TMMI, short for Toyota Motor Manufacturing Indiana, has been churning out some of the most popular models carrying the Japanese nameplate since 1996. The first vehicle to roll out of the facility was the 1998 Toyota Tundra, with the 2001 Sequoia and 2003 Sienna following suit shortly after. As recently as 2023, the factory saw its production expand to the Toyota Grand Highlander and the TX luxury SUV, its midsize Lexus equivalent.

The conglomerate has poured in nearly $8 billion since its inception, advancing and retooling the place to accommodate the production of some of its later models. At the moment, this massive manufacturing facility located in Princeton, Indiana, is the only place outside of Japan that builds the Lexus TX.

Our deep dive comes courtesy of Car Confection’s latest YouTube upload, where it starts off by showing how massive the actual campus is. In total, TMMI spans nearly 4.5 million sq ft, comprising everything from on-site markets, cafes, fitness centers, and even ATMs—It's basically a small town, as the presenters put it.

Moving forward, we are introduced to the stamping shop, a 300,00 sq ft area dedicated to fabricating the required sheet metals for all the various Toyota and Lexus models. Complete with ultrasound detectors to check for metal quality and weld integrity, the place is a proper churner—producing over 86,000 parts each day!

Then comes the weld shop where the underpinnings are pieced together with help from 2,000 highly sophisticated robots that specialise in arc and resistance welding. The many skilled workers in the department—500, to be specific—check for imperfections and readiness, running their hands along the panels and employing their dexterity and craftsmanship to ensure quality isn’t compromised. It’s worth pointing out that Lexus models have additional checkpoints along the way.

After welding, painting, and inspection, the vehicle shells are sent to assembly, where everything from dashboards, seats, wiring, and trim is installed by technicians with help from Toyota’s hand-guided parts delivery systems. If the worker feels something isn’t right, the individual can pull a quality cord to stop the production line and address the concern. It’s so streamlined that a new vehicle rolls off the assembly line every single minute!

Final inspection is carried out by driving them up to 80 mph and tested for leaks via a water bath, simulating what is felt during an actual downpour. 92 percent of those pass without defects, and the vehicles are then prepared for shipping. Overall, it’s an incredibly efficient and well-thought-out facility with almost no room for production and quality-related mishaps.

The Porsche 918 Spyder may be more than a decade old, but its performance remains remarkably fresh thanks to its future-proof hybrid powertrain. Through FRAME’s behind-the-scenes feature, we now get a look inside the birthplace of the hypercar that earned its place in the Holy Trinity.

The Holy Trinity refers to the three groundbreaking hypercars of the early 2010s: the Porsche 918 Spyder, Ferrari LaFerrari, and McLaren P1. All three used hybrid technology, but the LaFerrari stood apart as the only one without plug-in capability. The 918 Spyder was hand-built within Plant 2 at Porsche’s Zuffenhausen facility, the same site that has produced the iconic 911 for about six decades.

Porsche said that 100 skilled employees from 14 different countries were selected from the 911 production line to assemble the 918 Spyder. Every one of the 918 examples the automaker produced reportedly took around 100 hours of hands-on assembly, supported by contributions from more than 250 suppliers. One of them was Magna Steyr, the Austrian manufacturer known for building vehicles like the Mercedes-Benz G-Class, which supplied the 12-volt lightweight battery.

The 918’s ultra-light carbon-fiber monocoque helped deliver its impressive power-to-weight ratio. The chassis was engineered specifically to house its hybrid system, pairing a 4.6-liter naturally aspirated V8 with two electric motors for a combined 887 horsepower. Workers used pneumatic torque wrenches to secure the aluminum engine’s bolts and relied on feeler gauges to ensure perfect alignment with the design specs.

FRAME on YouTube

Traditional tools still played a major role. Vacuum holders positioned the windshield, while mechanical scissor lifts raised the car so technicians could install underbody components. Inside, extensive use of carbon fiber kept the weight low.

