Category: General

• The first 9 examples of the Vinfast VF 9 have been delivered
• Vinfast said deliveries of the VF 9 are now underway across its distribution network
• The Vinfast VF 9 costs $69,800

Vinfast on Monday delivered the first handful of its VF 9 three-row electric SUVs to U.S. customers.

The company held a small event at its Los Angeles headquarters in which the first nine vehicles were handed over to their owners. But in addition to this small ceremonial group, deliveries are now underway to reservation holders across Vinfast’s distribution network of 36 dealerships and 15 company-owned retail stores in California, Vinfast spokesperson Jeff Holland told Green Car Reports.

Vinfast VF 9

The VF 9 was EPA-rated and approved for U.S. sale in 2023, even before deliveries of the two-row VF 8 had picked up. Those EPA ratings—330 miles for the base Eco model and 291 miles for the Plus version—still hold, but prices have come down from what Vinfast quoted in 2023, bringing the VF 9 closer to the Kia EV9 while offering a bit more range.

After scrapping a unique model revolving around a battery subscription, Vinfast at that time raised starting prices to $83,000 for the Eco model and $91,000 for the Plus. Now the company is listing base prices of $69,800 for the Eco and $73,800 for the Plus. It’s also offering the first 100 customers a lower lease rate of $529 per month and a down payment of $2,000 on the Plus, which it claims represents a $3,500 discount. Initial deliveries are of the Plus, with the Eco following “later this year,” according to Vinfast.

VinFast VF 9 Prototype

The VF 9 has dual motor all-wheel drive and an output of 402 hp and 457 lb-ft of torque, which will get the Eco version from 0-60 mph in a claimed 6.6 seconds (the Plus version takes 0.1 second longer). The company also claims its 123-kwh battery pack can be recharged from 10% to 70% in 35 minutes.

Vinfast has gotten off to a rocky start in the U.S. A first drive of the VF 8 last year led us to warn that it simply didn’t feel ready yet. And even after the addition of franchised dealerships in addition to its company-owned stores to more quickly move product, the company earlier this year was falling behind on sales targets. In July, Vinfast also delayed a planned North Carolina factory, saying it would open in 2028, rather than the previous target of 2025.

• STLA Frame platform can handle electric, range-extended electric, hybrid, and ICE powertrains
• Towing capacity maxes out at 14,000 pounds, which exceeds rivals by 4,000 pounds
• Stellantis again confirmed Ram 1500 REV electric truck will have up to 500 miles of range

On Tuesday, Stellantis filled in some further info about the STLA Frame platform that will underpin both the 500-mile Ram 1500 REV electric pickup truck and 690-mile Ram 1500 Ramcharger range-extended version.

The big news from Stellantis for its biggest global platform, first announced in 2021, is its multi-energy flexibility intended to support electric, plug-in hybrid, hybrid, hydrogen fuel cell, and even internal combustion powertrains in the future. Stellantis estimates 50% of car and light-duty truck sales in the U.S. will be electric vehicles by 2030, and the STLA Frame rollout starts with Ram and Jeep. 

STLA Frame platform size

• Length: 216-234 inches 
• Width: 81.2-83.6 inches 
• Wheelbase: 123.7-145.3 inches 
• Ground clearance: 6.6-10.3 inches (168-262 mm)

The third of four so-called multi-energy platforms detailed in Stellantis’ portfolio represents the largest and will underpin everything from the Ram trucks to light commercial vehicles and full-size SUVs such as the next iterations of the Jeep Wagoneer and Grand Wagoneer. It’s significantly longer and wider that the brand’s STLA Large platform that underpins forthcoming large sedans such as the 2024 Dodge Charger Daytona EV and midsize crossovers that could include the Jeep Grand Cherokee 

The STLA Large maxes out at 201.8 inches in length, with a wheelbase of up to 121.1 inches. The STLA Large has a broader delta of ground clearance, however, from 5.5 inches to 11.3 inches.

Stellantis’ STLA Frame platform for trucks and large SUVs

STLA Frame platform towing and payload ratings

• Plug-in hybrid towing capacity of 14,000 pounds
• Payload rating of up to 2,700 pounds
• Water-fording capability of 24 inches

The Frame platform utilizes high-strength steel and reinforced frame rails intended to protect the liquid-cooled battery packs. A shield, or belly pan, underneath the frame promises to reduce drag and increase efficiency. 

