Several Toyota and Lexus models have come under scrutiny after owners have reported major battery flaws, with some people getting trapped inside their vehicles in the worst cases. Research conducted by Which?, an independent consumer rights organization in the United Kingdom, shows that hundreds of owners are affected by the battery problem. We managed to find a few consumer complaints in the United States, too, so the problem isn’t confined to the UK.

Lexus

In the Which? report, the organization found that 12V batteries in certain models can drain prematurely. When these batteries fail, they can prevent an occupant from opening the car door. That’s because the internal/external handles don’t open the door directly. Rather, they engage an electric motor which does the job; this is known as an e-Latch. If the motor can’t draw power from a dead battery, the door can’t be opened.

Mary Mitchell, one owner of a Lexus LBX (a small crossover sold in other markets), found herself in a situation where her grandchildren were trapped inside the vehicle. The retracting external door handles didn’t operate and the kids inside were unable to operate the manual override function inside the car. The key fob includes a mechanical key, but it was inside the vehicle at the time.

“The children were panicking and it was extremely stressful,” said Mitchell. “We eventually managed to get a window open and get the children out.”

In another case, the owner of a Lexus NX had to break a window on his vehicle after two adults and two dogs became trapped inside. Nobody was aware of the manual door release. Another owner of a Lexus RX had six 12V battery problems in the first year.

The NX, RZ and RX were named as being among the affected models. From Toyota, the C-HR, Corolla, Yaris, and Yaris Cross received the most battery-related complaints, based on a survey of 63,334 respondents.

Lexus

Although the door handle issues don’t appear to be as widespread in the U.S. market, we uncovered a few instances where customers here have run into exactly the same problem. As recently as July 9, the owner of a 2025 Lexus NX said the door’s electronic hatch will occasionally malfunction. If that happens, the only way to open the door is to “pull very hard on the door to close it again or get someone to push on the outside of the door.”

That’s not always a viable solution, as a weaker or older driver may not have the strength to pull hard enough to close the door. Interestingly, this customer did not directly mention a battery fault.

Another owner of a 2025 Lexus NX in California did directly mention the 12V battery. In this case, which was published on the NHTSA site, the owner was trapped inside the vehicle for 45 minutes. Without his phone, he only got out by using the horn to alert his wife. Even then, the couple still had to call Lexus Roadside Assistance. The Lexus dealer only said the car should be “driven more often to keep the 12V battery charged.”

We found a Reddit thread that was started by a Toyota master diagnostic technician, who said "Toyota is aware of the [12V issue] and is trying to investigate." Many customers responded with experiences of 12V battery failures.

Related: Toyota May Have Found A Better Way To Do Flush Door Handles

Lexus

In the UK, Toyota and Lexus both acknowledged that a 12V battery could prevent smart entry and other electrical systems from working as they should. This month, both brands published an advisory on what customers should do if the vehicle can’t be unlocked. It includes the location and operation of manual door releases, but these mechanisms vary from model to model. In the case of select Lexus models, a mechanical door lever must be pulled towards you twice.

“We are particularly concerned by reports of customers feeling distressed or vulnerable as a result of a depleted battery, including incidents where occupants have experienced difficulty operating electronic door-release systems,” said Toyota/Lexus. “Customer safety remains our highest priority, and we recognize the importance of ensuring customers are familiar with the manual override features fitted to these vehicles.”

Cole Attisha

These Toyota and Lexus reports again raise concerns around needlessly complex technologies. Electronic door handles—and particularly flush door handles—have already been banned in China as of 2027, with clear rules around making manual door releases visible.

The Toyota/Lexus issue is slightly different, as it relates specifically to failing 12V batteries. However, in an emergency where exiting the vehicle as quickly as possible could save your life, the dangers are no less apparent. If you ask us, there is not a single e-Latch benefit for the consumer that justifies the safety risk.

For owners of Lexus or Toyota vehicles equipped with these technologies, we’d recommend familiarizing yourself and your family with your vehicle’s specific manual override door levers. We also recommend regularly checking the health of your 12V battery, especially if your vehicle mainly drives short distances or stands for an extended period of time.