Production of the 918 Spyder concluded in 2015, with every example featuring removable roof panels. Porsche has yet to release a true successor, although the Mission X concept unveiled in 2023 offers an early glimpse at what the brand’s next halo hypercar might become.

Drew Phillips

Although an all-new Toyota Corolla may not be too far off, the existing model remains a staple of the budget sedan category. It delivers the efficiency, reliability, and value for money expected in this segment, even if it’s not the most exciting vehicle in the class. For the 2026 model year, the Corolla received a small price increase to go with some new features, but the starting price is still low, as are the lease deals. Just in time for the holidays, Toyota is now running Corolla lease offers on the most affordable non-hybrid and hybrid trims, so here’s a look at them.

Related: Grab This 2026 Toyota Camry Lease Deal This December Before It's Gone

Toyota

For December, the Toyota Corolla’s lease price starts at $219 per month over 39 months, with $2,999 due at signing. This deal applies to the base LE in non-hybrid guise. It includes 10,000 miles annually, with an extra cost of $0.15 per mile if you exceed this limit. The lease does not include tax, title, licensing, and registration costs, and expires on January 5, 2026.

Toyota Corolla leasing deals don’t expand to other trims, although you can also lease the LE in hybrid form. This model costs $249 per month, with all other terms remaining the same as for the gas-powered LE.

These deals are specific to California, but you can check Toyota’s special offers with your unique zip code to find deals in your area, which may differ from these ones.

If you want to buy a new Corolla, the LE starts at $22,725 and the Hybrid LE costs $24,575. The priciest model is the Hybrid XLE at $28,940.

Related: Toyota Corolla Concept Completely Reimagines the Humble Sedan

Toyota

Both Corolla variants prioritize efficiency over outright performance. The non-hybrid model has a 2.0-liter four-cylinder engine with 169 horsepower and 151 lb-ft of torque, paired with a CVT. Power goes to the front wheels exclusively, and the sedan can achieve 32/41/35 mpg city/highway/combined in LE guise.

The hybrid switches to a smaller 1.8L four-pot with an electric motor, a combination that only musters 138 hp. This powertrain also uses a CVT, but unlike the non-hybrid model, the hybrid can be had with FWD or AWD. Efficiency is stellar, reaching 53/46/50 mpg with FWD or 51/44/48 mpg with AWD.

Although the LE looks rather bland with its 16-inch steel wheels (with covers) and black grille, it does come with the following standard features:

• LED headlights and taillights
• Seven-inch digital gauge cluster
• Fabric upholstery
• Automatic climate control
• Eight-inch touchscreen
• Six-speaker sound system
• Radar-based cruise control
• Lane departure alert
• Pre-collision system

Other Corolla trims offer niceties like heated seats, SofTex upholstery, a leather-wrapped steering wheel, and a larger digital gauge cluster.

The Toyota Corolla isn’t a legend for nothing. After all these years, it’s still a benchmark for unpretentious, value-focused motoring. The current model has been on sale for a while, too, so you can expect it to be very reliable.

The lease cost for the Toyota Corolla is also less than its chief rival, the Honda Civic, this month. Honda requires $239/month over a slightly shorter 36 months, with $3,599 due initially. Despite the Toyota’s lease being three months longer, the total cost is still less.

The last Nissan Xterra rolled off the production line in 2015. Since then, the company has been left without a midsize truck-based SUV to rival the Toyota 4Runner. In the end, two generations were made spanning 15 model years.

Curiously, there was an overlap between the second-generation Xterra and third-generation Pathfinder. Both rode on the same platform and even shared the same 4.0-liter V6, but the Pathfinder was about nine inches longer than the Xterra. The Pathfinder later took a different, er, path and transformed into a crossover.

There seems to be a growing interest in truck-based 4WDs this decade. There's the redesigned 4Runner and (sort of) downsized Land Cruiser, as well as the revived Ford Bronco. There's also the Jeep Wrangler, which has been continuously updated and upgraded over the years. Thankfully, Nissan has confirmed that the Xterra is coming back in 2028. The thing is, it never actually went away, at least in other parts of the world.

