It’s been called an “existential threat,” which is why an unusual alliance of traditional automakers has fought so hard to keep Chinese brands like Geely, BYD and Great Wall out of the U.S. market. But as Autoblog recently reported, Pres. Donald Trump is widely expected to open the door to those low-cost manufacturers as part of the “grand” deal he claims he’s negotiating with the Beijing government.

That’s created panic in many circles, Ford CEO Jim Farley warning this would create an “existential threat” to the established auto industry. But at least one industry leader seems ready to face the challenge.

“It’s conceivable and plausible we’ll have to compete with them,” Rivian Chief Executive RJ Scaringe said this week during a meeting with the Automotive Press Association. The key to beating back the Chinese competition will be with “compelling” products, like the upcoming Rivian R2, Scaringe said. But he also stressed that the Trump administration will need to make sure there’s a level playing field as part of any trade deal.

BYD

Chinese automakers are expected to export 7.5 million vehicles for all of 2025, up from 1 million at the beginning of the decade. It’s helped to have a flood of new products, especially those targeting the low end of the market. The BYD Dolphin Mini, for example, goes for just over $21,000 in Mexico, where Chinese brands currently control 20% of the market. By comparison, Rivian’s R2 will start around $45,000.

It's not because the Chinese have come up with breakthrough technology or unique, low-cost manufacturing processes, Scaringe told the assembled journalists. “They have a structural advantage,” he argued, and Michael Dunne, a veteran Asian auto analyst and head of Dunne Insights, agreed.

Chinese brands not only have the advantage of extremely low labor costs but also benefit from highly subsidized land, loans and energy. That sharply reduces both immediate production costs as well as long-term capital expenditures, which can translate into many thousands of dollars of savings on every vehicle.

The only way to level the playing field, said Scaringe, “is with tariffs, probably. The question is how high the tariffs.”

Getty

Of course, one big question is whether that message will be taken to heart by the Trump administration – and by the president himself considering he has not shown himself to be a big fan of battery electric vehicles. Trump has rolled back a number of Biden-era plans, including the $5 billion fund for a nationwide public charging network. And he gave Congress the blessing to phase out federal tax credits, a move expected to result in a sharp decline in EV sales in the coming months.

Nonetheless, “We’re actually quite aligned with the administration,” Scaringe said during the APA meeting. The key to that is Rivian’s focus on U.S. manufacturing. It has expanded its original plant in Normal, Illinois to 6 million square feet, enough to add production of the new R2, the CEO noted, starting sometime before mid-2026. Meanwhile, it’s been able to line up the necessary funding to set up a second plant in Georgia. Long-term, it will add products such as the R3 and variants of the R2. This “beautifully flexible line” will have the capacity to roll out up to 400,000 EVs annually, said Scaringe.

When the first R2 models start rolling out of the Normal plant they’ll require lithium-ion batteries imported from South Korea but Rivian has partnered with Korea’s LG to set up battery production alongside the Illinois plant. That operation should also get underway in 2026.

Paul A. Eisenstein

Rivian and the Trump White House aren’t entirely in sync, Scaringe acknowledged. There’s that issue of tariffs. While Scaringe is hoping targeted trade sanctions will help defuse the threat posed by Chinese automakers, he acknowledged the uncertainty in Trump’s trade policies have increased production costs and made it difficult to plan.

“We have to make decisions that play out years, and sometimes decades (into the future). And that’s hard to do” when trade policies are unclear and frequently changing. “There are a lot of things we can’t predict,” Scaringe lamented.

Among the many reasons the Rivian chief said he’s optimistic: the company’s two biggest shareholders. There’s Amazon, which has already purchased over 30,000 battery-electric vans for its Prime delivery service.

Volkswagen, meanwhile, announced a joint venture with Rivian in June 2024, the following November increasing the size of that deal to $5.8 billion. For the moment, the relationship focuses on software, Rivian providing VW with its centralized computing technology. That approach is far more efficient and cost-effective than the “distributed” computing approach most manufacturers today use. The Rivian technology will first appear on the little VW ID.1 EV debuting next year in Europe. An all-electric version of the VW Golf will be the first targeting the U.S. And a flagship model, widely believed to be either a Porsche or Audi EV, will follow.