The series plug-in hybrid, which Stellantis calls a range-extended EV (REEV), represents the most interesting development in the electric pickup truck space. With front and electric drive modules rated at up to 250 kw in the front and less in the back, and a 92-kwh battery pack, the Ramcharger can go 145 miles on electric power alone.

In this model’s series-hybrid operation, a classic Pentastar 3.6-liter V-6 engine acts as a massive generator to convert mechanical energy into electric energy and it has no connection to the wheels and no propulsion component. The front wheels can disconnect while cruising to optimize efficiency. 

Earlier in the year, Ram quoted specs of 663 hp and 615 lb-ft of torque, and a 0-60 mph time of 4.4 seconds for the Ramcharger. Stellantis on Tuesday confirmed a 14,000-pound towing capacity and a payload of up to 2,700 pounds for the STLA Frame; we’re awaiting confirmation if that applies to both the REV and the Ramcharger. That far exceeds the max 10,000-pound towing capacity for both the Ford F-150 Lightning and the Chevy Silverado EV.

Stellantis said the STLA Frame vehicles will have flexible suspension designs, including an available air suspension that will likely be offered with a multi-link rear suspension. A traditional solid axle at the rear with coil springs could also carry over to combustion versions of the STLA Frame. 

Another noteworthy spec, especially for the next iteration of the Jeep Wagoneer new to this platform, was a water-fording capability of 24 inches.

Stellantis’ STLA Frame platform for trucks and large SUVs

STLA Frame range and charging estimates

• EV range of up to 500 miles, 800-volt DC fast-charging at 350 kw
• PHEV range of 690 miles, 400-volt DC fast-charging at 175 kw
• Bidirectional charging capability for home and grid applications

Battery pack sizes were listed between 159 kwh “to more than 200 kwh” in the press briefing, but Ram previously announced a 168-kwh battery pack standard on the 1500 REV, and an available 229-kwh battery pack that will provide the estimated 500-mile range. 

The Ramcharger uses a 92-kwh pack. EVs on the STLA Frame can recoup 100 miles of range in 10 minutes at 350 kw, while the REEVs can gain 50 miles of range in 10 minutes at 175 kw. 

• Sierra EV Denali stands out with a GM-estimated 460 miles
• Midgate setup allows flexibility for items nearing 11-feet long
• Versatility from air suspension, rear-wheel steering, Super Cruise

“I’ve been on that route, and it’s not one for a full-size pickup—let alone one weighing nearly 9,000 pounds.”

That was what I noted, partly in disbelief, to my co-driver as we were shown into a 2025 GMC Sierra EV and sent off to wind up through narrow Bay Area Redwood highways and stretches of Skyline Boulevard. 

Memory served well about the roads; the route included some undulating ribbons of asphalt on ridges that I’d enjoyed thoroughly in a little Volkswagen GTI years earlier. But I completely underestimated the Sierra EV. 

At about 233 inches long and 84 inches wide not counting mirrors, the big electric truck wasn’t so nerve-wracking for tackling narrow lanes. I could place it with precision, thanks to rear-wheel steering that pivots the rear wheels at a small angle opposite the fronts in low-speed hairpins. Instant torque delivery from the Sierra EV’s dual-motor system meant we didn’t lose momentum up the hills, while the air suspension kept us feeling even-keeled. Strong regenerative braking (Normal and High) kept our speed right as it should be on the steep downhill grades. 

2025 GMC Sierra EV Denali

I went into the day knowing well this truck’s lofty range claim of 460 miles and how quickly it accelerates—and I didn’t need further proof that it can blast quietly to 60 mph in 4.5 seconds (or better, it seems). But GMC nudged us along the kind of route I never would have chosen, including plenty of those curves, some towing, some in-the-dirt play with the rear-wheel steering demonstrating the astonishing maneuverability and camera views, and an exercise with CrabWalk mode, which points the rear wheels in the same direction as the fronts. And it turned us loose with the challenge of fitting a whole lot of outdoor-fun gear into the Sierra EV in a hurry. 

By the end of the day, I felt schooled. GMC hasn’t made a quirky design statement (that’s the Cybertruck), aimed for the outdoor lifestyle crowd (that’s the R1T), or simply made an electric version of its top-selling truck (that’s the F-150 Lightning). 

The GMC Sierra EV sits next to the GMC Hummer EV in the GMC lineup, and the brand essentially separates the two by saying that if the Hummer EV pickup is the “it” truck, the Sierra EV is the “do it” truck. As a product, it’s a more impressive accomplishment for the market, and if you’re looking for the most cargo versatility for large items, and the most range for towing, hauling, and doing trucky things, this is it.  

