and Porsche says around 97 percent of braking in daily use can be handled by the electric motors alone, with the friction brakes intervening only rarely. For more demanding driving, Porsche Ceramic Composite Brake is available on the Cayenne Turbo Electric. A newly developed 113 kWh high voltage battery sits at the heart of the car and uses double sided cooling to optimize thermal management. Thanks to 800 volt technology, the Cayenne can charge at up to 400 kW of DC power. Under ideal conditions, the state of charge can be increased from 10 to 80 percent in less than 16 minutes.

The charging hardware is laid out to suit different use cases. The Cayenne Electric will be supplied with a J3400 (NACS) DC only fast charging port on the driver side rear fender, a J1772 AC only port on the passenger side rear fender, and a Porsche CCS DC Adapter as standard. In addition, it is the first Porsche that can be specified with inductive charging. Porsche Wireless Charging uses a floor plate and delivers up to 11 kW, beginning the process automatically once the vehicle is parked in position.

Chassis upgrades are intended to keep the SUV’s multi role capability. Both Cayenne Electric models feature adaptive air suspension with Porsche Active Suspension Management. The Turbo Electric adds Porsche Torque Vectoring Plus with an electronically controlled limited slip rear differential. Rear axle steering, which can turn the rear wheels by up to five degrees, is optional on both variants. Porsche Active Ride, seen previously on sports sedans, is available on the flagship model and is designed to reduce body movements while improving stability, dynamics, and comfort.

Aerodynamics also receive a thorough rework. The Cayenne Electric has a drag coefficient of 0.25, and Porsche Active Aerodynamics adapts airflow to different speeds and situations using movable cooling air flaps in the nose, an adaptive roof spoiler, and active aero blades at the rear of the Cayenne Turbo Electric. These rear blades extend the lateral tear off edges to improve airflow at speed and contribute to range, especially on highways. Other measures include air curtains in the front bodywork, an almost closed underbody, special aero wheels, and a rear diffuser.

Dimensionally, the Cayenne Electric grows in length and wheelbase compared with the combustion model. Overall length is 196.3 inches, width is 78.0 inches, and height is 65.9 inches. The wheelbase increases to 119.0 inches, nearly five inches more than before, which Porsche links to significantly improved rear legroom. An electrically adjustable rear seat system is standard and can be configured for comfort or cargo. Luggage capacity ranges from 19.5 to 56.1 cubic feet, with a 3.2 cubic foot front luggage compartment in addition, and properly equipped vehicles can tow up to 3.5 tons (7,716 lbs.). An optional Off-Road Design package modifies the lower front fascia to support steeper approaches and rougher dirt roads.

Inside, the Cayenne Electric introduces new comfort features and a broader range of personalization. Mood Modes adjust seat position, interior lighting, climate settings, sound profile, and display appearance to suit different preferences. The panoramic sunroof with Variable Light Control uses a liquid crystal foil that can switch between various transparency levels for an airier or more shaded cabin. A new interior surface heating system warms not only the seats but also armrests and door panels. Ambient lighting is extended and includes a communication light that can welcome occupants and show different vehicle states such as charging.

Customization is pushed further than on any previous Cayenne. Customers can select from 13 standard exterior colors, nine wheel designs from 20 to 22 inches, 12 interior combinations, up to five interior packages, and up to five accent packages. Porsche Exclusive Manufaktur adds Paint to Sample and the Sonderwunsch program for more extensive tailoring, up to fully individualized builds. Porsche Design also expands its custom built timepieces program so Cayenne customers can order a watch matched to their vehicle.

The digital environment is built around the Porsche Driver Experience. A curved OLED Flow Display integrates into the center console and separates the main display and control areas, while frequently used functions such as climate and audio volume remain on physical controls. A 14.25 inch fully digital instrument cluster and an optional 14.9 inch passenger display are available, and a head up display with augmented reality projects an 87 inch virtual image 10 meters ahead of the car. A hand rest referred to as the Ferry Pad is intended to make it easier to operate both digital and analog controls in dynamic driving.

A new Porsche Digital Interaction concept underpins the interface. Widgets give quick access to preferred functions, the Themes app can adjust the color scheme across all displays, and third party apps can be installed through the Porsche App Center, including streaming and gaming options. The Voice Pilot assistant is designed to understand complex, context dependent requests, and navigation can be controlled conversationally. The Porsche Digital Key allows compatible smartphones and smartwatches to function as keys and can be shared digitally with up to seven additional users.