Looking further ahead, Scaringe said there are “lots of ways” Rivian and Volkswagen might yet expand their relationship. Asked whether the partnership could eventually involve joint vehicle development or manufacturing, Scaringe said there “could be something in the future,” though he cautioned there is nothing currently in the works.

• The SLS AMG was AMG’s first standalone model and a modern tribute to the 300 SL Gullwing.
• Fewer than 2,000 coupes were built worldwide between 2010 and 2014.
• A 2012 example with just 5,000 miles is currently up for auction.
• The listing includes full documentation, accessories, and a clean Carfax report.

When Mercedes-AMG unveiled the SLS in 2010, it marked something new for Affalterbach-based tuner. It was the first model fully developed by AMG, not merely tuned by it. The car revived the legendary gullwing design of the 1950s 300 SL while introducing a front mid-engine layout, rear-mounted transmission, and a naturally aspirated 6.2-liter V8 that defined the model's personality. Production ended in 2014 after a limited global run of under 2,000 coupes, making each example a rare collector's piece.

Now, one of these cars – a 2012 SLS AMG finished in AMG Imola Gray over Designo Classic Red Exclusive leather – is up for grabs on Bring a Trailer. Showing only 5,000 miles, it presents as a time capsule from an era before downsizing and hybridization, offering enthusiasts a glimpse of AMG's most analog supercar.

Bring a Trailer

This example was originally sold through Mercedes-Benz of Fort Myers in Florida and acquired by the current owner in 2021. Power comes from the hand-built 6.2-liter M159 V8 producing 563 horsepower and 479 lb-ft of torque, sent to the wheels through a seven-speed dual-clutch transaxle and limited-slip differential. Recent maintenance includes new spark plugs, air filters, and an oil change just last month.

It rides on staggered 19- and 20-inch five-spoke alloy wheels with fresh Michelin tires and red AMG-branded calipers clamping cross-drilled rotors. Inside, the cabin features heated power-adjustable AMG sport seats, COMAND infotainment with navigation, and a mix of Alcantara and leather surfaces. The sale includes the original window sticker, manuals, service records, an AMG-branded car cover, and a two-piece luggage set – all under a clean Massachusetts title.

Bring a Trailer

This isn't the first SLS AMG to appear on Bring a Trailer this month. Earlier, a rarer 2015 SLS AMG GT Final Edition with even lower mileage crossed the site, attracting strong bids. For those who missed out, this 2012 example offers a second opportunity to secure one of AMG's most celebrated creations, which even comes with an electric version.

As of this writing, bidding sits at $196,000, with four days remaining in the auction. This listing will likely go over $200,000, so make sure your bank account's ready if you're planning for this purchase.

Bring a Trailer

While most automakers are doubling down on battery-electric cars, Toyota continues to chart its own course, one that keeps hydrogen fuel cells at the center of its long-term strategy. The company calls this approach “multi-pathway,” a philosophy that embraces hybrids, plug-in hybrids, battery EVs, and hydrogen together rather than treating one technology as the universal answer.

Toyota’s leadership has said repeatedly that hydrogen is the missing piece for achieving zero emissions in areas where batteries face limits, especially in heavy transport, industrial use, and high-demand fleet operations. The brand believes hydrogen could begin to replace diesel within the next decade, giving the technology both environmental and commercial potential.

For Toyota, the appeal of hydrogen lies in its practicality. Refueling takes minutes rather than hours, and fuel cells deliver consistent range without the weight penalty of large battery packs. That makes hydrogen ideal for long-distance trucks, buses, and even stationary power systems.

It’s also an insurance policy. As global regulations evolve, Toyota wants flexibility across technologies and regions. While battery infrastructure expands in urban centers, many parts of Asia and the Middle East are investing in hydrogen pipelines and fueling networks. Toyota’s Mirai sedan, now in its second generation, remains a low-volume pioneer but acts as the company’s real-world test bed for scaling the technology.

The challenge for hydrogen has never been the vehicles themselves, it’s the infrastructure. Joseph, one of our contributing writers, highlights how innovative refueling technologies could cut costs and make hydrogen stations more compact, a development Toyota and its partners are watching closely.