Related: China Has Officially Banned Tesla-Style Flush Door Handles

The eighth-generation Lexus ES landed for 2026 as a completely new sedan, shaking up the familiar formula. Gone are the days of just picking between gas and hybrid – now, buyers get an electrified lineup with the ES 350h hybrid, plus the all-electric ES 350e and ES 500e.

For 2027, the ES is largely unchanged, but the price tags have increased a bit. The hike is quite mild, really – just $105 to $110 extra, depending on the trim. And yes, those numbers already include delivery, processing, and handling.

Trim

2026 MSRP

2027 MSRP

Difference

ES 350e Premium

$48,895

$49,005

+$110

ES 500e Premium AWD

$51,895

$52,005

+$110

ES 350e Luxury

$57,295

$57,405

+$110

ES 500e Luxury AWD

$60,295

$60,405

+$110

ES 350h Premium

$51,095

$51,200

+$105

ES 350h Premium AWD

$52,495

$52,600

+$105

ES 350h Premium+

$55,895

$56,000

+$105

ES 350h Premium+ AWD

$57,295

$57,400

+$105

Not much has changed this year. The ES 350h still uses Toyota’s sixth-gen hybrid setup, with a 2.5-liter four-cylinder and electric motors making a combined 244 horsepower. Front-wheel drive comes standard, but you can get all-wheel drive if you want a rear electric motor thrown in. The FWD version gets an EPA-estimated 46 mpg combined, while the AWD drops slightly to 44 mpg.

The electric versions are back too, still packing the same 74.7-kWh battery. The ES 350e sticks with a single front motor and can go up to 307 miles on a charge, according to the EPA. If you want more power, the dual-motor ES 500e cranks out 338 horsepower and is rated for 276 miles with its standard 19-inch wheels.

Across the range, Lexus continues with a 14-inch touchscreen, 12.3-inch driver display, wireless Apple CarPlay and Android Auto, and Lexus Safety System+ 4.0. The ES 350h Premium+ also gets upgrades such as a 17-speaker, 1,800-watt Mark Levinson audio system.

Lexus

One of the bigger changes for 2027 is happening behind the scenes: the ES is now built in Japan. The last generation was made in Georgetown, Kentucky, from 2015 until earlier this year, with 438,133 units rolling out before production wrapped up. Now, all versions – the ES 350h, ES 350e, and ES 500e – are assembled at Toyota Motor Kyushu in Japan.

The ES has had a rough time in the US lately. In June 2026, sales nosedived by 89.3% year over year, dropping to just 331 units. That happened even as Lexus had its best June ever and electrified models kept gaining traction.

So, the 2027 ES shows up with a small price bump, Japanese assembly, and pretty much the same recipe as last year's model. Lexus is hoping that a mix of hybrid efficiency, EV range, and classic luxury-sedan comfort will help the ES claw back some ground in a market that's all about SUVs right now.

Lexus

Volkswagen has officially unveiled the all-new 2027 Atlas Cross Sport, and as expected, it shares much in common with the new 7-seater Atlas revealed earlier this year. The main difference is its two-row cabin and coupe-like roofline, similar to the relationship between the BMW X5 and X6.

Both models use the updated MQB Evo architecture, but the new Atlas Cross Sport is 5.4 inches shorter, measuring 195.6 inches long. It is also 2.1 inches lower than its 7-seat counterpart, adding a sporty stance. Body-colored rocker panels provide another point of differentiation. Otherwise, the all-new, second-generation model should already look and feel familiar to anyone who has seen the new Atlas.

Volkswagen

Up front, the Atlas Cross Sport features double lightlines and an illuminated VW badge on all but the base trim. Instead of the more traditional lighting signature found on the outgoing model, the midsize crossover adopts a segmented, pixel-like design that gives it a more modern appearance. The motif carries over to the rear, where a piano-black surround provides a more premium finish reminiscent of the Audi Q8.

The redesigned interior looks airier than that of the outgoing model, thanks to a cleaner, less-busy layout. Stylish gray wood trim comes standard, while buyers can choose from three interior color palettes: Pebble Gray, Black, and Medium Brown. The two highest trims offer Varenna and Nappa leather, respectively, along with 30-color ambient lighting for a cozier cabin.

