The 500e is tiny by EV standards, particularly in the weight department. It puts just 3,000 pounds onto the pavement, making it what Stellantis calls "the lightest passenger BEV in the segment." It's a refreshing change from larger electric SUVs and pickups that can weigh double that, though potential buyers may find its tiny size a detriment, safety-wise.

A big reason for that lack of heft is the relatively small 42 kWh battery pack that allows for a maximum 149 mile range. Considering the relatively slow maximum DC charging rate of 85 kW (giving you 80 percent range in 35 minutes), that means it's likely to be used mainly as a city runabout. On the plus side, the price of the Fiat 500e includes a Level 2 home charger from Fiat's Free2Move subsidiary (Fiat is part of Stellantis group which also owns Jeep, Chrysler, Citroen, etc.).

With 117 horsepower and 162 pound feet of torque on tap, it goes from 0 to 60 MPH in 8.5 seconds — leisurely, but fine for a city runner. Users will no doubt focus more on preserving charge, so it offers three increasingly aggressive modes: Normal, Range and Sherpa.

The interior is nicer than the plasticky one from the 500e sold back in 2019. So far, Fiat has only shown some concept interiors with crossover designs from Armani, Bulgari and Kartell, though it's not clear if those will actually be sold in the US. In any case, it does come with a 10.3-inch infotainment touchscreen with support for Android Auto and Apple CarPlay, along with a wireless smartphone charging pad, 7-inch digital gauge display and more. One fun touch is that the low-speed exterior audio alert (required on all EVs), is custom classical music created by Italian composers.

My first thought when I saw the $34,095 price tag was "hey that's the same price as the Volvo EX30!" which has 275 miles of range and a lot more room. It's also a lot more than Tesla's Model 3, which is $28,490 after US federal tax credits (it's not clear if the 500e will qualify for those credits, but it doesn't seem likely).

However, Fiat is no doubt hoping to attract young or urban buyers with the adorable design and high-tech features. And instead of mass-marketing the car, it's using a strategy of "dropping" special versions at regular intervals and making them available for a limited time, according to Car and Driver. It's set to hit dealerships starting early next year.

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The availability of charging stations is a crucial factor in driving EV adoption. Many American and foreign carmakers have looked to Tesla’s network of 50,000 superchargers across North America as a crutch. When Tesla first started building out its network of Supercharger stations in 2012, they were solely meant for Tesla drivers. But healthy demand for charging station access has skyrocketed as more and more electric vehicles have debuted in the mainstream market. The North America electric vehicle charging stations industry is projected to reach $17.6 billion by 2030, according to a report by Meticulous Research.

Given the current market dynamics, it's reasonable to expect that other automakers will also move in the same direction as Kia. But it may be too soon to tell if Tesla will continue to lead the effort in making charging stations accessible. Notably, seven major automakers, including Kia, are working to establish a new charging network in North America that may rival Tesla’s current web. The new joint program aims to set up around 30,000 high-powered charging points near cities and highways, all in pursuit of the same goal of speeding up the adoption of electric vehicles.

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The luxury Toyota sub-brand is committed to becoming fully electric by 2035, and the LF-ZC will be a big part of that with a market launch by 2026. Unlike Honda's Prelude concept that looks nearly production ready, however, the LF-ZC looks more like a showcase for ideas than a real car.

Some of those ideas include "more versatile vehicle packaging" that minimizes core components. That will improve performance, according to Toyota, allowing for a low center of gravity, steer-by-wire, and an all-wheel drive powertrain. The company is also focusing on aerodynamics, promising drag coefficient of just 0.2, while still allowing for a wide stance. The design is certainly eye-catching, but is unlikely to bear any resemblance to the final production vehicle.

Details on the drivetrain are vague, but Lexus is aiming for "twice the range of conventional BEVs." That will be achieved through the use of "advanced high-performance batteries" made with a prismatic structure, designed to increase range via improved aerodynamic integration and reduced weight. These notably won't be solid state batteries, which won't arrive until a few years later.

The concept mentality extends to the cockpit, as well. Along with a yoke-style steering wheel, there's a left-hand "digital pad" that controls functions like shifting, driver assistance functions, drive mode and more. On the left hand pad are secondary controls like music, climate, phone and AI functions. It also features digital mirrors and a heads-up display that's de rigeur for such vehicles.