2025 GMC Sierra EV Denali

2025 GMC Sierra EV Denali

2025 GMC Sierra EV Denali

2025 GMC Sierra EV: Big range for a “do it” truck

The 2025 GMC Sierra EV has some of the market’s highest range ratings, not because it’s a standout for efficiency but because it goes big on its battery packs. Both battery packs are dual-layer, with the capability to stitch the two layers together in series to allow 800-volt DC fast-charging. The Max Range’s 205 kwh, it achieves range ratings of 460 miles, and the Extended Range’s 170 kwh affords 390 miles. The Max Range number is “GM-estimated,” because that super-sized pack throws the Sierra EV into a medium-weight category that doesn’t apply to EPA ratings. 

Over nearly 90 miles of widely varied street and highway driving, we saw 1.9 miles per kwh according to the Sierra EV’s trip computer—suggesting we might still see 390 miles of range or more in this type of driving. 

The huge battery opens up possibilities. The Sierra EV can tow up to 10,500 pounds with the Extended Range pack or 10,000 pounds with the Max Range pack, and while it might halve the range, that’s not so much of an issue here. 

2025 GMC Sierra EV Denali

2024 GMC Sierra EV Denali Edition 1

2024 GMC Sierra EV Denali Edition 1

Sierra EV can tow comfortably, find space for gear

In a short loop with a 5,500-pound trailer, the Sierra EV seemed mostly unfazed by the load, still capable of accelerating quicker than a fully loaded minivan. On a loop with two full-acceleration taps, it averaged just 1.0 miles per kwh, according to the trip computer—still indicating that 200 miles of range is possible with a horse trailer or large boat. 

Max Range versions like the one I drove deliver up to 760 hp and 785 lb-ft of torque, via two permanent magnet motors that are designed and built by GM. Extended Range versions have essentially the same hardware, other than the battery pack, but make 645 hp and 785 lb-ft. 

2025 GMC Sierra EV Denali

Those power numbers, and the 4.5-second acceleration time for the Max version, are only delivered when in Max Power mode. The Sierra EV also has Normal-Tour, Off-Road, Tow-Haul, and a customized mode. GM would not say what peak power is in any of those other modes. 

The Sierra EV has an 11.0-cubic-foot frunk—called the eTrunk here, with a cupholder, a drain, weatherproofing, and more. But the surprise cargo-versatility star here is the Midgate. In just a few minutes you can convert the backseat area into an expansion of the cargo bed—creating a 9-foot-1-long space with the tailgate locked, or a 10-foot-10 space with the tailgate down and the flip-down tailgate load step used to backstop long items—like a kayak. 

Engineers emphasized that the Midgate isn’t meant as a solution to only use once in a while, rather something you might use daily. While it’s not weatherproof, of course, it’s a great solution for bringing gear a few miles to a launch point—without having to get specialized carriers—and you can leave one of the backseat positions in place while using it. 

2025 GMC Sierra EV Denali

2025 GMC Sierra EV Denali

2025 GMC Sierra EV Denali

Sierra EV Denali is expensive, but very well equipped

The GMC Sierra is very closely related to the Chevrolet Silverado EV RST, but there are some key differences in how it fits into the EV market and the truck market. In 2024, the Sierra EV was only offered in its top Denali trim, with what’s essentially “the works”—the biggest battery pack, the air suspension, rear-wheel steering, and a feature set that’s one of the most luxury-focused among full-size pickups. 

For 2025, there have been only some slight price changes, the addition of the Extended Range version, and 20 miles more for the Max Range version due to some efficiency improvements to the motor units themselves. My day was spent with the top Sierra EV Denali version, in Max Range form, costing at least $100,495—including the $2,095 destination fee but not any additional accessories for towing and storage. 

The Sierra EV Denali includes the air suspension, rear-wheel steering, a panoramic sunroof, heated-and-cooled front seats, leather upholstery, a heated steering wheel, heated outboard seats, a head-up display, wi-fi hotspot compatibility, and seven-speaker Bose audio. There’s also wireless charging cleverly integrated into a sliding center console tray, plus plenty of USB-C ports and a 120-volt AC cabin outlets. In addition there’s the 7.2-kw AC Offboarding Power station that might eliminate the need to take that small generator out to the campsite or job site. 