In terms of technology, the new Atlas Cross Sport features a revised 12-way ergonomic driver’s seat. Upper trims add thigh support and an improved full-back massage function for both the driver and front passenger. A 14-speaker Harman Kardon premium audio system is available on the flagship trim, along with a 15-inch infotainment screen (the base model receives a 12.9-inch display instead). Other equipment includes a standard 10.25-inch configurable Digital Cockpit Pro gauge cluster, an updated Qi2 wireless charging that allows two devices to charge simultaneously, and five USB-C ports.

Like the 7-seater Atlas, the sportier-looking Atlas Cross Sport uses an updated 2.0-liter EA888 Evo5 turbocharged inline-four producing 282 horsepower and 258 lb-ft of torque. That represents a 13-hp increase but a 15-lb-ft decrease compared with the outgoing engine. Volkswagen nevertheless expects improved fuel economy. An 8-speed automatic transmission and front-wheel drive come standard, while 4Motion all-wheel drive is available across the lineup.

Safety upgrades include a new front-center airbag, bringing the total to seven, along with an improved IQ.DRIVE driver-assistance suite. Travel Assist, the brand's hands-on semi-automated driving system, now supports driver-initiated lane changes.

Volkswagen

Additional information, including pricing, will be announced closer to the all-new Volkswagen Atlas Cross Sport’s launch in early 2027. A hybrid variant will follow with the model’s midcycle refresh, allowing Volkswagen to capitalize on growing demand for hybrids in the U.S.

That addition could prove important, as rivals such as the Mazda CX-70 already offer electrified powertrains. Others, including the Honda Passport and Chevrolet Blazer, remain gas-only, so the automaker may not feel the need to rush.

Volkswagen

Purchasing a severely damaged 2,866-pound exotic vehicle sight unseen presents significant financial risk. Automotive YouTuber Mat Armstrong recently acquired a crashed McLaren 600LT from Greece without a prior physical inspection. Supercars involved in a roadside impact frequently suffer structural damage to their carbon fiber monocoques, making prospective buyers wary of total repair costs and inflated parts pricing.

Despite lacking official insurance assessments, Armstrong transported the vehicle to his shop with a strict seven-day rebuild deadline. Restoring track-focused variants like the Segestria Borealis demands specialized components that traditionally require extensive dealership wait times. Armstrong aimed to prove that an independent mechanic could bypass these barriers and return the car to the road.

The teardown forced Armstrong to bypass standard supercar part supply chains. When the McLaren initially failed to crank, he identified a blown pyro fuse. Rather than purchasing a complete factory fuse box, Armstrong sourced the identical standard Mercedes-Benz electrical component on eBay for just $17. Later, to align the door glass without interior modules, his father manually hotwired the window motor to isolate power from the vehicle's computer.

Fabrication replaced expensive catalog orders to keep the project on schedule. A local machinist TIG welded a snapped cast aluminum door hinge, restoring structural integrity while avoiding overseas shipping delays. Furthermore, Armstrong secured a lower control arm meant for a 720S. Because the 720S utilizes hydraulic suspension, it lacked a mounting hole for the 600LT's mechanical anti-roll bar. The team measured, drilled, and tapped a thread directly into the aluminum arm to force compatibility.

Cabin restoration followed a similarly localized approach. Instead of ordering replacement seatbelt assemblies from the manufacturer, Armstrong shipped the deployed belts to a regional airbag specialist. Technicians installed fresh explosives into the factory hardware, reset the tensioners, and custom-dyed the webbing orange, successfully circumventing standard factory wait times and premium pricing.

YouTube: Mat Armstrong

This quick rebuild highlights an ongoing conflict within the exotic car repair market. Manufacturers strictly control part distribution networks to maintain dealership repair revenues and brand exclusivity. Yet, independent mechanics continue proving that resourcefulness can return these vehicles to the road affordably. Armstrong recently avoided a massive Bugatti service bill using similar independent repair tactics.

Automakers frequently oppose unauthorized garage rebuilds. A prominent Italian brand actively hindered Armstrong’s recent attempt to restore a 296 GTB. However, the financial incentives for rebuilders remain strong. Similar to a previous damaged Porsche that yielded substantial profit, Armstrong secured this running McLaren 600LT for roughly $141,000 total, establishing a final price significantly below current market value.