The 2026 Cayenne Electric and Cayenne Turbo Electric will be sold alongside existing combustion engine and plug in hybrid Cayenne variants worldwide. The Cayenne Electric has an MSRP of $109,000 and the Cayenne Turbo Electric is listed at $163,000, with both figures excluding a $2,350 delivery, processing and handling fee. Total Manufacturers Suggested Retail Price excludes taxes, title, registration, dealer charges, optional or regionally required equipment, and any potential tariffs. Orders are open now, and deliveries are expected to begin at the end of summer 2026.

The Cayenne Electric is the second all-electric SUV from Porsche and the third powertrain variant in the Cayenne family. Built on the brand’s latest electric vehicle architecture, it is positioned to set new standards for performance, charging capability, comfort, and digital connectivity. The model will complement the existing combustion-engined and plug-in hybrid versions, creating the most diverse Cayenne lineup to date.

Since 2002, Cayenne has carried Porsche into a broader segment by blending performance, versatility, and everyday practicality. The upcoming electric version is presented as the next chapter in that story, pairing outstanding driving dynamics with long-distance comfort and off-road ability. At Dubai’s Icons of Porsche, where an estimated 28,000 enthusiasts gathered last year, media and fans will see the Cayenne Electric in person for the first time.

That momentum never really faded. Even now, with normal driving back, the case for owning a jump starter is simple: you do not have to flag someone down or dig out cables if your battery dies. You pop the hood, hook up your pack, and you are back on the road.

There are a lot of choices out there, with peak amp ratings that cover everything from compact cars to heavy-duty trucks. Engine size is the main factor, but more headroom is rarely a bad thing. A higher amp rating is just the ceiling the pack can deliver; your car only draws what it needs. Even EV owners should keep one around, since the 12-volt auxiliary battery can still fail.

I have kept a jump starter in my glove box since 2020. Even if you only ever need it once, it is worth the space. Recently, GooLoo asked if I would test the GT6000, a 6,000A pack aimed at serious power demands. For most drivers, that is more than necessary, but GooLoo says it can start anything up to a 12.0-liter diesel and any gasoline engine in seconds. I do not have a monster diesel to verify the upper limit, but I did put it through practical tests.

Before the jump test, a few features stand out. The GT6000 supports 100W fast charging, which matters more than you might think. Some packs lose charge while sitting, and waiting for them to top up can be frustrating. Here, a full charge from empty takes about 1.4 hours, and roughly seven minutes is enough to get you going for a jump.

Like most modern packs, it doubles as a power bank. It is chunky, so you would not carry it as an everyday battery, but if your laptop is dying in the car, it is handy. The size comes with a reason: capacity is 27,000 mAh (99.9 Wh).

Connectivity is solid. You get three USB ports and an accessory lead that can power 15V or 12V DC devices such as tire inflators or small inverters. A 3.2-inch LED display on top shows status and remaining charge in large, clear characters. It can wash out in direct sun, although most of the time you will be working under the hood where there is shade. On one end, a 400-lumen LED light offers flashlight, SOS, and strobe modes.

GooLoo estimates more than 70 jump-starts per full charge and claims a 24-month standby window. I am not burning through 70 starts to confirm that, but over two weeks I did not see any meaningful drop. I still suggest checking the level every few months so you are not surprised when you need it.

If you have never used a jump pack, the GT6000 is straightforward. Plug the clamp cable into the booster, attach the clamps to the battery, and you are ready. The included clamps strike a nice balance between size and grip. Cable length is similar to competing units. It is not long, yet usually sufficient.

Functionally, jump starters are a binary test: did it fire the car. The GT6000 did, without drama. I appreciate that there is no menu maze. Power it on, connect the lead, clip the clamps, start the car. The display confirms status so you know when to turn the key. Do most people need a 6,000A pack? Probably not, which is why GooLoo sells lower-output models for smaller budgets and engines.

If you plan to lean on it as a power bank for camping or road trips, the larger battery pays off. The GT4000 costs less by about twenty dollars, but it drops capacity to 24,000 mAh (88.8 Wh). The GT6000’s bigger pack means more jumps per charge and better cold-weather performance thanks to the extra headroom. Where you live and how you plan to use it should guide that decision.