The dashboard wide display, meanwhile, is what Lexus calls an "open platform for entertainment and diverse applications." The seating is low, and the LF-ZC features materials like bamboo fibers and threads. It'll also use AI tech Lexus calls "Butler" that uses self-learning to customize personal settings for each driver and user, while also allowing for a personalized driving experience.

One particularly crazy feature is using the drive-by-wire feature to somehow marry gaming with the real world. "Customers will be able to engage in e-sports using Steer-by-Wire technology inside the vehicle, for example, then implement their preferred settings through OTA to allow them to experience it in the real world." That sounds like you'd be able to tune the steering and brakes using, say, Gran Turismo or Forza, then take those settings into the real world — though Lexus didn't say exactly how it would work.

Lexus also unveiled the LF-ZL (below), calling it a "flagship BEV concept with a vision of the electrified future." It didn't go into much detail about that vehicle, other than promising some very high-tech features like "Interactive Reality In Motion" that seem implausible for a vehicle at this point. "When drivers point to objects or places of interest during their journey, the car's display promptly delivers information along with voice guidance, enabling the car to enhance the connection between occupants and their surroundings," the company said.

The company also talked up things like using "big data" to allow the LF-ZL to integrate into the electrical grid. Lexus also took car show-speak to a new level, promising "Omotenashi" features that will allow for a serene cabin and "unprecedented mobility."

Treat all these promises and designs with appropriate skepticism, as it's unlikely that much of the loftier ideas will arrive to market anytime soon (though gaming on your car's steering wheel sounds fun). Toyota is famously late to the EV game, though it is trying to catch up quick by releasing seven "beyond zero" all-electric models by 2025. The company is also working on solid-state battery technology, promising a range of over 600 miles and saying it's near production with a potential launch in 2027 or 2028. If it achieves those goals, great, but so far solid state batteries have been nothing but hot air.

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The 500e is tiny by EV standards, particularly in the weight department. It puts just 3,000 pounds onto the pavement, making it what Stellantis calls "the lightest passenger BEV in the segment." It's a refreshing change from larger electric SUVs and pickups that can weigh double that, though potential buyers may find its tiny size a detriment, safety-wise.

A big reason for that lack of heft is the relatively small 42 kWh battery pack that allows for a maximum 149 mile range. Considering the relatively slow maximum DC charging rate of 85 kW (giving you 80 percent range in 35 minutes), that means it's likely to be used mainly as a city runabout. On the plus side, the price of the Fiat 500e includes a Level 2 home charger from Fiat's Free2Move subsidiary (Fiat is part of Stellantis group which also owns Jeep, Chrysler, Citroen, etc.).

With 117 horsepower and 162 pound feet of torque on tap, it goes from 0 to 60 MPH in 8.5 seconds — leisurely, but fine for a city runner. Users will no doubt focus more on preserving charge, so it offers three increasingly aggressive modes: Normal, Range and Sherpa.

The interior is nicer than the plasticky one from the 500e sold back in 2019. So far, Fiat has only shown some concept interiors with crossover designs from Armani, Bulgari and Kartell, though it's not clear if those will actually be sold in the US. In any case, it does come with a 10.3-inch infotainment touchscreen with support for Android Auto and Apple CarPlay, along with a wireless smartphone charging pad, 7-inch digital gauge display and more. One fun touch is that the low-speed exterior audio alert (required on all EVs), is custom classical music created by Italian composers.

My first thought when I saw the $34,095 price tag was "hey that's the same price as the Volvo EX30!" which has 275 miles of range and a lot more room. It's also a lot more than Tesla's Model 3, which is $28,490 after US federal tax credits (it's not clear if the 500e will qualify for those credits, but it doesn't seem likely).

However, Fiat is no doubt hoping to attract young or urban buyers with the adorable design and high-tech features. And instead of mass-marketing the car, it's using a strategy of "dropping" special versions at regular intervals and making them available for a limited time, according to Car and Driver. It's set to hit dealerships starting early next year.

The post The tiny Fiat 500e is coming to the US in early 2024 appeared first on Best News.