I didn’t get the chance to charge the Sierra EV as part of this brief test drive. Peak fast-charging rates are listed as 350 kw for the Max Range pack and 300 kw for the Extended Range pack. GM says that on a 350-kw CCS connector it will recover up to 100 miles of range in just 10 minutes, and it’s said before that either of these packs will get from 10-80% in about 40 minutes. GMC integrates a battery preconditioning feature to help achieve peak rates; it works with the native navigation trip planner or via the press of a virtual button. 

2025 GMC Sierra EV with GM Energy suite

Ready for backing up the home, not Apple CarPlay

In the give-and-take of EV living, the Sierra EV also includes the capability to output 10.2 kw AC, potentially eliminating the need to tote around a generator. And starting with the $1,699 PowerShift charger, owners can outfit their home with GM energy components that could use the Sierra EV to help backup the home—including PowerBank home energy storage.

While the GMC Sierra EV Denali shares much with the Chevrolet Silverado EV, one of the most pronounced cabin differences is that the Sierra EV gets a 16.8-inch portrait-oriented system instead of the Chevy’s landscape orientation. Just like in the Silverado EV and other new GM EVs, it’s made with Google built-in, including the capability to run Google-ecosystem apps—but there’s no Apple CarPlay or Android Auto compatibility or integration. 

2025 GMC Sierra EV Denali

GM’s Super Cruise is also included (for three years) in the Sierra EV, allowing hands-off driving plus semi-automated lane changes on more than 750,000 miles of mapped roads and highways—with maintained driver attention. Super Cruise also now works when towing. With the 5,500-pound load, I engaged the feature briefly and found steady lane positioning and solid speed control using the regenerative braking. But it’s still not a perfect system or one to rely on all the time; when I attempted to use the system to cruise on US-101 around Palo Alto, it kept disabling itself as it couldn’t see the faint-and-inconsistent lane markings that we had no issue seeing. 

GMC has managed to accommodate tall people so well in front and in back, allowing plenty of headroom and a great view outward. Seats are plush yet supportive front and rear.

The cabin is super-quiet, aided by three things: an active-noise cancellation function for the Bose audio system, additional noise padding underneath compared to GMC’s other models, and acoustic side glass. It adds up to the ambience of a luxury vehicle. 

That ambience holds in this Denali version, with fine stitching details in the front perforated seats, patterned speaker grilles, laser-cut wood trim, and a tight fit and finish throughout. We’ll see if these standards hold for the less-expensive versions to come. 

2025 GMC Sierra EV Denali

More GMC electric trucks on the way—but when?

GMC has said that more affordable Sierra EV AT4 and Elevation models are due in 2025, although it hasn’t confirmed whether that will be for the 2025 or 2026 model year. GM also hasn’t given an update on when it plans to ramp up production of these trucks at its Lake Orion, Michigan, plant where it ceased building the Bolt EV nearly a year ago. Until then, output will be limited. 

But it’s easy, also, to envision an even more kitted-out version of the Sierra EV with magnetic ride—to quell the hold-on-tight, amusement-park-ride feeling you get in the Sierra EV when accelerating rapidly on imperfect pavement. Perhaps those are the changes that will elevate this platform for the upcoming Cadillac Escalade IQ. 

GM has overcome lots of preconceptions—including my own—and shown what a great electric truck it can make. Now it needs to make more of them. 

• U.S. production of the Kia EV9 is being cut back
• 2025 EV9s assembled in the U.S. qualify for $3,750 of the federal EV tax credit
• The 2025 Kia EV9 costs $56,225

Kia is cutting back U.S. production of the EV9 electric SUV, but 2025 models that are assembled here will qualify for a $3,750 federal EV tax credit, reports The Korea Herald.

The credit, half the maximum amount, is due to the fact that supplier SK On still manufactures batteries for the EV9 in China, which is labeled a foreign entity of concern by the U.S. government. Going forward, vehicles with battery materials sourced from any country labeled a foreign entity of concern are disqualified from the full credit amount under rules enacted as part of the Inflation Reduction Act (IRA).

2025 Kia EV9

“The EV9 is ineligible to benefit from the full IRA benefits due to the battery issue, along with other factors, including price,” a Kia official told The Korea Herald. The IRA rules also include an $80,000 price cap for electric SUVs, but many versions of the EV9 come in underneath that. The base Light Standard Range starts at $56,225 with destination.

Kia began producing EV9s at its West Point, Georgia, plant in June, but most U.S.-market vehicles are still sourced from South Korea, according to the report. EV9s are also being built at parent Hyundai’s Metaplant, also in Georgia, but not in volume. The report said just 21 were made at that facility in the third quarter, with just one sold in the U.S.