Cole Attisha Using Adobe Photoshop, Gemini 3 Pro, and Midjourney 7.0

The Xterra's formula is pretty simple. Take a midsize pickup, put a wagon-like body on it, and call it an SUV. Nissan has been building such a model since 2018, and it's called the Terra. Yes, as in Xterra without the X.

It's based on Nissan's global Navara midsize pickup, which, in turn, uses a modified version of the F-Alpha chassis dubbed the D23. It was introduced in 2018 with Southeast Asia being the primary market. Then, in late 2020, the facelifted model debuted in the Middle East as the X-Terra. Emphasis on the dash there.

Great news? Well, not quite. In a way, you'll be glad it isn't being sold stateside. At the same time, you might say it's a missed opportunity.

The X-Terra is sold in the Middle East, although the model is still called Terra in countries where it's sold. As one would expect from a midsize truck-based SUV for Southeast Asia, it has a diesel engine. Nothing wrong with that, but the Gulf-spec models ditch that for a gas engine. Again, no big deal as gas prices aren't really a concern over there.

The big problem here is that Nissan gave the X-Terra an engine that's short of two cylinders. It's a 2.5-liter, four-cylinder mill that's good for 165 hp and 177 lb-ft of torque. Oh, and that's the only choice you get in the region. The trouble here is that competitors like the Toyota Fortuner (no relation to the 4Runner) and Mitsubishi Montero Sport offer a V6, or a turbocharged four-cylinder like the Ford Everest.

It's not like a V6 won't fit under the hood either. The D23 platform can accommodate a bulky six-cylinder turbodiesel, so it's possible that the simpler, naturally-aspirated 3.8-liter from the Frontier could be a good candidate. But despite the lack of a V6, the X-Terra is, surprisingly, a hit over there. Still, we can't help but wonder if it'll sell even better with a pair of extra cylinders.

Now, we're speaking from experience and from the perspective of the diesel Terra model sold in Southeast Asia. To drive, it's generally agreeable, with a smooth, pliant ride that's perhaps a little on the soft side. It's no canyon carver (obviously), but it's a pretty great long-distance cruiser. Cargo space is commendable, and the 4WD models come standard with center and rear differential lock. It is, frankly, a hugely underrated model in its class.

Cons? It does lack several advanced driver assists, and its diesel, while strong enough for the primary market (190hp, 331 lb-ft), is gruff and clattery. That platform itself isn't all that new, although it's still fresher than the one used in the American Frontier by a good decade.

Overall, the Terra/X-Terra needs a little bit more polish to be fit for US consumption. Slap in a V6 in there, and it'll be perfect for those who want a simple midsize SUV in America. If anything, it serves as a decent benchmark for Nissan to start working with for the 2028 revival.

Nissan

Nissan

Inline-five engines have been around since the '30s, but it was only in the '70s that they started to really work. That's all thanks to the 1974 Mercedes-Benz 240D 3.0 (known as the 300D in the US), the world's first mass-produced straight-five-powered passenger car and the first diesel with five cylinders. We know what you're thinking: aren't we talking about Audis here?

Well, yes, but the five-cylinder's acceptance in the market was thanks heavily to Ferdinand Piëch. During his time away from Porsche, Piëch ran an engineering firm that developed what would eventually become the 300D's diesel lump now known as the OM617. After that, he joined Audi, revisited the concept, and applied it to gas power. Without Piëch, it's unlikely that five-pot engines would've reached some level of popularity.

Mercedes-Benz

The world's first mass-produced gas-fed five-cylinder engine was fitted to the second-generation Audi 100 (C2). It rolled out in 1976 in Europe, and one of the powertrain choices was a 2.1-liter unit that made 134 hp in fuel-injected form.

A carbureted version was introduced later on, as well as a turbocharged unit for the upmarket 200 that put out 168 hp. Audi also had a five-cylinder diesel available for the 100. Of course, it's not one anyone would call quick, as it only made 69 hp.