Overall, the GT6000 is more capability than I personally need, yet it is reassuring to have it in the glove box. If the price or size gives you pause, GooLoo’s smaller units deliver the same core experience with less output and smaller batteries. Pick the one that matches your engine and how you intend to use the pack.

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Disclaimer: GooLoo provided the GT6000 in this review for evaluation. The company did not see this article before publication and had no input on the conclusions.

“EV adoption is accelerating, and with it comes the expectation of a seamless charging experience, said Robert Barrosa, president and CEO of Electrify America. “By integrating real-time charging station data, we’re not just improving access, we’re empowering drivers with the confidence to go electric, knowing the information is right at their fingertips.”

Electrify America positions the collaboration as a direct response to one of the most persistent pain points for EV owners: getting reliable, current charger status before arriving on site. By surfacing network data inside Google Maps, the integration aims to reduce guesswork, shorten detours, and streamline public charging for daily commutes and long trips alike. As EV adoption grows, the company frames the move as a meaningful step toward a more seamless charging experience.

Let’s start with the basics. As the name implies, the GT160 is rated to 160 psi. GooLoo claims it can take a car tire from 29 psi to 36 psi in under a minute, which matched my testing. If outright speed is a priority, there are faster options like the GT160 Dual, but for most buyers the GT160 is plenty quick. Going from 30 psi to 36 psi in half the time might be nice; at a track day, it could be the difference between making a session and missing one.

Personally, I don’t obsess over inflation time. Most drivers won’t notice whether all four corners take four minutes or ten. For those who do care, the GT160 backs up the claim. I tested it on two vehicles, even deflating a tire on purpose, and it consistently outpaced the cheap inflators I’ve used. In terms of raw performance, there isn’t much to nitpick.

Feature-wise, it checks the right boxes. You dial in your target pressure, hit go, and it shuts off automatically when it gets there. The standout difference from many competitors is power: this one has a built-in 7,500mAh battery, so you’re not tethered to a 12V outlet. GooLoo says a full charge can handle up to four car tires, though that will vary. In my testing, one charge comfortably handled four top-offs from 30 psi to 35–36 psi, plus another set of four going from 10 psi to 34 psi, and it still showed half a battery left.

That internal battery is a bigger quality-of-life upgrade than I expected. Older units that rely on the car’s outlet mean dragging a cord around the vehicle, which never seems long enough to reach every wheel without some juggling. With the GT160, you just walk to each tire. The only trade-off is remembering to charge it. I didn’t see any meaningful idle drain, but if it sits for a month or more, give it a maintenance top-up so it’s ready when you need it.

Noise levels are in line with most inflators I’ve tried, outside of a few quieter models from NOCO. GooLoo cites up to 80 dB. I don’t have a calibrated meter to verify, but it felt typical for the category. It vibrates a bit in use, yet not enough to be a concern. I wouldn’t call noise a differentiator here either way.

My biggest gripe is the air hose length. On a car with 20-inch wheels, when the valve stem was at 12 o’clock, the hose wasn’t long enough to let the unit rest on the ground. I ended up holding it during inflation to avoid letting it hang. You can roll the car a touch to reposition that one wheel, but that can throw off the others. It’s not a deal-breaker if you’re only topping up from 30 to 36 psi, though it’s more noticeable when you’re going from 10 to the mid-30s. On the plus side, the clip-on chuck is excellent—much faster and easier than screw-on designs.

The GT160 isn’t just for car tires. It’ll handle motorcycles, bicycles, and things like sports balls, and GooLoo includes a useful set of adapters: British valve, short and long tapered nozzles, Presta valve, and a ball needle. You also get a USB-A to USB-C charging cable and a storage bag. The unit is compact enough for a glove box, weighs a little over two pounds, and measures 7.09 x 2.17 x 2.44 inches.

As the name implies, it’s rated up to 160 psi, which is overkill for most people, but it’s nice knowing the ceiling is high. The inflator doubles as a power bank via its USB ports, and there’s a built-in flashlight with multiple modes, which adds a bit of emergency utility. Think of it like a streamlined version of a portable jump starter’s accessory feature set.

One note on usability: the color LED display can be hard to see in bright sunlight. In practice, that didn’t bother me much since you set the target pressure, start the pump, and let it handle the rest.