2025 Kia EV9

SK On has worked with Hyundai and Kia to meet tax-credit sourcing rules, a process that’s about to be stepped up with construction of a new battery cell plant in Georgia in close proximity to both the Hyundai and Kia plants. It’s projected to have an annual capacity of 35 gwh, sufficient for 500,000 EVs, according to the report. Hyundai is also planning a joint venture battery plant with LG Energy Solution in Georgia.

Debuting as a 2024 model, and earning Green Car Reports’ Best Car To Buy award, the EV9 has sold briskly, with nearly 18,000 sales through October. Kia now seems more concerned with satisfying that demand than specifically manufacturing vehicles in the U.S. to satisfy tax credit rules, which will likely prevent the EV9 for qualifying for the full amount for some time. The tax credit may also disappear under the incoming Trump administration, which has reportedly made nixing it a priority.

Lucid Motors is recalling 1,539 Air Pure models, the base version of its electric sedan, for an issue that could cause a complete loss of drive power.

The recall of 2024 and 2025 Lucid Air Pure electric vehicles addresses a rear subframe wiring harness that may be too short, straining the electrical connection and causing loss of power to the sole drive unit in these single-motor rear-wheel drive vehicles, according to the National Highway Traffic Safety Administration (NHTSA).

2025 Lucid Air Pure

If this condition, which results from intermittent or lost communication with the drive unit due to strain on the wiring harness connector, occurs, drivers will lose propulsion and may see dashboard warning messages. But accessories such as power steering, power brakes, displays, and turn signals are unaffected, according to the NHTSA.

Lucid issued the recall after receiving and investigating multiple reports of power loss in Air Pure models, later determining that a “documentation change” led to the inadvertent ordering of rear subframe wiring harnesses that were too short.

2023 Lucid Air Pure

The remedy is replacement of the affected wiring harnesses with ones of the correct length, which will be done by Lucid service centers free of charge. Lucid plans to mail owner notification letters Dec. 20, 2024. Owner’s can also contact the automaker’s customer service department at 1-888-995-8243. Lucid’s reference number for this recall is SR-24-05-0.

Lucid initially offered the Air Pure with a dual-motor all-wheel drive powertrain, but the rear-wheel drive model has consistently offered more range than a Tesla Model S while also generally undercutting that sedan in price—significantly so with price cuts applied to 2024 models back in February. Lucid continues to offer Touring, Grand Touring, and high-performance Sapphire versions of the Air that are not included in this recall.

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Tesla appears to have discontinued its vinyl wrap option for the Cybertruck. It’s no longer listed in the automaker’s online accessories shop, where it was previously found.

This was first spotted by Canada’s Drive Tesla, which noted that the disappearance of the Cybertruck wrap option comes after Tesla reduced the number of colors from 11 to three. Tesla did not make a formal announcement of this change, and unlike other automakers, it does not have a public relations department to contact for clarification.

2025 Tesla Cybertruck – Courtesy of Tesla, Inc.

Tesla continues to offer vinyl wraps for the Model 3 and Model Y, but as Drive Tesla notes, the Cybertruck’s flat, angular surfaces made it the perfect candidate for a wrap. Wrapping those panels might also help better protect the stainless steel as well.

As of September, the only available colors were Satin Rose Gold, Satin Stealth Black, and Satin Ceramic White, and at up to $6,500, they cost more than aftermarket options, Drive Tesla noted. And according to that outlet, Tesla was only offering installations at three service centers in California.

2025 Tesla Cybertruck – Courtesy of Tesla, Inc.

First shown in concept form in 2019, the Cybertruck finally debuted in production guise about a year ago. While the styling was mostly unchanged, the Cybertruck fell short of Tesla’s promised 500 miles of range, even with a promised range-extender battery.  That option will be approximately $16,000 with a $2,000 deposit, according to Tesla’s website, and won’t be user installable.

Since deliveries started earlier this year, the Cybertruck has also been recalled six times. Just last week, Tesla issued a recall to address a potential fault with the inverters of 2,431 trucks, which could cause an immediate loss of torque to the wheels and requires replacement of the potentially faulty inverters.

EV battery prices have been falling, and they could decline even more steeply over the next two years, according to a new Goldman Sachs report.

On the pack level, global average battery prices declined from $153 per kwh in 2022 to $149 in 2023, according to the report, which predicts that they’ll continue dropping to $80 per kwh by 2026. That’s almost 50% lower than 2023, and past the point where EVs achieve price parity with gasoline cars, analysts estimate.