The basic block would later get 1.9-, 2.0-, and 2.2-liter versions through the '70s and into the '80s. It could be seen under the hoods of the Audi 80 and Coupe, as well as the Volkswagen Passat and Santana.

Audi

In 1980, Audi introduced the Quattro, featuring the same turbocharged 2.1-liter mill as the 200. The difference was that it made more power, bumping it up to 197 hp. North America got its hands on it in 1982 for the 1983 model year, but power was reduced to 160 hp due to emissions regulations. Boo.

Of course, we can't mention the Quattro without its rallying career. It practically reshaped the sport and made two-wheel drive obsolete. The motorsport versions were easily making about 300 hp, and at the height of Group B rallying, they made over 500 hp. If that wasn't enough, the Sport Quattro racers that went up Pikes Peak were somewhere in the region of 600 hp...from 2.1 liters.

Let's not forget Audi's exploits in IMSA, too. The 200 Quattro Trans Am stirred the pot during its time in America, as did the later 90 Quattro IMSA GTO, which ran for just one season. Dominant would be a good word to describe those race cars.

Audi

Back to road cars, Audi continued to fit the five-cylinder in its pedestrian models throughout the '80s and mid-'90s. Offered in both gas and diesel guises, these were often seen in the 90, 100, and 200, but this was also the time Audi started a new experiment.

The early '90s saw the S2 and Porsche-engineered RS2 Avant. Then there was the S4, which was essentially the precursor of the S6. All of them used a 2.2-liter turbo with varying states of tune ranging from 220 hp to 311 hp.

However, the five-cylinder Audis would be largely gone by the mid-'90s. They were replaced by V6 engines, and we wouldn't see another straight-five Audi until 2010.

Audi

It would take nearly 15 years before Audi stuck a five-banger under one of the hoods of its cars. That came in the form of a 2.5-liter block and made its way to the 2009 TT-RS. Not content with that, Audi then shoved that same engine under the hood of the A3 to form the RS3. And to fit in the whole fast crossover market, the RS Q3 was made, also fitted with that straight-five.

The revived turbo-five made 335 hp and 332 lb-ft of torque. It then rose to 362 hp and 343 lb-ft in the RS3, and 394 hp and 354 lb-ft in the second-gen TT-RS. Today, the RS3 makes 401 hp and 369 lb-ft, still from the 2.5 TFSI engine.

Audi is the only major automaker that's currently building five-cylinder engines. However, the more stringent incoming emissions regulations aren't making it easier for Audi to keep it going. Because of that, the company announced that they are canning the 2.5 TFSI engine in two years. Still, at least Audi can say they're among the first to build five-pot engines, and that they owned that space for the longest.

Audi

The 2020 Kia Telluride officially launched in early 2019, sharing its platform with the Hyundai Palisade. It was Kia’s largest vehicle ever, seating up to eight passengers. Since its debut, the Telluride has been a massive success for the automaker, earning numerous accolades, including the 2020 World Car of the Year, 2020 MotorTrend SUV of the Year, multiple Car and Driver 10Best awards, and the North American Utility Vehicle of the Year for 2020. More than 115,000 units were sold in 2024 alone.

So, when Kia rolls out an all-new design, it’s a big deal for the automaker. How big? I went in person to witness firsthand the changes, and it was enlightening.

The 2027 Telluride’s exterior is completely redesigned from the ground up, and there’s a touch of Range Rover influence blended with the essence of the original Telluride. That’s not a bad thing. Many journalists at Kia’s presentation in Irvine, California, were impressed by the SUV’s evolved yet familiar look. Like the original 2020 model, the new Telluride maintains a rugged, off-road presence, but now with a more refined edge.

The 2027 model is 2.3 inches longer overall, and visually it appears even more substantial. A nearly three-inch stretch in wheelbase and a one-inch increase in height help accentuate its elongated stance. Smooth body panels, a lengthened hood, and softened surfacing give it a more premium, sculpted feel, invoking comparisons to the modern Range Rover SE.

