EV coverage built around charging, batteries, platforms, pricing, and the real ownership questions behind electric cars.
Toyota and Isuzu have launched a second-generation Sora fuel-cell route bus in Japan. Its key advance is not a headline-grabbing power figure: it pairs a full-flat bus platform with a more compact fuel-cell system, a claimed 300-plus-km range and a design that gives operators a clearer case for hydrogen where depot charging is difficult.
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Tesla has replaced “Full Self-Driving (Supervised)” with “Tesla Assisted Driving” on its European sites. The new name does not change what the system can do, but it does make its central limitation—the driver remains responsible—much harder to gloss over.
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Honda, Taisei and Taisei Rotec are preparing a Japanese public-road trial for an EV charging system embedded in the pavement. The headline is wireless power while moving; the more credible part is its logistics-first plan, where road hardware can be judged by uptime, heavy loads and repeatable routes.
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Daimler Truck, Volvo Group, Toyota and energy suppliers have set out a European hydrogen-freight plan built around vehicles, fuel and high-throughput stations. The important news is not a new truck: it is a sharper test of whether the whole operating system can beat diesel where batteries are awkward.
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Toyota will supply its third-generation, 300 kW fuel-cell system for 40 Scania heavy trucks due to begin real logistics work in early 2027. The useful part is not the hydrogen headline—it is that the fleet is designed to measure the operating economics that demonstrations usually avoid.
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Porsche’s 975 RSE arrives for Formula E’s GEN4 era with 600 kW, all-wheel drive and far more downforce. The important story is not just its 1.8-second sprint: once the common hardware is fixed, the competitive advantage shifts toward the inverter, controls and software that make every joule count.
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Porsche is adding eight simulated gears, paddles and synthesized shift feel to the 2027 Taycan. E-Shift does not make the EV faster, but it makes a serious case that useful driver feedback can be designed instead of inherited from an engine.
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A fresh comparison of five EVs puts a useful number on an overlooked part of home charging: the energy between the wall meter and the battery. The lesson is not to chase the biggest charger; it is to match a properly installed Level 2 setup to the car and the household.
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Fiat's U.S. Topolino is still not a normal car, and that is the charm. With a no-cost street-legal conversion kit expected in fall 2026, the tiny EV can become a 25-mph low-speed vehicle for the kinds of places where big cars feel silly.
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Lucid's new Gravity GT-S brings 1,070 horsepower, a 3.1-second 0-60 mph time, rear-wheel steering and adaptive air suspension to a three-row electric SUV. The drama is not just the number. It is Lucid trying to make speed, space and efficiency feel like the same product.
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Ultium Cells is bringing battery production back at its Warren, Ohio plant after a seven-month pause. The restart does not mean the U.S. EV market is suddenly healthy, but it does show GM and LG are trying to keep capacity, workers and chemistry options alive while demand sorts itself out.
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Jaguar has shown the Type 01 cabin for the first time, and the four-seat electric GT now looks less like a branding exercise and more like a risky, deliberate luxury car. The specs still have gaps, but the interior finally gives buyers something concrete to argue with.
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Ford's China-only Bronco New Energy turns the familiar boxy SUV fantasy into a battery-electric and range-extender product with a 105.4kWh BEV pack, 650km CLTC range, lidar and a 1,220km CLTC range-extender claim. It is not the U.S. Bronco, but it is a sharp preview of what buyers keep asking legacy brands to build.
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EVgo plans to deploy licensed Tesla V4 Superchargers across its U.S. metropolitan network, with 500 kW capability, Magic Dock support and Tesla navigation visibility. For drivers, the important part is not the branding. It is whether the charging map starts feeling less fragmented.
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The 2027 Mercedes-AMG GT 4-Door Coupe brings axial-flux motors, 800-volt charging hardware and up to 1,153 hp to AMG's electric future. The specs are outrageous, but the smarter question is whether Mercedes can make an EV feel like an AMG without leaning too hard on theater.
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Rivian is preparing a second shift at Normal as R2 demand becomes the company's biggest test. The SUV looks like the right product for the moment, but the hard part is turning enthusiasm into repeatable factory output.
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Audi says the reborn A2 e-tron will be its most efficient car yet, with a fall 2026 reveal, a compact electric footprint and preliminary WLTP efficiency of 12.8 kWh/100 km with the optional efficiency package. The interesting part is not nostalgia. It is Audi treating efficiency like a premium feature again.