All that extra load on the electric vehicle meant it had to make do with a reduced range of just 150 to 200 miles — a drop from the original 272-mile mark. During the Arctic and Antarctic parts of the trip, the Ramseys picked up tricks on keeping the car battery warm for improved efficiency. Most notably, they would pile up a snow wall to shield the car's underside and front radiator from the cold wind, or they would even use a dedicated tent to cover up the entire car, when it wasn't not too windy.

Depending on the weather, the duo would use either a 5kW wind turbine or a prototype solar hybrid charging solution to juice up their Ariya. Failing that, there were moments when they had to fall back to their petrol generator — a mandatory equipment for traversing the Arctic regions. Likewise with their diesel support vehicles, as no electric version of those exist. Chris explained to Expedition Portal that the purpose of "Pole To Pole EV" is to prove that electric vehicles make a viable replacement for existing diesel-powered expedition vehicles in the polar regions.

In between the poles, the Ramseys traveled through the Americas, with the northern part being relatively easy thanks to the readily-available chargers along the way. It was a different story down south, but "Pole To Pole EV" collaborated with EV charging solutions provider, Enel X Way, to install chargers along their route through Central and South America — especially the Peru leg of the expedition. Better yet, Enel X Way has promised to keep these new chargers available to the public afterwards, thus extending its electric Pan-American charging corridor.

This isn't the first time Chris and Julie Ramsey made headlines involving electric vehicles. Back in 2017, the Scottish couple became the first to enter and complete the Mongol Rally in an electric car — a modified Nissan Leaf Acenta. Charging was relatively easy between the UK and Turkey, but from there onwards, they had to rely on domestic plug sockets and would end up with many memorable encounters with locals. The two drove 10,000 miles in 56 days — quite a challenge given the modified Leaf's 90-mile range. "But we are pleased that a huge charging network has sprung up across the route since we completed the rally in 2017," Chris added, in case anyone else is up for the EV challenge.

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In Autocar's Tiguan launch interview back in June, Volkswagen CEO Thomas Schäfer already acknowledged customers' criticism on the over-reliance on touch controls — namely on the Golf Mk8 and ID.3, not to mention the same trend across the motor industry. The exec went as far as saying the earlier touch-heavy approach — endorsed by his predecessor, Herbert Diess — "definitely did a lot of damage" in terms of customer loyalty.

The ID. 2all is based on Volkswagen's updated MEB Entry platform, and packs a 223HP motor that can go up to 62MPH in under seven seconds. As far as range goes, this car can apparently travel up to 280 miles on a single charge, but that's with the larger and more advanced 56kWh battery instead of the base 38kWh version. Expect this concept electric vehicle to cost under €25,000 (around $27,300), when it arrives as a production model in Europe in 2025. The company also recently teased the ID. 2all SUV, which is described as "the brother of the ID. 2all," but it won't be out until 2026.

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It'll be a few more months before Xiaomi announces the prices, but it's already claiming that the SU7 Max has a range of up to 800km (497 miles; according to China Light-Duty Vehicle Test Cycle aka CLTC), as well as a 0-100km/h acceleration of just 2.78s, both of which apparently beating Tesla's Model S and Porsche's Taycan Turbo. This is partly thanks to battery maker CATL's generous 101kWh 800V high-voltage platform, which offers a 220km range with just a 5-minute charge, or 390km in 10 minutes, or 510km in 15 minutes. The base model, however, only supports 400V charging for its smaller 73.6kWh battery, which has a range of up to 668km or 415 miles.

Xiaomi hired talents from the auto industry to realize this project. Most notably, CEO Lei Jun claimed that Tianyuan Li, formerly of BMW's iX series and iVision concepts, offered himself to Xiaomi's auto design team. Li was also joined by James Qiu, who had previously worked on Mercedes-Benz's Vision EQXX design. They later recruited Chris Bangle, a BMW veteran, to be their design consultant.

The SU7 is about the same size as the BMW 5 series, coming in at 1,440mm tall, 1,963mm wide and 4,997mm long. You get three color options: the signature "aqua blue," gray or olive green. In his event, Lei highlighted the seemingly generous leg room as well as trunk spaces — 517L in the back and 105L in the front.