Bottom line, the GooLoo GT160 is a well-rounded, high-performing portable inflator. It’s geared toward buyers who want a faster, nicer experience, and are willing to spend more for it. I do wish the air hose were longer, and I’m curious how the internal battery will age over a couple of years—that’s been a weak point on some portable power products I’ve used. It’s something I’ll keep an eye on.

At the time of writing, the GT160 is listed at $59.99 on GooLoo’s site. Whether it’s worth it comes down to how much you value speed and the convenience of a cordless design. I like having a compact inflator in the glove box for those inevitable moments, and not being tethered to a power cord makes roadside stops a lot less annoying. If you’ve ever had to air up on the shoulder at night, you know exactly why that matters.

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Updated: October 15, 2025 – We erroneously had the specs for the wrong product in our review. This did not affect the testing and evaluation of the product, but the specs have been updated to reflect the correct product.

Headline specs center on value and charging. Peak DC fast-charging exceeds 150 kW, enabling a 10 to 80 percent charge in 26 minutes, and the 2027 Bolt is the first Chevrolet with a native NACS port. An available Super Cruise driver assistance system joins more than 20 standard safety and driver assistance features, including Intersection Collision Mitigation, Rear Automatic Braking, and Rear Cross Traffic Alert with Braking. Vehicle-to-Home bidirectional capability is included when paired with a GM Energy Home System.

Under the skin, the X76 electric drive unit was designed in-house to prioritize efficiency and cost. The permanent-magnet motor uses minimal rare-earth materials, segmented magnets help reduce heat build-up and energy loss, and a silicon carbide inverter minimizes losses between battery and drive unit. The Bolt employs blended regenerative braking to maximize energy recovery and a pedal feel optimized across regen and friction braking.

Inside, the driver-centric cabin is anchored by an 11.3-inch diagonal infotainment screen with Google built-in and an 11-inch driver information center. Google Maps integrates range data, smarter routes, and charging recommendations, and can precondition the battery when DC fast charging is on the route. Super Cruise syncs with Google Maps to display hands-free routes and lane guidance at exits. “Hey Google” voice assistance manages comfort and connectivity, and while parked or charging, in-vehicle entertainment apps such as Angry Birds, Chrome, GameSnacks, HBO Max, Tubi, and Prime Video are available. Convenience features include an open console, new passenger dash storage, multiple USB-C ports, available wireless phone charging, an available panoramic sunroof, and available heated steering wheel plus heated and ventilated front seats.

Styling updates preserve the hatchback’s practicality while expanding choice. Seven exterior colors and 17-inch wheels in three finishes are offered. A new RS trim adds unique grille badging, high-gloss black wheels and roof rails, and an exclusive Atomic Yellow exterior with red interior accent stitching. “Fans love the space and practicality of the Bolt’s roomy hatchback layout,” said Phil Zak, executive design director, Global Chevrolet. The 2027 Chevy Bolt will be assembled with domestically and globally sourced parts at GM’s Fairfax Assembly plant in Kansas City, Kansas.

Autopilot is not standard on the Model Y Standard. It ships with adaptive cruise control, automatic emergency braking, and blind spot monitoring. The car is hardware ready for Full Self Driving, which remains an $8,000 add on. Charging peaks at 225 kW with pay per use billing, and Tesla cites up to 160 miles added in 15 minutes.

Cost savings show up in the hardware. The base model trades the panoramic glass roof, rear screen, leather seats, and light bars for a metal roof, fabric seats, and simpler exterior lighting. Wheel choices are 18 or 19 inches with aero covers. The Long Range is now called Premium. In a crowded segment, the lower price helps, but this is a pragmatic move to hold the line rather than a low cost EV revolution.