YouTube: Mat Armstrong

High-performance SUVs are everywhere these days, and it could be said that the BMW X5 was one of the pioneers of the genre. Granted, it wasn't the first (see: GMC Typhoon and Mercedes-Benz ML 55), but the X5 4.6is was instrumental in making it popular in the luxury market.

The 4.6is later became the 4.8is. After that, the hot X5s eventually gained official M car status by the second generation. Today, nearly all luxury marques have a go-fast SUV. Like it or not, these are here to stay.

BMW

So, why are we bringing up the first-gen X5? That's because BMW is, once again, tying up with Kith for yet another special project. The two will soon reveal a special-edition 2027 X5, but the highlight has to be the epic build using an original X5 as its basis.

Kith founder Ronnie Fieg is a BMW superfan, and for his latest retro collab with the brand, he's gotten an E53 X5 and stuck in the engine from an E60 M5. Yes, that's the one with the F1-inspired V10 that revs up to 8,250 rpm. Not only that, it'll have a stick shift and retain its all-wheel drive system.

BMW

According to Fieg, the build took over a year to develop and complete. While it sounds like a long time, ask anyone with a project car if they're done with it, and they're likely to respond with 'it never ends.' By all means, this was relatively quick, especially considering the X5 was never meant to accommodate a ten-cylinder engine.

The crossover underwent a full rotisserie restoration, and there are likely some modifications to the front end to fit that V10 at the front without making it a hack job. Pairing that same engine to an all-wheel drive system couldn't have been an easy job, either. As the build used a 2000 X5 as a basis, this still had the basic all-wheel drive arrangement and not the more advanced xDrive system that was introduced in 2004.

Fieg called the build "the most detailed and intensive rebuild out of all the BMW projects I've worked on," and we're very much inclined to believe that. So far, only pictures of the build process have been shared on Kith's Instagram page, while the V10 keeps its stock rating of 500 hp and 384 lb-ft. As for the final product, it'll make its debut at Pebble Beach during Monterey Car Week alongside the 2027 X5 by Kith.

BMW

There are just some cars you don't mess with; these cars are at the level of reverence and status that they must be kept as close to original as possible. An example is the Ford GT, the brand's halo car, the very best they have to offer. It took years and millions of dollars to craft and create this car.

You could forgive changing the rims or maybe a new paint job, but Mansory isn't subtle, nor do they care about the norm. Back in 2020, they made the Le Mansory Ford GT, which has been resurrected through a YouTube walk-around video.

The Le Mansory Ford GT was unfortunately the result of the German tuner's celebratory efforts for its own 30th anniversary. We can now all relive the glory through this up-close and personal video showing the Le Mansory Ford GT in all its glory. Mansory says that the Le Mansory was designed around the idea of fashion and cars, an automotive haute couture if you will. Just looking at the car gives you the impression that they nailed the brief they set out to do; it's definitely striking in an abstract sort of way.

Its exterior shows that the car has been widened, specifically by 2 inches. It also does away with the factory front fascia; in its place is a Y-shaped carbon nose piece and heavy hood inlets. Next, the hood has intake scoops, and finally, the rear has a massive rear wing and, weirdly, a three-pipe exhaust layout. Not to mention the massive 21-inch MansoryYN.5 fully forged alloy rims.

As crazy and distorted as the outside looks, the interior of the Le Mansory is actually quite tame and not assaulting to the eyes. Most of the panels have been redone using Alcantara; in the case of the video car, the interior takes a predominantly white theme. Mansory kept the factory powertrain components intact, but fiddled with the engine management system, boosting power up to 710 hp, from the original 660 hp.

YouTube/PARCARS/MEDCARS

Only six Le Mansory Ford GTs were slated for production, making it a rare car (thank heavens). Out of curiosity, we searched the current market value, and it seems the rarity and the build have done nothing to increase the price over the past 6 years. When it was first introduced, Mansory priced it at $1.8 million; nowadays, the only listed example is priced at around $1.6 million.

There is an exception: Mansory created the Steph Curry edition, which is an even more "special" edition of the already special edition car. This has an estimated value of around $2.6 million.