To accelerate progress, Toyota has invested heavily in hydrogen research hubs, including its new “H2HQ” in California and a $139 million joint venture factory in Chengdu, China. These facilities will produce next-generation fuel cell stacks designed to be cheaper and longer-lasting, key steps to closing the cost gap with battery EVs.

Other automakers are beginning to follow suit. BMW's upcoming X5 fuel cell model could help normalize hydrogen vehicles in mainstream markets. Toyota welcomes this competition, arguing that a larger ecosystem of hydrogen manufacturers and refueling providers will benefit everyone in the long run.

Toyota’s persistence with hydrogen is about timing. Battery EVs dominate headlines, but they also face bottlenecks in charging infrastructure, mineral supply chains, and range limitations for heavy vehicles. Hydrogen, Toyota argues, can fill those gaps and serve industries that can’t easily electrify.

For now, hydrogen remains a niche bet, but Toyota sees it as the backbone of its next 20 years of carbon-neutral mobility. Whether powering trucks, ships, or factories, the company’s conviction is clear, that battery-electric cars may lead the present, but hydrogen will define the future.

Earlier this week, Aston Martin revealed the 2026 DB12 S with "class-leading" performance figures, further separating its so-called "Super Tourer" from the rest of the competition. Along with more power, a louder exhaust, less weight, and quicker acceleration times, the DB12 S also promises improved agility and better braking. Let's take a closer look.

Aston Martin

Under the hood of the DB12 S remains a 4.0-liter twin-turbo V8, but while the regular DB12 produces 671 horsepower, the DB12 S makes 690 hp at 6,000 rpm. Both cars are restricted to 590 lb-ft of torque, but Aston Martin has improved throttle pedal calibration for the S.

Aston Martin

The 0-60 mph sprint has been cut by a tenth, now at 3.4 seconds, thanks to a recalibrated launch control system with 50% quicker shift times. The DB12 S should sound better as it accelerates, too, with a new stainless steel exhaust system as standard and a titanium system optional. The latter increases sound levels by 1.5 dB while also reducing weight by almost 26 lbs.

Aston Martin

Along with new throttle settings, the Bilstein DTX dampers have seen software revisions to improve roll and pitch control. There's also a stiffer rear anti-roll bar and new settings for the camber, toe, and castor geometry, which Gaydon's engineers say improve front-end feel and overall agility.

Aston Martin

There have also been changes to the steering calibration and the electronic rear differential, which, along with updates to the braking control systems, promise to tighten the car's line throughout a corner, maintaining stability under trail braking. Speaking of braking, carbon-ceramic brakes (410 millimeters in front, 360 mm at the rear) are now standard fitment. These cut some 59.5 lbs of unsprung weight.

Aston Martin

A new splitter gives the DB12 S a wider and lower look, but it's also functional, generating downforce and reducing lift on the front axle.

Aston Martin

Another front-end cosmetic change is found in the hood, where the regular DB12's mesh vents have been replaced with gloss black or optional 2x2 twill carbon fiber louvers for a more aggressive look.

Aston Martin

To help the DB12 S stand further apart, the sills now have gloss black extensions, and the fenders get red S badges, framed in either bright or dark chrome.

Aston Martin

A new fixed rear spoiler adds more aggression and improves high-speed stability, but it's not the only change to the rear end.

Aston Martin

A near rear diffuser in a wider rear bumper is said to reduce lift, and it houses stacked tailpipes on either side (the regular DB12 has just one exhaust outlet per side).

Aston Martin

Changes inside are mostly subtle, but one that catches the eye is the red anodized finish of the knurled metal drive mode controller. The crimson color can also be found in the seatbelts, contrast stitching, and headrest embroidery, though evidently not on the car Aston Martin chose to shoot for these images.

Aston Martin

A trio of Alcantara and leather options is available for trimming the interior, as is a heated Alcantara steering wheel, and the headrests can have the Aston Martin wings applied with an industry-first technique that uses both embossing and debossing.

Aston Martin

The DB12 S is available to order in both Coupe and Volante (convertible) forms, with deliveries beginning early in 2026.