Car care products

• Chemical Guys 14 Piece Arsenal Builder Car Wash Kit – $93.74
• Chemical Guys 16 Piece Arsenal Builder Car Wash Kit – $127.49
• Chemical Guys Leather Cleaner & Conditioner Kit – $20.99
• Chemical Guys Total Interior – $15.99
• Chemical Guys Sticky Icky – $13.99
• Chemical Guys 12 pack of Professional Grade Premium Microfiber Towels – $36.99
• Chemical Guys Ultimate Scratch-Free Detailing Bucket & Accessories Wash Kit – $37.49
• Chemical Guys TORQ Professional Max Foam 8 Cannon & Honeydew Snow Foam Soap Kit – $89.99
• Chemical Guys Mr. Pink Foaming Car Wash Soap – $19.59
• Chemical Guys Foaming Citrus Fabric Clean & Drill Brush Kit – $22.39
• Adam’s Polishes Graphene Shampoo – $52.49
• Adam’s Advanced Graphene Ceramic Coating (Standard Kit) – $104.97
• Adam’s Polishes Air Cannon Car Dryer Blower – $249.99
• Adam’s Essential Car Wash Kit (6 item) – $47.49
• Turtle Wax Hybrid Solutions Ceramic Spray Coating – $13.09
• Turtle Wax Hybrid Solutions Ceramic Graphene Paste Wax – $18.69
• Meguiar’s Ultimate Wash and Wax – $27.07
• Meguiar’s Endurance Tire Gel – $10.57
• Meguiar’s Ultimate Liquid Wax – $17.17

General car accessories

• GOOLOO GT6000 Jump Starter – $129.99
• GOOLOO GP4000 Jump Starter – $84.99
• GOOLOO GT4000S Jump Starter – $94.99
• GOOLOO GP3000 Jump Starter – $56.99
• GOOLOO A3 Jump Starter with Air Compressor – $66.49
• GOOLOO AP150 PRO Tire Inflator – $47.47
• GOOLOO GP2000 Jump Starter – $49.99
• GOOLOO A6 Gear Tire Inflator – $39.99
• GOOLOO GT160 Dual Tire Inflator – $79.99
• NOCO GENIUS10 Smart Battery Charger – $79.96
• NOCO AIR10 UltraFast Tire Inflator – $69.96
• AstroAI Tire Inflator – $27.17
• TOPDON TopScan OBD2 Scanner – $53.98

Home EV Chargers

• EVIQO EV Charger (our current top pick) – $394
• Autel Home Smart EV Charger – $455.20

The new architecture enables DC fast charging at up to 350 kW, cutting the 10–80 percent benchmark to as little as 22 minutes, more than 25 percent faster than before. Efficiency improves by up to 6 percent on the WLTP cycle. New CATL batteries include a 92 kWh pack for the Rear motor version and a 106 kWh pack for Dual motor and Performance variants.

A new in-house permanent magnet synchronous rear motor pairs with an asynchronous front motor, delivering up to 500 kW in the Performance variant. The front motor can automatically disconnect when not needed, and a greater rear bias, updated anti-roll bars, and steering software refinements aim to sharpen response.

Core computing moves to the NVIDIA DRIVE AGX Orin processor, raising processing power from 30 to 254 TOPS. This hardware upgrade will be offered as a complimentary retrofit to existing Polestar 3 customers[1], with installations planned to begin in early 2026.

A revised lineup introduces Rear motor, Dual motor, and Performance trims, with active air suspension optional on Dual motor and standard on Performance. Options add a new Climate pack and a Prime pack, while Bowers & Wilkins audio is available as a single option or in the Plus pack. Design updates include the Storm exterior color, revised door graphics, and upgraded Bio-attributed MicroTech upholstery. Sales start first in the UK due to high demand.

As part of the Kia Connect2 suite, Plug & Charge will be available for eligible 2025 EV6 vehicles by the end of September and in Q4 2025 for eligible 2026 EV9 vehicles. “With Plug & Charge, we’re making the EV experience more user-friendly than ever,” said Sujith Somasekharan, Connected Car & Mobility Director, Kia America. “Our goal is to make electrified mobility effortless, secure, and connected – and this technology brings us one step closer to that reality.”

Activation occurs in the Kia Access2 app. Once enabled, drivers plug in at a compatible Plug & Charge station, the vehicle and charger recognize each other, the session starts, and payment is completed in the background. Kia highlights secure vehicle identity verification and automatic billing using the payment method linked to the driver’s account.

Kia positions Plug & Charge as part of a broader push to link in-vehicle software, mobile services, and infrastructure partners, aiming to make EV ownership feel more natural and connected for modern drivers.