YouTube/PARCARS/MEDCARS

Stellantis’ strategy in the U.S. makes Jeep and Ram clear priorities. Such a strategy inevitably puts its other brands sold in the country on the back foot, but Fiat might carve out a path of its own. The brand is doubling down on tiny “cars” as micromobility continues to grow in the U.S.

CNBC reported that a growing number of companies, including Stellantis, Waev, and Chip Motors, are introducing electric low-speed vehicles. These technically are not traditional cars, instead occupying a space slightly above golf carts. This type of vehicle is gaining more attention now that the average new-car price in the U.S. has exceeded $50,000, bringing affordability back into the conversation. Fittingly, the Fiat Topolino starts at $13,995 before destination fees.

Fiat

While the pricing may be attractive, LSVs have several limitations, including the inability to travel on highways. They are intended primarily for short-distance transportation, especially considering that their ranges fall well short of those of traditional EVs such as the Mini Countryman SE, which can travel more than 200 miles on a charge.

But if the LSV segment continues to grow and more players enter the market, it could challenge the norm in the U.S., where large vehicles such as the Ford F-150 dominate sales. Fiat CEO Olivier Francois acknowledged the experimental nature of the Topolino’s arrival, telling CNBC, “I want to use America to test and learn,” adding that “if along the way I do some good volumes and good business, it doesn’t hurt.”

Fiat remains a priority for Stellantis under its FaSTLAne 2030 strategy, although its main focus remains Europe rather than the U.S. If it becomes a major competitor in America’s growing micromobility market, the segment could give Fiat a newfound purpose in the country. That would be especially significant considering that the brand’s U.S. sales fell from 43,772 vehicles during its first full year back in 2012 to just 1,321 units last year.

Fiat

President Donald Trump has also expressed support for bringing smaller cars to the U.S., saying last year that Japan’s tiny kei cars should be legalized stateside. During a speech at General Motors’ Milford Proving Ground in Michigan in late July, he also said American automakers should be allowed to build “tiny little tiny cars.”

For reference, Stellantis’ entry into this space, the Topolino, measures 99.6 inches long, 56.4 inches wide, and 61.2 inches tall, with a curb weight of about 1,073 pounds – roughly one-third the weight of a Fiat 500e. As standard, the Topolino has a top speed of 19 mph, but a conversion kit raises it to 25 mph, allowing it to travel on most public roads with speed limits of 35 mph or less, depending on local laws. Its range is limited to just 46 miles.

Stellantis

Nobody expects to walk out to their car and find the emblem missing off the front. The newest target for thieves appears to be something apart from wheels, stereos, or even catalytic converters. Just a small circular badge that most owners would assume is worth about as much as scrap metal. Except on a lot of modern Volkswagens, that badge sits directly over the forward radar sensor, used by adaptive cruise control and other driver-assistance systems.

Pop the badge off and you're not just stealing trim, you're stealing the eyes of the car. The irony is that Volkswagen made the badge removable-looking for a very good reason. Radar can't simply sit behind an ordinary metal grille, so the emblem effectively doubles as a window for the sensor. Replacing this part can run owners close to $2,500, according to victims who spoke to The Telegraph. Police in south east London say around 70 cars across 29 roads were hit in a four day stretch. That's more than opportunistic theft. It's a pattern.

Volkswagen

One owner's Volkswagen Tiguan was among them. His CCTV showed two people rolling up on hire bikes, popping the badge, and riding off, all in under five seconds. He said the theft left him with nearly $2,500 in damage. His words for it were blunt: they harvested the area. Several residents believe drones were used to scope out targets beforehand, spotting which driveways had a Volkswagen worth hitting before the thieves ever showed up. Officials haven't confirmed the drone theory. Another owner said a neighbor saw a drone hovering nearby the night before her six-week-old T-Roc was targeted.

The badge itself isn't the prize. The valuable part is the radar module mounted behind it, a radar module that a repair shop has to replace and recalibrate. The expensive part isn't the logo. It's everything that has to happen after the logo comes off. The radar has to be replaced, mounted correctly and recalibrated. That's the gap thieves are exploiting. Something that looks like a two-minute swap job is actually a driver-assistance component with a specialist price tag attached. 

