u/murrayhenson

From the translated Elektromobilni.pl article:

BYD is getting closer to opening a second car factory in Europe. According to Reuters, the company is considering acquiring an existing plant, a so-called brownfield investment. This would allow for a faster start to production than building a factory from scratch. Spain and France are among the locations being considered.

This is important because BYD already has one European factory under construction. The plant in Szeged, Hungary, is scheduled to begin production in the fourth quarter of 2026 and will be BYD's first passenger car factory in Europe. According to current information, one of the first models to be produced locally will be the compact Dolphin Surf.

Why are the Chinese rushing to build factories? There are two reasons: customs duties and upcoming regulations. The first element is simple. Electric cars imported from China are subject to additional customs duties in the European Union, which can reach tens of percent for individual manufacturers. Local production allows us to mitigate this problem and sell the cars as manufactured in Europe.

The second reason is more strategic. The European Union is working on regulations known as the Industrial Accelerator Act. Their goal is to protect the European industrial base and support the production of low-emission technologies in Europe. According to industry reports, the new rules may introduce additional conditions for foreign investment and requirements for local production and components.

Therefore, Chinese manufacturers want to establish themselves in Europe as quickly as possible. Taking over an existing plant can be easier, cheaper, and faster than building a new factory, and it also allows for the utilization of existing staff, infrastructure, and supply chain.

The full article has additional details and info.

From the article:

Charging stations operated by infrastructure providers that are part of the Preferred Partner Network can now be accessed via Charge myHyundai in the nine newly added countries. The main benefit is their integration into the Smart Tariff: customers on this plan receive a 30 per cent discount compared to the Flex Tariff when charging at Preferred Partner locations. At all other charging points, the discount is 10%. The participating charging operators vary by market.

Germany was among the first markets to receive the Preferred Partner Network when Hyundai introduced the programme in summer 2025. In Germany, Charge myHyundai currently lists Ionity, Aral, Shell, Mer, Electra, Pfalzwerke, Allego and Fastned as Preferred Partners. The Smart Tariff costs €9.99 per month in Germany. Customers on this plan receive the applicable Preferred Partner discounts, while the exact charging price is displayed in the app or on the website before each charging session begins. Customers opting for the Flex Tariff pay a one-off activation fee of €7.49 and no monthly subscription. Charging prices vary by operator, and no discounts apply. According to the current price list, both AC and DC charging sessions are billed at €0.59 per kWh.

Hyundai has also introduced the Ionity Pro Package across all 18 European markets where Charge myHyundai is available. In Germany, customers can now choose between two Ionity packages. The Premium Package costs €6.99 per month and reduces the Flex Tariff rate by €0.25/kWh. The new Pro Package is priced at €11.99 per month after the introductory period and offers a discount of €0.35/kWh compared to the Flex Tariff. Both packages also waive the charging session fee.

The full article has additional details.

From the article:

[...] after a brief ride in the C-Class ahead of our first drive in the coming weeks, there’s plenty here to get excited about. After a faltering start with the competent but unremarkable EQE and then redemption with the CLA, currently our favourite saloon, it seems Mercedes has finally cracked the mainstream electric exec.

In a practical sense, there’s much to enjoy: a good amount of interior space; a wide and deep boot that still has a small saloon opening, despite the sloped roofline; and a compartment under the bonnet big enough for a carry-on suitcase or a couple of overnight bags.

Slide in and it’s easy to find a comfortable position in both rows, with nicely squishy bolsters and quality-feeling leather upholstery solidifying the C-Class’s long-distance credentials.

There’s an overarching sense of quality that feels reassuringly Mercedes. I’m a particular fan of the grained tan leather, and it wins bonus points for the cushioning along the doorcards and windowsills – a nice touch.

There’s a real sense of luxury about the way the C-Class EV flows down the road, with a relaxed, long-legged gait. You get an occasional nudge from a drain cover or a pitter-patter from the road surface underfoot, but bot\h are very well isolated and ebb away at higher speeds.

The full article has a bunch of additional details if you're interested.