The lineup spans Premium, Limited, Limited XT, and Touring XT. New XT trims use uprated dual motors for a combined 338 horsepower and a sub five second 0 to 60 mph sprint. Premium and Limited deliver 233 horsepower. A new 74.7 kWh lithium ion battery targets up to 288 miles of range with standard all wheel drive, adds battery preconditioning for optimal fast charging up to 150 kW, and pairs with an 11 kW onboard charger for quicker home charging. All models feature a North American Charging Standard port.

Chassis and platform updates bring enhanced rigidity, retuned suspension and steering, and improved all wheel drive control, with X MODE Dual Mode, Grip Control, and Downhill Assist. Exterior changes include a new lighting signature, revised front and rear designs, and newly designed 18 and 20 inch wheels. Inside, a bright cabin centers on the 14 inch touchscreen, expanded storage, and available panoramic glass roof on Touring XT.

MSRP highlights: Premium $38,495; Limited $41,395; Limited XT $42,895; Touring XT $45,555, with a Black + Blue Leather option at $45,855. Premium paint is $475, two tone paint is $495, and both combined are $970. Customers receive up to 10 days of Subaru Just Drive Rental at no charge. The 2026 Solterra EV is assembled in Japan.

Additional features include expanded automatic emergency steering functionality in darkness and Park Pilot assist for parallel parking. “The additional computing power enables us to harness the power of AI, data and software to further enhance safety and overall performance of the EX90,” said Anders Bell, chief technology and engineering officer at Volvo Cars. Owners of the 2025 EX90 will receive a one-time free upgrade of the core computer via a scheduled workshop visit.

Charging performance benefits from the 800-volt architecture and in-house battery management software, which together can add up to 250 km of range in just 10 minutes. The system also supports higher efficiency and more power for faster acceleration.

Rounding out the update, the EX90 now includes an electrochromic panoramic roof that lets drivers adjust glass transparency to reduce glare or increase privacy.

“By launching the new BMW X5 with a choice of five drive system variants, we are once again demonstrating our leading position as a technology pioneer,” said Joachim Post, Member of the Board of Management of BMW AG, Development, at an event in New York. The iX5 Hydrogen, based on BMW’s third-generation fuel cell system developed with Toyota, will join the lineup in 2028 as the brand’s first series-produced hydrogen-powered model.

BMW highlights hydrogen as a complement to battery electric mobility, offering an alternative where batteries are not optimal. The iX5 Hydrogen promises compact design, greater efficiency, and improved range. Prototypes are already being built at BMW facilities in Munich, Steyr, and Landshut.

Alongside product development, BMW is pushing to expand hydrogen refueling through the HyMoS (Hydrogen Mobility at Scale) initiative, created with industry and institutional partners. The program seeks to support metropolitan hydrogen ecosystems by pooling demand from cars, trucks, and buses, and is piloting projects in Germany and France ahead of wider rollout.

BMW says flexible manufacturing structures and integration expertise make the multiple drivetrain variants feasible, reinforcing its strategy to combine tradition and innovation in global markets.

Ram is simultaneously spotlighting breadth across pickups and vans. The brand points to sport trucks led by the Ram 1500 RHO, and a 10-year/100,000-mile powertrain limited warranty it calls America’s Best for full-size trucks and vans. Other claims include a segment-first 1,000 lb-ft of torque with Cummins Turbo Diesel, the Ram 1500 Tungsten as “most luxurious” with air suspension, 24-way massage seats and 540 horsepower, and best ride and handling via a five-link solid rear axle with available active-level air suspension. Ram also cites the 1500 RHO as best off-road performance per dollar, ProMaster as offering the most cargo space among traditional full-size cargo vans, and Power Wagon as the most off-road capable full-size pickup.

On the commercial side, Ram Professional is sharpening B2B processes, execution and support. Under Stellantis Pro One, Ram says it is improving competitiveness and growth with products, services and electrified offerings across a global range from Ram 700 to Ram 5500 Chassis Cab and ProMaster vans.