Volkswagen

Not every Volkswagen is equally vulnerable. The radar-behind-the-badge setup is used on specific models and generations spanning the Golf, Tiguan, Jetta, Passat, ID.4 and ID.5, meaning owners can potentially determine whether their car is a target before discovering the emblem missing. Volkswagen appears to have already moved away from the design on newer models. The automaker says recently launched vehicles place the radar sensor separately from the badge, meaning the very feature that made older cars attractive to thieves isn't present in the same way on newer Volkswagens. For now, owners of affected Volkswagens are left with an absurd new precaution: checking the badge on the front of the car before they even start it.

You'd think that every new generation of a performance model would mean that the brand ensures it's faster than the outgoing one. However, there are several key factors as to why that might not be the case; it all boils down to the overall package of both models.

Ram's been making a big deal about its latest performance trucks, bringing back the glory of the old-school big-powered HEMI V8. In fact, the newest TRX is the most powerful one ever. That doesn't stop a few YouTubers from finding out just how much faster it is than the previous generation, and the results are shocking to say the least.

The Fast Lane Truck just posted a video on their YouTube page pitting the old Ram TRX and the new TRX. Before we dive deep into the TRX side of the race, they also decided to race the more affordable RHO against the TRX just to see if the price difference is worth it. Unsurprisingly, the RHO vs. TRX went as expected; the severely less powerful RHO was significantly slower during the races. After all, the RHO has only 540 hp compared to the massive 777 hp TRX.

Now, onto the race that everyone cares about, the old vs new, which doesn't go as you imagine it will. Before we talk about the differences, let's jump straight to the results: during the standstill race, the new TRX beat out the old one "by a nose," leading to a photo finish moment. The same result happens during the rolling race, but reverses the order, with the old one narrowly beating out the newer one.

YouTube/The Fast Lane Truck

The hosts of the video discuss in detail the key differences between the new one and the old one. Power-wise, the gulf between the two is a massive 75 hp, with the new one pumping out 777 hp and the old one making do with just 702 hp. Torque figures are also massively different, with 30 ft-lb more for the new one.

It all comes down to weight, though; the new old TRX weighs 6,440 lbs, while the new TRX tops it at 6,750 lbs. A 310-pound difference is nothing to scoff at, and the results speak for themselves, giving credence again to the importance of the power-to-weight ratio. Another thing is the payload capacity; the new TRX has 410 pounds less capacity than the old one, not that these trucks are the hauling type, but that's a significant difference also.

Ram

With hybrids becoming more popular, especially in the U.S. amid a slowdown in EV sales growth following the expiration of the $7,500 federal EV tax credit last year, automakers appear to be exploring ways to get more out of their powertrain setups. Last month, a Porsche patent application was published describing a system combining EV, extended-range electric vehicle (EREV), and hybrid capabilities in one package.

Now, fellow Volkswagen Group brand Audi has an entry. The German marque’s newly published patent application (look for patent no. 20260217104) describes a range-extender powertrain designed to reduce costs by eliminating a dedicated generator and instead using a secondary electric motor to charge the battery. It may sound complex, but the secondary motor is the only unusual element, and understanding its dual role makes the system easier to grasp.

Audi

In this system, the primary motor drives one axle, plain and simple. The secondary motor can power the other axle when the driver needs more performance or all-wheel drive. When the battery needs charging, the system disconnects the secondary motor from the axle and connects it to the gasoline engine, allowing the engine to spin the motor so it acts as a generator.

In a nutshell, the secondary motor can either drive an axle or act as a generator, but not both at the same time. This setup could reduce costs because it would not require a separate generator and its associated hardware.

The proposed system is closer to an EREV than a plug-in or conventional hybrid because the combustion engine does not mechanically drive the wheels. For drivers, that could provide an experience closer to an all-electric car while retaining the ability to refuel at a traditional gas station, reducing range anxiety.

Audi

Although Audi’s concept could reduce costs, it may compromise performance at times. Because the secondary motor cannot propel its axle while generating electricity, all-wheel drive and full dual-motor output would be unavailable during range-extender charging. The system would also require careful calibration to ensure smooth transitions between charging and AWD modes without significant delays or abrupt changes.

As with most patent filings, the application does not mean the automaker plans to put this powertrain into production. It may have been filed to preserve options for future products or prevent competitors from copying the design.

Audi