At the launch event, Lei highlighted details like the "water droplet" head lamps, each of which resembled the Chinese character for "rice" (which is the "mi" in "Xiaomi"), as well as the halo rear brake light consisting of 360 LEDs. The exec also pointed out that his team went with the half-hidden door handles, because the more flush handles are apparently harder to use in cold weather.

Just as Xiaomi teased earlier, the SU7 offers a HyperOS in-car entertainment system, which is powered by Qualcomm's Snapdragon 8295 processor and takes just 1.49 seconds to boot. You can access your media, adjust your seats or even control your Xiaomi appliances via the 16.1-inch 3K central screen, as well as optional Xiaomi Pad tablets which can be mounted on magnetic ports (up to 22.5W output) behind the two front head rests. The UI on the central screen allows for up to three split windows for multitasking, and you can even cast your Xiaomi phone's screen to it for a seamless experience. As for music and video entertainment, it'll be complemented by the 23 internal Dolby Atmos speakers.

Lei also mentioned opening up the Xiaomi CarIOT ecosystem to third parties, with one example being a smart booster car seat which can remind you if its seat belt isn't fastened. The exec added that even iPhone users can tap into some of the Xiaomi car features, with support for wireless CarPlay and AirPlay connectivity, as well as iPad-mounting for rear passengers.

Much like Volkswagen, Xiaomi already knows that car owners still prefer to have some physical buttons, so it's kept a few for climate control, as well as two extra buttons — one for toggling the spoiler (Lei said this is largely for showing off), and one for adjusting the body height (to avoid scratching the bottom, if needed). You can also get an optional row of buttons mounted beneath the central display.

The SU7 will have autonomous driving capabilities, too, thanks to its Xiaomi Pilot platform powered by up to two NVIDIA Drive Orin processors (the base model only has one) and an array of sensors. These include a top-mounted Lidar, with a visual range of up to 200m and pixel accuracy of down to 0.1m — the latter meaning better detection for thinner and smaller obstacles. In a series of video demos, Xiaomi showed how the SU7 could navigate through a busy live street with mixed obstacles, as well as performing valet parking on its own, and even parking itself in a robotic car park with tight spaces. Being a Beijing-based company, Xiaomi claims that the SU7's sensors can cope with snowy and rainy climates, too.

Lei added that his company aims to complete autonomous driving tests in 100 cities across China by the end of 2024, though it's unclear how soon the local authorities will open up autonomous driving nationwide.

In addition to future software updates, Xiaomi also teased its upcoming HyperEngine V8s with a record-breaking 27,200rpm, all tucked inside a stronger silicon steel housing to keep the motor in check. This is apparently already mass-production-ready, with plans to equip this in cars by 2025. The company then teased further with a next-gen electric motor tech based on carbon fiber, which will apparently be capable of a whopping 35,000rpm, but this won't be ready any time soon, apparently.

Xiaomi has yet to share prices for the SU7 line, though Lei already hinted that they will be expensive — which is subjective, of course. We shall find out in a few months' time, and hopefully by then we'll know about availability outside China as well, but we wouldn't count on a US launch any time soon, if ever. Meanwhile, you can get the Xiaomi 14, 14 Pro smartphones and the Xiaomi Watch S3 eSIM in their limited edition colors — either aqua blue or olive green — to match the upcoming SU7.

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The company did, however, warn that it would reduce its headcount back in May 2023 which was around the same time it announced its production goals were disappointingly off by 10,000 to 20,000 cars from its initial goal. Polestar defended its decisions and explained it was “intensifying its focus” on cutting costs to make the business more efficient.

Despite delays in shipments last year, the 2024 Polestar 2 lineup is coming in strong with a suite of new upgrades, including longer mileage and faster charging. However, the company is faced with the issue that buyers might be turned off by its nearly $50,000 price tag when they can get newer models produced by rivals like Tesla for more than $10,000 less.

Job cuts across the EV sector have become commonplace, with rivals like Lucid Motors’ announcement to cut 18 percent of its workforce last year and Rivian slashing six percent. These trends might be due to the fact that supply chain issues are a huge problem in the EV industry, coupled with buyer hesitancy to invest in electric cars.

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