New paint colors such as Black Jade, Green, and Terrain Brown, available in both glossy and matte finishes, join a broader palette of ten shades. The one particularly unique (and somewhat controversial) design element appears around the wheel arches: a small notch at the upper edge of each opening. Some critics see it as odd or unfinished, while others appreciate its distinctiveness. Regardless, it’s a bold choice that ensures you’ll instantly recognize the new Telluride from the side profile alone.

With its larger footprint, the 2027 Telluride offers improved interior packaging and easier access to the second and third rows. The added height provides slightly more headroom - up to half an inch in models with sunroofs, enhancing comfort without compromising the SUV’s bold proportions.

At the core of the interior design philosophy - its Color, Materials, and Finish (CMF) story, is a single concept: "Grandioso." That's Kia-speak for "defined by magnificent yet restrained elegance." The cabin draws inspiration from the world of luxury interiors with rich hues and tactile materials. Colorways like Deep Navy with Tuscan Umber exude confidence, while an all-new Blackberry (a deep purple tone) paired with Sand Beige creates a striking yet harmonious atmosphere.

For the X models, the interior palette becomes more grounded with all-black, deep khaki, or saddle brown tones designed to feel durable and refined. Texture plays an equally important role; seating surfaces feature embossed lines, diagonal flourishes, and V-shaped motifs that add depth and visual interest.

In the rear, the passenger console transforms into a functional table, while mesh headrests in the first and second rows blend modern aesthetics with everyday comfort. Even the cargo area has evolved: a reconfigurable luggage floor with an integrated folding table, ruler markings, and removable partition makes it more adaptable for family or outdoor adventures - blending form and function in clever ways.

Keep in mind, this was a design unveiling, not a technical debut. Kia hasn’t yet shared details on the drivetrain, performance, or pricing. That information will come later, and I look forward to testing it when the opportunity arises. The 2027 Kia Telluride goes on sale in 2026, with an official launch date to be announced.

Hyundai and Kia have been on a roll this year, with both Korean automakers breaking several model-specific and/or monthly sales records in the United States. Now that November sales are in, we have a clearer idea of where each brand is at and how the year will finish.

With 822,756 models sold through November, Hyundai leads Kia, which sold 777,152 vehicles over the same period. These are increases of 8% and 7% respectively, so the two brands have grown at a similar pace in 2025. It’s when we break down sales by model that clear differences emerge.

Related: The Dominance of Hyundai and Kia in Korea is Overwhelming, and This is What I Saw

2025 Kia K4

Kristen Brown

Kia is marginally behind in sedan sales, with a total of 193,561 sedans sold, split between the K4/Forte (126,919) and K5 (66,642). Hyundai, meanwhile, has sold 201,081 sedans, split between the Elantra (136,824), Sonata (54,238), and Ioniq 6 (10,019). Hyundai doesn’t sell a smaller sedan to compete with the K4, which is where most of Kia’s sedan sales stem from. Despite this, Hyundai still sold more sedans.

In terms of EV sales, it’s nowhere close—Hyundai is far ahead, as reflected in the table below:

Kia EV Model

2025 Sales

Hyundai EV Model

2025 Sales

EV6

12,188

Ioniq 5

44,760

EV9

14,032

Ioniq 9

4,809

Niro EV

Unknown

Ioniq 6

10,019

The Ioniq 5 is comparable to the EV6, but has sold almost four times as many units in 2025 so far. Kia doesn’t have an electric sedan like the Ioniq 6 and Hyundai lacks a small electric crossover like the Niro EV. However, Niro EV sales are reported in combination with the gas/hybrid models, so we don’t know how many units Kia has sold.

Overall, though, Hyundai sold far more EVs than Kia.

Related: Hyundai and Kia Beat Toyota and Honda in Toughest Safety Tests Yet

2025 Kia Seltos

Both automakers’ lineups are dominated by crossovers. Here’s a look at how their sales compared. We have excluded the electric crossovers, as these were mentioned under the EV section.