Aston Martin

• Ram confirms the Dakota's revival after more than a decade.
• The midsize truck returns first to South America, not the US.
• Built in Argentina, the new Dakota shares cues with the Nightfall Concept.
• A separate, US-bound body-on-frame version is also in development.

After being discontinued in 2011, the Ram Dakota is officially making a comeback. Previously known as a small work-ready pickup under Dodge, the nameplate is being revived as a midsize Ram-branded truck. But there's a catch: the first market to receive it isn't North America. Instead, Ram is launching it in South America, where the brand sees growing demand for midsize pickups.

Previewed earlier this year as the Dakota Nightfall Concept, the production model for Latin America has now been teased in its final form. Ram revealed the first images and videos of the truck, giving a clear look at its design and interior. The model is being built at Stellantis' Córdoba Assembly Plant in Argentina and is set to launch later this year in Argentina before expanding to Brazil in early 2026.

The production Dakota retains much of the Nightfall Concept's design DNA – muscular lines, bold proportions, and unmistakable Ram styling. It's not a rebadged Fiat, despite sharing architecture with the Fiat Titano, and carries distinct cues such as LED lighting, a prominent front fascia, and a rugged, upscale profile.

Inside, Ram introduces a cabin designed around comfort, quality, and technology, complete with soft-touch materials, a large infotainment display, and a digital gauge cluster. The pickup will reportedly launch with two main trims: Big Horn and Laramie Night Edition. However, a third variant, and the one being teased, the Warlock 4×4, adds a tougher look inspired by the brand's larger off-road models.

Powering all trims is a 2.2-liter Multijet II turbodiesel producing 200 horsepower and 332 lb-ft of torque, paired with a ZF 8-speed automatic and a standard 4×4 system – a familiar setup already used in the Ram Rampage and Jeep Compass, ensuring proven reliability and efficiency.

Ram

Despite its revival, this Argentine-built Dakota won't reach US shores. According to Stellantis CEO Antonio Filosa, the version bound for South America is separate from the American-market Dakota currently under development. The US model, confirmed by Filosa during the Kepler Cheuvreux Autumn Conference, will ride on a body-on-frame platform, directly competing with the Toyota Tacoma, Ford Ranger, and Chevrolet Colorado.

Filosa has personally seen the clay model in Detroit and described it as "beautiful." Production is rumored to begin around 2027, possibly at a US Stellantis plant, with pricing expected to start under $40,000.

Until then, the South American Dakota will carry the torch – marking Ram's return to the midsize pickup space and setting the stage for a global comeback under two distinct identities.

Ram

Dodge was long the king of muscle cars, and now there’s a chance to bring its iconic supercharged Hemi V8 into your own garage. A brand-new 6.2-liter Hellcrate V8 is listed on eBay by Steve White Motors for under $20,000, complete with a 2-year Mopar manufacturer warranty. While some new 2023 Dodge Hellcats are still available at big discounts, the Hellcrate provides a simple, plug-and-play way to add Hellcat-level performance to a project car like a Plymouth Prowler.

Stellantis

The Hellcrate engine, which debuted at the 2017 SEMA Show, is the same 6.2-liter supercharged powerplant found in the Dodge Challenger Hellcat. It delivers 707 hp and 650 lb-ft of torque and revs to 6,200 rpm, thanks to a cast iron block, forged steel crank, forged pistons, and DLC-coated rods for durability. Although not included in this listing, buyers can also purchase an additional engine controller kit to bump output to 717 hp and 656 lb-ft of torque.

eBay @Steve White Motors

eBay @Steve White Motors

eBay @Steve White Motors

The eBay listing includes a full crate engine assembly. Included are a water pump, flywheel and clutch, front sump oil pan, intake manifold with throttle body, fuel injectors, and coil packs. Everything is OEM Mopar, brand-new in the package, and covered by a 2-year manufacturer warranty. Steve White Motors will ship the crate engine only to the continental USA only, so buyers outside this area will need to wait for another opportunity.