Design centers on “Art of Steel,” which turns the strength and flexibility of steel into sculptural surfacing with flowing volumes and precise lines. The Aero Hatch profile adds aerodynamic efficiency and an urban-friendly vertical tailgate, while signature Parametric Pixel lighting appears front and rear in a gradient that adds visual rhythm. Concept THREE measures 168.8 in long, 76.4 in wide and 56.2 in high, with a 107.2-in wheelbase (4,287 mm, 1,940 mm, 1,428 mm, and 2,722 mm). A virtual rear window and digital rearview mirror help maintain sleek proportions without sacrificing rear seat space. The panoramic glass roof is about 78.7 in by 49.2 in (just over 2 metres by 1.25 metres), the largest yet on a Polestar so far is not applicable here; for Concept THREE Hyundai notes a cabin palette that links lemon-tinted glass and matching wheels to an anodized-effect exterior finish, forging bright connections between the calm soft-yellow and grey interior and its material-driven exterior theme. The body is finished in Tungsten Gray outside with a Moonbeam Yellow interior. Parametric Pixel details, flush glazing and a distinctive roofline emphasize an accessible, practical package.

Inside, the “Furnished Space” cabin favors warm, intuitive, calming environments through soft volumes and user-focused layouts. Modular “Bring Your Own Lifestyle (BYOL)” widgets let occupants tailor the experience, while “Mr. Pix,” a symbolic character integrated throughout the car, provides playful storytelling through hidden surprises and interactive elements that aim to build emotional connection. The interior envisions the use of sustainable materials such as recycled wool and plastics, ocean waste textiles in earlier references, and lightweight aluminum foam, aligning with Hyundai Motor’s long-term goal to reduce environmental impact while delivering premium design. The result is a compact EV concept that treats material as muse, using shifting textures and tonalities to create a space that is both serene and expressive.

Hyundai’s IAA presence matches the concept’s ambition. The brand returns to Europe’s largest mobility event with a prominent Open Space installation in Munich’s city center on Ludwigstraße, anchored by a booth roughly 190 ft wide and 23 ft tall (58 meters by 7 meters) whose oversized blue-glass “pixels” echo the Parametric Pixel signature. Visitors can explore a curated design exhibition, including a sculpture inspired by Concept THREE’s exterior that celebrates steel’s beauty, strength and flexibility, and a lounge chair that reflects the concept’s seat and console composition. The “Hyundai AddGear” display invites hands-on interaction with modular in-car accessories for flexible item mounting. Beyond the concept, Hyundai will field a comprehensive electrified lineup spanning compact to three-row SUVs, and offer test drives in nine models. Advanced driver assistance remains central to the brand’s offer, with Pilot Assist adjusting speed and lane position at up to about 93 mph (150 km/h) and a sensor suite that includes vision cameras, radar and ultrasonic sensors.

Europe sits at the center of Hyundai Motor’s electrification roadmap, driven by diverse cultures, progressive environmental policies and dense urban mobility needs. Nearly 80 percent of the vehicles Hyundai sells in Europe are locally manufactured, enabling tailored solutions for cities and rural communities alike. The roadmap includes offering an electrified version of every model in Europe by 2027 and releasing 21 global EV models by 2030, advancing hydrogen fuel cell innovations as a clean energy solution, transitioning European production facilities to renewable energy, and extending recycled and sustainable materials in vehicle design. With Concept THREE, Hyundai signals that compact EVs will play a critical role in meeting Europe’s urban challenges, using design that aims to be both practical and emotionally resonant to make electrification accessible and attractive for consumers.

The 5 pairs minimalist surfacing with aero details like a SmartZone front end, dual blade headlights with Pixel LED technology and an aero-efficient rear lightbar. A virtual rear window and digital rear view mirror help enable the sleek profile, while the largest panoramic glass roof yet on a Polestar amplifies cabin light. Cd is 0.24 on the Polestar 5 Dual motor.

Inside, the 4+1 layout features Recaro front seats and available Bridge of Weir Nappa leather, with sustainable materials including ampliTex and BComp natural fibres, Econyl carpets and recycled PET headlining. A 14.5-inch portrait centre display runs Android Automotive with Google built-in, supported by either a Polestar High Performance Audio system or a 21-speaker Bowers & Wilkins setup. ADAS uses the SmartZone, 11 vision cameras, a driver monitoring camera, one mid-range radar and 12 ultrasonic sensors.

A hot-cured bonded aluminum platform underpins the car, integrating a 112 kWh lithium-ion NMC battery. The Dual motor makes 550 kW and 812 Nm, 0–100 km/h in 3.9 seconds. The Polestar 5 Performance makes 650 kW and 1,015 Nm, 0–100 km/h in 3.2 seconds. An 800 V architecture enables up to 350 kW DC charging, with 10–80% possible in as little as 22 minutes. WLTP range is up to 670 km for Dual motor and up to 565 km for Performance. Orders open online from 8 September 2025, with indicative launch prices of €119,900 and €142,900.