From the article:

The EU aims to accelerate approval procedures for energy and charging infrastructure projects as part of a broader package of measures to modernise Europe’s electricity grids, known as the ‘EU Grid Package’. While the need for action is undisputed, trilogue negotiations are now focused on the details. Discussions between the Commission, Parliament, and Member States have seen Parliament adopt a position and push its demands for the ‘EU Grid Package’ further than the other two bodies.

Members of the European Parliament propose raising the threshold for mandatory approval from 100 to 200kW for small solar installations, energy storage systems, and charging stations. Additionally, as previously mentioned, charging stations with a total installed capacity of 1 MW or less on ‘artificial structures’ would no longer require approval. However, the definition of ‘artificial structures’ remains unclear. The Greens, who initiated this demand, interpret the term to include motorway service areas, among other locations.

Also relevant to e-mobility: MEPs are calling for new rules, accelerated deadlines, and greater transparency in grid connection procedures. This includes a maximum approval period of three months for charging stations up to 1MW and six months for larger solar, storage, and charging stations on so-called artificial structures. With these proposals, Parliament is significantly shortening the deadlines previously suggested by the Commission, while the Council – representing the Member States – is advocating for an extension of the Commission’s proposal. Furthermore, Parliament supports the idea that applications not decided upon within the specified timeframe should be automatically approved. However, the Council opposes such a blanket rule.

The full article has additional details.

From the translated OFV.no (Norwegian Road Traffic Information Council) article:

The county figures for June confirm that the electric car is no longer a metropolitan phenomenon. In several rural counties, the share of electric cars in new car sales is now higher than in Oslo and Akershus.

In June, several counties had an electric vehicle share of over 98 percent in new car sales. Telemark is at the top with 99.8 percent, followed by Rogaland with 99 percent. Oslo and Akershus are still high, but lower than many other counties, with 93.7 and 92 percent, respectively.

The figures for the private market show clear differences in who buys which brands. Among the largest brands, Tesla has the lowest average age, at 42 years, and a clear male dominance, with 77 percent men. Toyota has the highest average age, at 62 years, and a more even gender distribution, with 59 percent men and 41 percent women. In total, private registrations are distributed as 70 percent men and 30 percent women.

Overall, the first half of the year shows a car market that is entering a new phase. The passenger car market is somewhat behind last year in terms of volume, but electric cars are strong in all counties in the country and are taking a larger place in more and more parts of the market. The used market is making electric cars relevant for more households, while the van market is becoming increasingly electric. It will therefore be important to continue to monitor developments in the van market and the effect of the tax changes from the autumn.

The full article has sales figures per manufacturer and model and lots more details.

From the article:

Launched last year, Leapmotor’s ‘LEAP-GRANT’ scheme initially aimed to bring down the cost of its T03 and C10 BEVs for UK customers – at a time when the UK government was shaking up its Electric Car Grant scheme, leaving some car purchases ineligible for subsidies.

At the time, the ‘LEAP-GRANT’ offered customers a rebate of £1500 off the £15,995 T03, bringing the OTR price down to £14495. Now, that rebate has been increased to £3000 – bringing the OTR price of the T03 down to £12,995.

Leapmotor's T03 is in the "Mini Hatchback" segment. It has a 36 kWh (usable) LFP battery, a realistic range of about 202 km (100 to 10%), and it's max fast charging speed is 48 kW (30 kW average).

1. Volkswagen ID.Buzz
2. Kia PV5
3. Hyundai Staria
4. Mercedes-Benz VLE
5. Li Auto Mega
6. Zeekr 009
7. Volvo EM90
8. LEVC L380
9. Zeekr Mix
10. Xpeng X9
11. Denza D9

From the translated article:

[The] charging power was achieved as soon as we plugged in the charger. Oh my, how satisfying! It is a well-known phenomenon that Norwegian electric car drivers struggle to achieve the desired charging power when fast charging, so more manufacturers should implement this feature.

The rear camera, the front camera and the side cameras are significantly better - with much sharper images. There is also a modern form of dashcam in place - a high-resolution 4K camera placed and integrated into the interior mirror. The camera automatically captures accidents and incidents, storing both 30 seconds before and after. The camera can also be activated manually.