Stellantis

Factory-new Hellcrate V8s rarely come up for sale. Most were sold when the engine first debuted, and unused examples today usually cost way more than they did originally. Listed at $19,078.94, this Hellcrate is about $500 less than its original price, though it costs nearly twice as much as a new 450-hp inline-six Dodge HurriCrate engine. For the average person, paying $20,000 for an engine without a car might seem extreme. But for anyone who loves the whine of a supercharger and the idea of fitting a massive V8 into a car that has no business wielding that much power, it is worth every penny.

As it presses forward on its own electrification journey, MINI is following in the footsteps of its parent brand, BMW, by introducing a “ChargeForward” program for MINI vehicles. The program is available on the 2025 and newer MINI Countryman SE ALL4, 2020-2024 MINI Cooper Hardtop 2 Door, and 2017-2024 MINI Countryman PHEV. MINI drivers can use ChargeForward via XCEL Energy, PSEG Long Island, Eversource, PSE, DTE, and SMUD charging stations after enrollment, available through the MINI app.

MINI

In the automaker's own words, ChargeForward is "a smart charging initiative designed to help customers earn financial incentives and reduce carbon emission with the optimizing of charging times."

Drivers can earn incentives when they enroll in these carbon dividend programs offered by their energy provider, which the BMW Group or MINI does not manage. ChargeForward carefully monitors energy grid performance to identify the optimal hours to charge your EV at home, avoiding peak charging times that often result in premium pricing.

In practice, this means that you might plug your EV in at 6 pm when you get home from work, but it might not start charging until 1:30 am that night. If the electrical grid is strained in the evening, a BMW or MINI enrolled in ChargeForward will opt to wait until everyone is asleep before charging the vehicle. Drivers can manage charging passively by setting departure times, which informs your vehicle when it needs to be charged, so you don’t get range anxiety.

Gabriel Ionica

No additional hardware is required, either. You use the same charging cable and equipment you already have in your home, and plug in your vehicle as you normally would. The app, your vehicle, and your energy provider collaborate behind the scenes to ensure your MINI is charged and ready to go when you are.

“At MINI, we believe driving electric should be as fun as it is sustainable,” says Vikash Joshi, a Product Manager at MINI USA. “With MINI ChargeForward, our customers not only enjoy the convenience of smart charging but also play an active role in contributing to a cleaner and more efficient grid. This initiative is another example of how MINI is blending innovation, responsibility, and a sense of joy in every drive.”

BMW is fully committed to electrification and reducing its carbon footprint. With the hockey-stick growth of MINI sales lately, it's sensible that the BMW Group would involve MINI in its ChargeForward platform. After all, it’s essentially the same underpinnings as a BMW, so why not?

Mini USA

BMW has over 10,000 drivers enrolled in ChargeForward, and while the automaker hasn’t noted how much it has “flattened the curve” on grid demand in peak hours, it’s a popular program we’d like to see utilized with more energy partners. We’d also like to see this type of in-app charging management from more automakers, particularly as electrification gets more popular and at-home charging becomes our go-to method for powering up our vehicles.

In a new announcement, ridesharing giant Lyft has partnered with the Silicon Valley-based autonomous vehicle company Tensor, launching what could be the most ambitious robotaxi program yet. What makes it different this time around is that not only will regular, everyday people be able to hail rides piloted by driverless vehicles, but the public will also be able to own the very autonomous cars that’ll be doing the driving. Lyft and Tensor's strategic partnership will make Tensor’s Robocar the first personally-owned autonomous vehicle to be “Lyft-ready” directly from the manufacturer.

In short, you could buy an autonomous car that’ll not only be able to shuttle you, your family, and your friends around on your day-to-day activities, but you’ll be able to put it to work as a hailable Lyft vehicle and earn money for you during extended periods of time when you’re not in it.

Tensor Robocar

Tensor

"Lyft has created opportunities for millions of people to earn on the platform, but right now, one of the last barriers to rideshare is time — you have to physically be in your vehicle to give rides and earn," said Jeremy Bird, Executive Vice President of Driver Experience at Lyft. "What's exciting about Tensor is they're advancing the opportunity that Lyft already creates, removing that final obstacle while reinforcing our vision of a hybrid transportation future."

Bird added that future owners will be able to start earning on the Lyft network the moment their vehicle rolls off the lot, while riders get access to some of the most advanced and luxurious autonomous cars to hit the road; something he sees as "the kind of innovation that expands what's possible in transportation."