Inside, the cabin centers on the optional seamless 39.1-inch MBUX HYPERSCREEN and the SKY CONTROL panoramic roof, which can illuminate 162 stars at night. Mercedes-Benz also introduces an optional Vegan Package certified by The Vegan Society, making it the first car manufacturer worldwide to offer an independently certified vegan interior. Fourth-generation MBUX integrates artificial intelligence from Microsoft and Google, adding a Virtual Assistant that uses a Multi Agent Approach for natural, multi-turn conversations, plus an app ecosystem that includes video streaming and direct access to Disney+. State-of-the-art chips and real-time graphics power a redesigned interface with Zero Layer navigation and passenger-side entertainment safeguards.

Charging and long-distance travel are supported by an 800-volt system and a lithium-ion battery with 94-kWh usable capacity. According to current forecasts, the GLC can recharge up to 303 kilometers in ten minutes, with DC fast charging up to 330 kW and a standard DC converter for 400-volt stations. Mercedes-Benz Navigation with Electric Intelligence plans the fastest, most comfortable route, preconditions the battery and now works with Digital Extra: MB.CHARGE Public. As the first manufacturer to do so, the company offers an integrated reservation function at select Mercedes-Benz charging hubs, with the vehicle reserving a bay 15 minutes before arrival.

Practicality remains a focus. The new model increases wheelbase and cabin space, adds a 20.1 cu-ft trunk that expands to 61.4 cu-ft with the seats folded, and includes a 4.5 cu-ft frunk. The GLC 400 4MATIC adds a TERRAIN drive program for dirt or gravel roads and a “transparent hood” camera view to help place wheels over obstacles. Convenience features include KEYLESS-GO with HANDS-FREE ACCESS, a Digital Vehicle Key with key-sharing, Trailer Maneuvering Assist, and MB.DRIVE PARKING ASSIST 360 with an enhanced surround view. Lighting advances with the next generation of DIGITAL LIGHT using micro-LED technology, which increases the high-beam illumination field and reduces energy consumption compared to its predecessor.

Driver assistance and comfort features are extensive. Every model can utilize up to ten external cameras, five radar sensors and twelve ultrasonic sensors managed by MB.DRIVE. The AIRMATIC air suspension and rear-axle steering further refine ride and handling, while ENERGIZING COMFORT programs, Burmester 3D and 4D Surround Sound Systems and Active Ambient Lighting deepen the in-car experience. Safety includes a center airbag, PRE-SAFE, a proven high-voltage protection concept and an early-warning system for the high-voltage battery. New seat designs carry the AGR seal and the steering wheel brings back a rocker for cruise control and a roller for volume, responding to customer feedback. “With the new grille, we’ve redefined the brand’s face,” said Gorden Wagener, Chief Design Officer Mercedes-Benz AG. “As an elevation of Sensual Purity, the electric GLC is the perfect blend of tradition and the future.”

Center stage is a seamless MBUX Hyperscreen that stretches pillar to pillar. At 39.1 inches, it is the largest display yet in a Mercedes-Benz and uses a matrix backlight with more than 1,000 LEDs. Intelligent zone dimming allows two display areas to be adjusted simultaneously via sliders, keeping key information clear while reducing distraction. Mercedes-Benz has filed a patent for the technology.

A single sculptural trim piece visually unites the instrument panel and center console, accented by ambient lighting. Depending on specification, the console can house up to two trays for inductive and rapid smartphone charging, followed by a new hard-key control strip that includes the hazard button. Separated cupholders improve daily usability, while galvanized vents add a crisp tech look. Climate changes briefly shift ambient-light colors and vent illumination to confirm selections. Door panels remain clean and uncluttered with metallic speaker grilles, and the leather seating continues the minimalist theme.

High-resolution ambient styles can be selected as animated backgrounds, ranging from calm to intense, cool to warm, and technical to emotional. Through MB.OS, the instrument cluster, controls, and ambient lighting align with the chosen motif so the physical and digital elements feel unified.

With its new face outside and a seamless, lighting-rich interface inside, the electric GLC signals where Mercedes-Benz aims to take design, comfort, and in-car interaction next.