Kia Crossover Model

2025 Sales

Hyundai Crossover Model

2025 Sales

Soul

47,679

Venue

27,943

Niro

28,037 (including Niro EV)

Kona

68,030

Seltos

51,973

Tucson

212,037

Sportage

165,954

Santa Fe

127,964

Sorento

87,433

Palisade

112,237

Telluride

111,123

In total, Kia sold 492,199 crossovers so far this year, while Hyundai managed 548,211. Despite Kia having one extra crossover, Hyundai still leads. The Palisade and Telluride three-row crossovers are neck-and-neck, and the only area where Kia leads is in subcompact crossovers. That could change soon, as the Kia Soul has been discontinued.

Both companies have a few brand-specific models. Hyundai also sold 23,889 Santa Cruz pickups and five hydrogen-powered Nexos; Kia doesn’t sell equivalents of these. Finally, Kia sold 65,172 Carnival minivans (and achieved record sales in November), for which Hyundai has no equivalent.

Kia and Hyundai are ticking a lot of boxes right now, and it shows in their 2025 sales so far. Their models are strikingly styled, feature high-tech interiors, and offer multiple hybrids and family-friendly options. Both brands have seen increases in electrified models this year.

But, for now at least, Hyundai is still America’s favorite Korean brand. It easily sells more EVs, sedans, and crossovers than Kia, and has increased its lead over Kia since the middle of the year. Kia leads in sales of subcompact crossovers and the Carnival minivan has been popular, too, but that’s not enough to overcome Hyundai.

Vehicle recalls are more or less typical, like faulty airbags, fire risks, or software bugs that slipped past development. Then there are the oddballs. Over the years, manufacturers have recalled cars because spiders built webs in fuel lines, labels used the wrong font size, or floor mats interfered with pedals. Lists of the strangest recalls read less like technical documents and more like icebreakers at car meets.

Genesis now finds itself brushing up against that latter territory. Beyond spiders or rodents, the luxury marque has acknowledged that the G90 may apply the brakes to something that isn’t really there. What makes this unintended braking especially strange is that the car isn’t misreading traffic or lane markings. Instead, the issue comes down to how the vehicle’s own paint interacts with its advanced driver-assistance hardware.

According to the recall document published by the National Highway Traffic Safety Administration (NHTSA), the campaign affects certain 2023–2026 Genesis G90 sedans equipped with Highway Driving Assist. When moving slowly or changing lanes using the assist feature, the system can falsely detect an object entering the lane and briefly apply the brakes. According to the recall filing, this happens primarily on vehicles finished in Savile Silver.

That particular paint contains aluminum, which can reflect radar signals emitted by the front corner sensors. Those reflections pass through the bumper structure and get interpreted as nearby vehicles. Genesis notes that the behavior only shows up under specific conditions, typically below about 12 mph, and only when the assistance systems are active. Thankfully, there have been no reported crashes, injuries, or fires tied to the issue so far.

The remedy isn’t a software patch or recalibration. Genesis plans to replace the front bumper beam with a sealed version designed to block radar transmission through the structure.

James Lipman

In this case, the “culprit” isn’t poor calibration or lazy coding, but physics doing what physics does. Combine reflective paint, sensitive radar hardware, and the wrong angle, and the system starts imagining traffic. The supplier behind the radar hardware isn’t being singled out as faulty; it’s more a case of an unexpected interaction.

Genesis is advising owners to avoid using Highway Driving Assist until the fix is installed. Notifications are scheduled, and, as always, the repair will be done at no cost.

Genesis

Ever since the automotive industry shifted focus to more fuel-efficient and earth-friendlier cars, demand for performance cars has slowed. Not as many people are willing to spend as much on speed-focused ICE models, which has led some brands to slim down their performance lineups.

Subaru is one of those brands that made the painful (and somewhat unpopular) decision not to develop or launch an all-new WRX STI. However, indications seem to suggest the brand is not giving up just yet, but is taking its time.