With the Robotaxi network, your Tesla will be able to earn money while you’re not using it, essentially paying for itself

It will go to work, just like you

This sort of vision is similar in essence to what Tesla has imagined for its own robotaxi fleet. In multiple instances, Tesla CEO Elon Musk said that Tesla owners would be able to send cars out to be used as part of Tesla’s autonomous ride-hailing service when they’re at home, at work, or otherwise not using their cars, essentially promising a form of passive income. 

"It will be a very big deal when people can release their car to the fleet and have it earn money for them," Musk said during Tesla's Q2 2025 earnings call in July. "It's just like if you have an Airbnb and you can rent out your home when you're not there."

Tensor

Lyft’s partner, Tensor, which was founded in Silicon Valley in 2016, has distinguished itself as the first company to develop a Level 4 AV designed for personal ownership. Its product has been developed over the course of nine years, during which the company earned California’s second-ever driverless testing permit for passenger vehicles. 

The actual technology powering these vehicles is truly impressive, as it’s basically a supercomputer on wheels. The Tensor Robocar is powered by NVIDIA chips, which enable the vehicle’s sophisticated onboard AI and safety approach through high-redundant systems, as well as large-scale training and simulation. 

The cars are also packed with over 100 cutting-edge sensors, including 37 cameras, 5 LiDAR sensors, and 11 radar sensors, which take in and process over 53 gigabits of sensor data per second —roughly 1,000 times faster than a typical home internet setup.

Tensor

Lyft isn’t just facilitating individual ownership; it has also reserved hundreds of Tensor Robocars through its affiliates for its own fleet operations. With this dual strategy, the ridesharing network is enabling entrepreneurs to create their own fleets on Lyft’s network while simultaneously building the company’s own autonomous fleets.

With this model, Tensor is flipping the meaning of car ownership, as people’s luxury vehicles can become productive assets that earn money around the clock, rather than lose value sitting idle in a driveway or parking lot. Lyft even plans to offer support through its fleet management subsidiary to help keep vehicles clean, charged, and maintained.

“Through our upcoming partnership with Lyft, we’re taking a bold step forward — expanding our premium autonomous experience to a wider audience of Lyft passengers and enabling you to make your car work for you,” said Hugo Fozzati, Chief Business Officer at Tensor. “By allowing your Tensor to operate as a vehicle on the Lyft platform when you’re not using it, you can effortlessly generate revenue. This marks a new chapter in luxury autonomous mobility — placing control in your hands and redefining the future of autonomous travel."

Over the next few years, Tensor Robocars will roll out with level 4 autonomous driving capabilities across major cities in major markets, including Europe, the Middle East, and the United States. Tensor says that the Robocars are scheduled for delivery by the end of 2026, with Lyft preparing to launch the first “Lyft-ready” vehicles in 2027.

Although I have my doubts about the safety and viability of this sort of idea, Lyft and Tensor’s Robocar partnership sounds like it’s more than just another robotaxi experiment. On paper, it’s a complete reimagining of what car ownership could look like. The idea that your vehicle could be out there working and even turning a profit, instead of depreciating in a driveway, sounds like the ultimate futuristic side gig that could prove lucrative, depending on the price of entry.

• Toyota and Sumitomo Metal Mining are developing cathode materials for solid-state batteries
• Could lead to smaller, longer-lasting, faster-charging EV batteries
• First solid-state battery EVs expected between 2027 and 2028

Toyota is edging closer to what could be the most important leap in EV innovation yet. In partnership with Sumitomo Metal Mining, the automaker has achieved a promising breakthrough in solid-state battery development. While semi-solid-state batteries have made progress in China, Toyota seems confident it’s closing in on a true solid-state solution.

YouTube @WeberAuto

Automakers have relied on lithium-ion batteries for nearly 30 years, dating back to the 1996 General Motors EV1. But as electric vehicles evolve, so must their energy sources. The goal? Higher energy density, faster charging, and greater safety through the means of solid-state batteries. Unlike conventional lithium-ion packs that rely on liquid electrolytes, solid-state batteries use solid electrolytes that don’t fuel thermal runaway, drastically improving safety. Solid-state units are also more compact, stable, and capable of delivering more power per charge cycle. There are other battery tech alternatives, but none are as appealing as solid-state tech when it comes to efficiency and performance. Toyota, alongside Sumitomo, claims to have developed a “highly durable cathode material” – the missing piece that could finally make mass-market solid-state EVs a reality.