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Uber is not trying to build every autonomous vehicle itself. Its current play is a platform strategy: Lucid vehicles, Nuro autonomy, Uber operations and a growing partner map. That could make robotaxis scale faster, but it also gives riders a new question to ask: who is accountable when the ride has no driver?
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Bentley has named its first electric vehicle Torcal and will reveal the sub-Bentayga SUV in London on September 23, 2026. The hook is not just a new badge. Bentley is entering the EV market later, more carefully and with far less room for cold showroom logic than a mass-market brand.
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BMW's first electric X5 arrives with an estimated 435 miles of range, 460 kW charging, bidirectional power and a $79,800 starting point. The intriguing part is not that BMW built another EV SUV. It is that the iX5 has to make electric luxury feel useful, not experimental.
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GM Energy and WeaveGrid are linking eligible Chevrolet, GMC and Cadillac EVs with utility programs for managed charging, bidirectional charging and home energy storage. The useful promise is lower stress on the grid and better EV economics; the catch is that interconnection, incentives and customer trust still have to catch up.
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Volkswagen's ID. Cross is shaping up as the electric T-Cross people actually understand: compact footprint, usable boot, physical controls, a European launch from autumn 2026 and a roughly 28,000 euro starting target. The intrigue is not wild performance. It is whether VW has finally made its affordable EVs feel ordinary in the best way.
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Subaru's new Uncharted EV has attractive official numbers: a $34,995 starting MSRP, up to 308 miles of estimated range and available 338-hp all-wheel drive. Early range testing shows why shoppers should read those numbers by trim, speed and route rather than treating one headline figure as the whole car.
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Astraux says its AL7 electric quadricycle will bring 90 km/h capability, a claimed 150 km range and an EUR 9,990 starting price to Europe. It is not a cheap car in the usual sense, and that is exactly why the idea is worth a close look: for short, urban trips, a right-sized vehicle can be more useful than a full-size EV carrying empty seats and unnecessary mass.
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Voltpost and InCharge Energy are taking lamppost EV charging from clever pilot to broader deployment, starting with New York, Connecticut and California. The relevant question for city drivers is not peak charging speed. It is whether ordinary streets can become dependable overnight charging locations.
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GM is recalling 14,540 2026 and 2027 Cadillac Vistiq EVs because the power-folding third-row seatback may trap an occupant. The fix is not about range or charging. It is about whether luxury automation stays safe when a family feature meets a child-sized edge case.
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Walmart's in-house fast-charging network is moving from pilot to real rollout, with ABB A400 chargers, NACS and CCS support, and hundreds of energized ports now in play. The useful question is not whether Walmart can install chargers. It is whether retail parking lots can make EV road trips feel ordinary.
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New real-world battery data from Geotab, Recurrent and high-mileage EV reporting points in the same direction: modern EV batteries usually fade gradually, not catastrophically. That does not make every used EV safe, but it changes what buyers should actually worry about.
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The 2026 Chevrolet Silverado EV has the range, towing claims, power outlets and clever packaging that should make it an easy electric-truck pitch. Weak sales show the harder problem: truck buyers do not switch because a spec sheet is impressive. They switch when the use case feels safer than the habit.
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Rivian's R2 is finally moving from promise to production pressure. The SUV has the right shape, price target and brand pull, but the 2026 question is whether Rivian can build it quickly enough without losing the product discipline that made people care.
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Tesla is pushing harder on FSD safety data and unsupervised autonomy promises, but its current customer product still depends on an attentive driver.
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Xiaomi's YU7 has moved from Tesla Model Y challenger to full EV lineup, with Standard, Long Range, Pro, Max, and GT stories now tied to pricing, battery size, deliveries, and a Nurburgring record claim.
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Skoda's new seven-seat electric flagship is large, practical, cleanly styled, and more interesting than another overdesigned premium SUV.
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The Hilux BEV's first market pricing makes Toyota's electric pickup look like a working-truck experiment before it becomes a global EV statement.
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Passing 250,000 charging ports is a real milestone, but the next EV adoption fight is about reliability, placement, and fast-charging confidence.
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Silicon-carbon cells are not magic, but they are making bigger batteries fit into the same phone shapes without turning every device into a brick.
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Range still gets the headline, but battery architecture, charging curve, thermal management, and software update paths tell you more about how an EV will age.
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