Otherwise, we smiled broadly when we realized that Audi had implemented height adjustment for the center armrest in the Q6. Pål Joakim called for this in his test of the SUV in the fall of 2024: " On the wish list, we immediately write higher center armrests - this is quite low for us who like to rest a little of our body weight there while driving ." The Volkswagen Group's buttons have been much talked about, and few have been happy with the haptic buttons on the steering wheel. Audi has put scroll buttons on the steering wheel in the latest Q6, and these work very well. However, there's something about the sound they make that we're not entirely sold on.

[...] the adaptive cruise control in the Audi Q6, which must be among the best in its class. Here it is easy to adjust speed and distance to the car in front, and phantom braking is completely absent. Here, braking is pleasant and well-timed and acceleration is fast as soon as necessary.

The full article has lots of additional details and a link to their original Q6 full review.

From the article:

Nissan has stopped work on an electric version of its top-selling model in Europe, six sources with knowledge of the matter said, as the Japanese automaker trims its lineup and cuts costs. The move to quietly halt development ‌of a fully electric Qashqai comes as traditional rivals and new Chinese entrants flood Europe with affordable alternatives.

Even if Nissan restarts the Qashqai EV project, it would not come to market until the early 2030s, two of the sources said. In a statement, Nissan did not address its plans for a fully electric Qashqai, but said it remained committed to expanding its "electrified" line-up, which includes hybrid models. The company added that the European market had experienced "significant volatility" in EV demand and that it was pursuing a "balanced" electrification strategy.

The full article has some additional details if you're interested.

From the translated article:

Over the next two years, Poland aims to become one of the leaders in developing charging infrastructure for electric heavy transport in Europe. GreenWay has received a PLN 267 million recommendation from the National Fund for Environmental Protection and Water Management (NFOŚiGW) for funding to build 62 charging hubs equipped with 205 1 MW chargers. The investment is intended to accelerate the electrification of truck fleets and increase the availability of ultra-fast charging for passenger car drivers.

The full article has additional details if you’re interested.

From the translated article:

Many people consider car costs based on what they notice in everyday life, such as fuel, electricity, insurance and service. But the biggest cost is often the least visible, namely the loss of value. When interest costs are added on top, the total bill is significantly higher than many people think, says Geir Inge Stokke, CEO of the Norwegian Road Traffic Information Council.

The calculation shows that a new car for 550,000 kroner costs between 162,000 and 184,000 kroner a year to own and use with 20,000 kilometers of annual mileage, depending on the drivetrain. The electric car comes out the lowest. In this example, the total annual cost is calculated at NOK 162,326 for an electric car, compared to NOK 183,609 for a gasoline car in the same price range. The gasoline car therefore costs NOK 21,283 more per year than the electric car.

The electric car still comes out well in the calculation, especially in those price ranges where there is a wide selection of models. Lower electricity costs contribute, but it is primarily the total costs throughout the entire ownership that are decisive, says Stokke.

The article has additional details if you're interested.

From the article:

According to information obtained by Automobilwoche from company sources, BMW will open the order books for the i3 1st Edition at its dealerships as early as Thursday, 18 June. The trade publication reports that BMW decided to bring forward the launch because the fully electric version of the iconic 3 Series has generated exceptionally strong interest since its unveiling in mid-March. The company aims to capitalise on this momentum.

Automobilwoche reports that the vehicle’s unveiling in March triggered strong interest worldwide, ‘not only from Germany and Europe but also from China, where the electric saloon made its debut at the Auto Show in Beijing.’ BMW plans to start production of the i3 in August at its main plant in Munich.

The full article has some additional details if you’re interested.

From the article:

In its efforts to secure European approval of its “Full Self-Driving” (FSD) system, Tesla has presented self-published safety statistics to regulators in Sweden and the Netherlands that independent traffic-safety researchers have said amount to misleading marketing.

A Reuters examination published last month found that Tesla CEO Elon Musk and other leaders over the past year have increasingly cited statistics they say prove its FSD driver-assistance feature is up to 10 times safer than human drivers. But the ‌news agency’s review found several invalid data comparisons underlying Tesla’s statistics, opens new tab that exaggerated its safety claims.