Jacob Oliva/Autoblog

During the recently concluded Japan Mobility Show (JMS), Subaru shocked and delighted showgoers by showcasing not just one, but two STI concepts. This was a clear indication of the brand's intent to continue the STI spirit.

Australian publication Drive was able to gain more insight into Subaru's current and future mindset by speaking with Subaru Corporation Product General Manager Masaaki Kobayashi. Kobayashi-san pointed out that they aren't yet firm on locking into a single powertrain for future STI models.

Going further, he also said this sentiment is echoed by the fact that Subaru chose to showcase 2 distinct STI concepts at the show, one an ICE-powered vehicle and one an Electric Vehicle. With EVs still gaining traction, Kobayashi-san noted that some still prefer ICE performance models and are keen to capitalize on both types of demand.

Interestingly, there aren't any automakers that offer a single performance model with both powertrains. Usually, EVs and ICEs are completely different models, sharing only a few parts. As a whole, they are different.

Jacob Oliva/Autoblog

Subaru's STI showcase paid off, as both cars were a hit with the media and fans of the storied brand. While STI still isn't building new vehicles from the ground up, the tuning division is still working hard to make current Subarus faster and more fun. Most recently, the special limited edition BRZ STI Sport Type RA was debuted in Japan as a motorsport-bred variant for the road.

Subaru

After releasing two high-tech sedans meant to be sold worldwide, the N6 and N7, Nissan's Chinese arm, a joint venture with Dongfeng, officially announced its first high-riding model. Meet the NX8 – a midsize SUV that's so high-tech, it makes the Nissan Pathfinder – yes, even the recently updated version – look ancient by comparison.

The NX8 is part of Nissan's new N-series, representing the legacy brand's aggressive strategy in China's tightly contested new-energy vehicle market. While Nissan still plays it safe in the US (hello, Rogue Plug-In Hybrid), the NX8 leans hard into fast charging, advanced software, and China-specific EV expectations.

Dongfeng Nissan

Design-wise, the NX8 fits squarely into China's modern premium EV lookbook. The SUV adopts an evolved version of Nissan's V-motion styling language. Up front, a 7.9-foot full-width "star ring" light bar anchors the fascia alongside a flat illuminated Nissan badge and matrix-style headlights. Flush door handles and tightly integrated side panels help keep the profile clean, while the rear wears a full-width OLED taillight panel – the same tech found in Audis – made up of more than 2,000 individual lighting elements with customizable patterns.

In terms of size, the NX8 sits in the midsize SUV segment, though it's slightly shorter than America's Pathfinder. It measures 191.7 inches long, 75.6 inches wide, and 66.1 inches tall, riding on a 114.8-inch wheelbase.

Interior details haven't been fully disclosed yet, but the tech direction is clear. The NX8 supports highway and urban navigation assistance, full-scenario intelligent parking, and LiDAR-backed driver-support systems, which means it has advanced, hands-on semi-autonomous driving rather than basic driver aids.

Dongfeng Nissan

The NX8 offers both fully electric and plug-in hybrid powertrain options. The EV version uses a single motor producing either 288 or 335 horsepower. The plug-in hybrid differs from the one in the Outlander-based Rogue PHEV, acting more like an extended-range EV with a 1.5-liter turbocharged engine rated at 146 hp and a 262-hp electric motor. The driving ranges for both types haven't been released yet.

Curb weight ranges from 4,840 to 4,950 lbs, depending on configuration, with a gross vehicle weight of about 5,865 lbs. Both variants ride on an 800-volt electrical architecture and support CATL's 5C ultra-fast charging. Energy comes from Nissan's next-generation lithium-iron phosphate Yundun battery, engineered to operate from -22°F to 140°F. Top speed is rated at 112 mph.

Like the N6 and N7 sedans, the NX8 could eventually be exported, although Nissan has yet to officially announce, particularly the timing or pricing. Then again, we're not counting on this model to ever reach America, but it's a clear reminder of the possibilities out there.

Dongfeng Nissan