Toyota

Toyota and Sumitomo have been working together since 2021 to overcome the major barrier to solid-state adoption: cathode degradation over time. Through Sumitomo’s proprietary powder synthesis technology, the two companies have developed a robust and consistent cathode material designed to withstand countless charging cycles without losing efficiency. Before moving into large-scale production, Toyota plans to continue refining the technology for cost, quality, and performance. If all goes according to plan, the EVs powered by these next-generation batteries will arrive around 2027 or 2028.

Getty Images

While Toyota currently collaborates with brands like BMW and Subaru for certain gasoline engines, the tables could soon turn in the electric space. If its solid-state batteries deliver as promised, Toyota could become the supplier others rely on. With this technology, the company may leap ahead of current leaders like Tesla, Lucid, and Hyundai – whose entire lineup still relies on lithium-ion chemistry. Solid-state batteries promise to solve nearly all downsides of having an electric car. If the tech works as promised, the EV industry could soon witness a genuine revolution.

• Range likely won't exceed U.S. versions
• It follows a similar version of the Model 3 revealed in August
• Meanwhile, Tesla is cutting content to lower the Model Y's U.S. price

Following the launch of a refreshed version earlier this year, Tesla is preparing a longer-range variant of the Model Y for the Chinese market, regulatory filings with the country's Ministry of Industry and Information Technology (MIIT) show. The range boost comes from offering a single-motor rear-wheel drive powertrain with a nickel cobalt manganese (NMC) battery pack, something that isn't currently available in the Chinese-market Model Y lineup.

Photos show "Model Y+" badging but, according to CarNewsChina, this may not be the new Model Y variant's final name. Automakers sometimes use codenames in MIIT filings, saving the real names for official unveilings, the website notes. Whatever it's called, the new Model Y is expected to have at least 497 miles of range as measured on China's CLTC testing cycle, which is more optimistic than the United States' EPA cycle.

China MIIT

Tesla currently offers two powertrain options for the Model Y in China. The base rear-wheel drive version uses a lithium iron phosphate (LFP) battery from CATL and is rated at 368 miles of CLTC range. There's also a dual-motor all-wheel drive version with an NMC battery supplied by LG rated at 466 miles on the CLTC cycle. The NMC battery and rear-wheel drive are expected to be a more efficient combination.

Tesla did something similar with the Model 3, announcing a longer-range rear-wheel drive version for China in August. Equipping the sedan with the LG battery netted 515 miles of CLTC range. CarNewsChina expects slightly lower range for the Model Y, likely because of the crossover's added weight and less-aerodynamic shape. The 497-mile estimate is still equivalent to 349 miles on the EPA cycle, the website estimates, a bit less than the 357 miles Tesla currently quotes for a rear-wheel drive Model Y Premium.

According to CarNewsChina, the 302-horsepower long-range rear-wheel drive Model Y will be priced between the other two versions currently sold in China. The base rear-wheel drive version starts at 263,500 yuan (equivalent to $37,000 at current exchange rates) while the all-wheel drive version starts at 313,500 yuan ($44,000).

China MIIT

Tesla also had some Model Y product news for the U.S. this week in the form of the new Model Y Standard with a base price of $39,990. That undercuts the previous Model Y starting price by about $5,000, partially compensating for the loss of the federal EV tax credit. However, range drops from 357 miles to 321 miles, DC fast charging and zero to 60 mph acceleration take substantially longer, and customers lose a lot of feature content compared to the Model Y Premium.

To keep the Standard's price down, Tesla deleted the power-adjustable steering wheel, power-folding second-row seats, and AM/FM radio, among other things, and even covered the panoramic glass roof. So while the U.S. might not be missing much with the new Chinese-market Model Y—again, it will likely have about the same EPA range as the current Model Y Premium—it will likely be a more valuable offering for Chinese customers than the Model Y Standard will be for American ones.