Soon after the Dutch announced the decision on April 10, a Tesla policy manager, Ivan Komusanac, wrote an email to Swedish regulators asking for similar FSD approval. He attached a slide presentation displaying the exaggerated claim that Teslas using FSD can travel more than seven times farther between crashes than the average U.S. human driver.

The presentation also claimed FSD could have potentially saved 32,000 lives and prevented 1.9 million injuries.

Researchers interviewed by Reuters said those figures are highly misleading because they are based on the unrealistic assumption that every U.S. vehicle, including freight trucks and crash-prone motorcycles, would be replaced by an FSD-enabled Tesla car – and that every Tesla car is, in fact, at least seven times safer than the one it replaces.

The Reuters examination also found Tesla exaggerates the technology’s safety by comparing a rate of crashes in FSD-piloted Teslas that triggered airbag deployments to a U.S. crash rate for all vehicles that includes far less-severe accidents. The ‌company also compares ⁠its cars to the average U.S. vehicle – which is much older than the average Tesla. That distorts the results because automakers have gradually introduced new safety features that reduce crashes.

The full article has additional details.

Autocar says, "Cupra’s compact EV has the substance and sophistication you’d expect, and the VZ is a blast to drive. If the more modest models live up to expectations, the Renault 5 might have a problem."

Overall:
Good stuff: VZ is great fun yet also mature to drive, it's more spacious inside than most rivals, and has distinctive styling inside and out
Bad stuff: Slower charging on small-battery cars, it has a sharp initial brake bite, and the heat pump is a pricey option

Design and Styling:
Pros: Unmistakably a Cupra and the VZ has a proper hot-hatch-level mechanical spec
Cons: Not as compact as some in the class and some might think it's a bit fussy

Interior:
Pros: Good driving position with a comfortable and supportive front seat, plus loads of space for passengers and stuff
Cons: Climate controls still on touch-sensitive controls, and the headlight controls are still on funny haptic switches, and no rear centre armrest

Motor and Performance:
Pros: The VZ has all the power it needs and no shortage of traction, there's versatile regenerative braking modes, and it has great performance for usable on-road fun
Cons: Sharp initial brake feel, and you have to drive hard to find out what the VZ can do

Ride and Handling:
Pros: Taut but well-damped ride on the VZ with huge grip and playful handling
Cons: Ride could be a bit lively on UK town roads

Running costs:
Pros: Real-world efficiency is good in warm weather, the mid-range models are well priced, and it's likely to get the UK government's £1500 EV grant
Cons: The hot VZ model is pricey and the entry-level model is basic and slow to charge

The full article has lots of details if you’re interested.

From the article:

Seven EU member states — Denmark, Spain, France, Luxembourg, the Netherlands, Portugal and Sweden — have urged the EU to stick to the ‘Automotive Package’ proposed by the European Commission in December. However, the countries oppose any significant weakening of the original target requiring all newly registered vehicles from 2035 onwards to emit zero grammes of CO₂ per kilometre, a measure often referred to as the combustion engine phase-out.

The countries warn that any further deviation from the planned phase-out of internal combustion engines would represent a strategic mistake. In a joint letter obtained by news agency AFP, they instead call on the EU to maintain its ambitious course towards battery-electric vehicles.

The coalition of states stresses that the EU must remain on a clear and ambitious path towards electrification. In a letter sent ahead of a meeting of EU environment ministers later this month, the countries warn that any further weakening of CO₂ targets in the automotive sector would undermine the integrity and predictability of regulations designed to reduce emissions from motor vehicles.

The full article has additional details.

From the article:

The hub features 161 charging points, including two public HPC charging stations from Alpitronic with a capacity of 400 kW. At the neighbouring PRE site, six additional non-public HPC stations with twelve connectors and a capacity of up to 300 kW are installed. The offering is complemented by 50 freestanding AC charging stations, 25 wall-mounted AC wallboxes, and three AC lamppost chargers. Together, all AC charging points provide 145 AC charging connections.

[...] in cooperation with the city, PRE is already identifying suitable locations for additional charging hubs. The focus is primarily on unused industrial sites or car parks that can be expanded. Plans are already in place for further charging hubs in Prague, including Zbraslav, Komořany, Holešovice, and Plzeňská Street in Řepy, where HPC chargers are set to be installed.

[...] today, Ollie Kew and I are out to take our place in that pantheon of brave pioneers. Our death or glory mission? To make it from England’s most easterly mainland point to its most westerly, on a single charge. Lowestoft Ness to Land’s End, 425-odd miles [...]

Under a bracingly bleak Suffolk dawn, our gleaming machines brimmed to the gunnels with electrons, we steel ourselves for adventure, point west and – “Well obviously I’m not going to make it", Ollie pipes up over the radio. He’s in the Tesla, and he may have a point. Our long range Model Y has a 75kWh battery (probably, Tesla won’t actually reveal the exact numbers because Tesla) for an official 391 miles of range. The longest of long shots, then. Call it the yardstick, the benchmark for BMW to surpass.

Because the iX3, in theory, might make it. Packing a 108kWh battery, it boasts an official 500 miles of range on the endearingly fictional WLTP cycle. If I drive like the accelerator’s on actual fire, there’s a strong chance it’ll reach Land’s End. But we’re not going to drive like that. No hypermiling, no lorry drafting, just calm, sensible real world driving. Easy on the throttle, easy on the aircon. We’re going to drive, in short, like my dad. Behind the wheel of the BMW, I’m feeling far from confident.

Read the full article to find out if they make it to their destination or fail miserably.

From the T&E report:

Two-thirds of EU member states are failing to provide companies with the tax incentives necessary to steer them away from fossil-fuel cars. In 18 out of 27 Member States, the tax gap between an EV and a fossil-fuel car is not enough to compensate for higher EV prices, according to new T&E analysis. At a time when Europe should be reducing its dependency on oil, weak company car tax risks locking the continent into a decades-long reliance on petrostates.

Company cars are key to tackling road transport pollution. They account for 59% of new car registrations and 78% of oil imports consumed by new cars. Last December, the EU presented the Clean Corporate Vehicle regulation which sets national electrification targets for the car fleets of large companies, proposing an EU-wide average of 45% of their new cars to be electric in 2030. It proposed Member States, not companies, be responsible to meet them.

Germany and Poland alone account for 52% of corporate registrations of high oil-consuming D-segment cars, yet both continue to tax them weakly. This risks locking Europe’s car fleet into higher oil demand for years and sucks money from companies that could be used in other areas of the business.

The full report has a lot of additional details and analysis, if you’re interested.

From the short article:

MULHOUSE, France, June 2 (Reuters) - Stellantis will produce three new electric and hybrid Peugeot models at its Mulhouse factory in eastern France from 2029, the automaker said on Tuesday, as part of a revamped global that ⁠includes a major new product push. The launches will be backed by a €400 million ($466 million) investment in the Mulhouse plant, alongside a further €500 million for research and development. Most of the R&D spending will go into the new STLA One platform, which is designed to underpin a new range of electrified vehicles.

From the article:

[...] the 5 has its own platform – one made with bonded sections of extruded aluminium in the Lotus spirit. It’s a curiously artisanal turn for a mainstream manufacturer, especially given that the Polestar Performance Architecture has limited potential to spawn other creations beyond the upcoming 6 roadster. Candidly, the 5 and its ultra-stiff underpinnings are unlikely to generate much profit. Yet it was important for its maker that this car be precisely as imagined, because it will serve as Polestar’s flagship. It’s the manifestation of the brand’s deepest values: electric performance in an elegant, reductive GT package.

Prices start at £89,500 for the 737bhp Dual Motor model, for which you get an 800V electrical architecture, four-wheel drive, a 0-62mph time of 3.8sec and 421 miles of WLTP-rated range. Above that sits the Performance with 871bhp, a 0-62mph time of 3.1sec and 346 miles of range. Both cars use a slim, 112kWh nickel-manganese-cobalt battery, an in-house-developed rear motor capable of 600bhp or so and another motor from ZF on the front axle. An RWD variant is potentially in the works, though its purpose would be to lower the entry cost to the range, rather than to be a driver-centric special.

The full article has a bunch of additional info and is worth reading.