Goldman Sachs EV battery price forecast October 2024

Analysts attribute continually-decreasing battery prices to two main factors. One is technological advancements, specifically larger cells and cell-to-pack tech that lower the number of battery modules or eliminate them completely. This could help not only lower costs, but achieve up to 30% higher energy density that could keep battery-pack size in check, analysts believe. Tesla has moved to produce its own large-format 4680 cells, but has had trouble keeping manufacturing costs of those cells down.

The other factor is a downturn in the prices of raw materials like lithium and cobalt. Higher raw-material prices contributed to soaring EV battery costs in 2022, but that’s declining and will continue to decline through at least 2030, representing about 40% of anticipated battery cost reductions, according to Goldman Sachs.

Comparing 4680 vs. 2170 – Panasonic

This follows another report from Goldman Sachs earlier this year predicting a 40% drop in EV battery costs between 2023 and 2025, which analysts said could boost sales, potentially allowing EVs to claim 50% of the U.S. market by 2030.

Despite the blip of pandemic-adjacent supply-chain issues, EV battery prices have steadily decreased since the modern EV era kicked off with the arrival of the Tesla Roadster about 15 years ago. Prices have dropped 90% since that time, according to the U.S. Department of Energy.

• A Mercedes-Benz CLA EV prototype toppled a record set by the Porsche Taycan
• Mercedes drove a CLA EV 2,309 miles in 24 hours around the Nardo test track
• The Mercedes CLA EV could become the most efficient EV on sale in the U.S.

Records are meant to be broken, and Mercedes-Benz has just busted one set by Porsche.

In April, Mercedes-Benz quietly took an electric CLA-Class prototype to the Nardo test track with the aim of seeing how many miles could be driven in 24 hours. The answer ended up being 2,309 miles, which set a new record.

2026 Mercedes-Benz CLA EV prototype sets distance record at Nardo

Under what was internally codenamed Project N—the N stood for Nardo—the team took two close-to-production prototype electric CLAs and aimed to set a record. Porsche set the previous record of 2,128 miles back in 2019 with a Taycan.

The entire feat took 40 charging breaks, with each break lasting about 10 minutes. The 2026 CLA can add 186 miles of range, or about 36 kwh to its 85-kwh battery pack, in 10 minutes, according to Mercedes, when started at a 10% state of charge. The automaker said that 10 minutes should bring the pack to 50%.

2026 Mercedes-Benz CLA EV prototype sets distance record at Nardo

That rapid charging is enabled partly by the CLA’s 800-volt electrical architecture, just like the Taycan has. 

The record-setting electric CLA started out at 100% state-of-charge and the team optimized the charging strategy in real time to take into account air temp and environmental factors such as wind. The team also had to take into account the fact the charger was located in a particular spot on the track, so the stops were planned, and the state of charge at which the car got plugged in was not consistent.

Mercedes said the ambient air temperature ranged from 55.4 degrees Fahrenheit at night to 84.2 degrees during the day.

2026 Mercedes-Benz CLA EV prototype sets distance record at Nardo

The car’s average speed during the test was 96.2 mph with the car’s top speed of 130 mph reached during the session.

The team consisted of six drivers and three shift changes with the rear-wheel-drive CLA EV. A single 200-kw permanently synchronous motor sent 268 hp to the rear wheels. Its 2-speed automatic transmission aided with the efficiency, according to Mercedes.

The Porsche Taycan isn’t the most efficient EV on the market. That distinction is held by the Lucid Air with its 5.0 mi/kwh rating. But the Taycan consistently overachieves and overdelivers above and beyond its EPA range ratings in real-world driving, which could be attributed in part to its 2-speed transmission. Perhaps Porsche was onto something with having a taller second-drive ratio. Mercedes mentioned a 5.2 mi/kwh efficiency number for the CLA EV, though nothing’s been made official yet. Should the team at Mercedes achieve that type of efficiency, it could be because of the 2-speed transmission, and herald a new efficiency king when the 2026 CLA EV arrives later in 2025. 

Mercedes-Benz paid for travel and lodging along with some German pretzels for Green Car Reports to bring you this firsthand report.

• The 2026 Mercedes-Benz CLA will be available as an EV and hybrid
• The electric CLA will be able to add 186 miles of range in 10 minutes
• It may be the first EV to feature both CCS and NACS charge ports

Mercedes-Benz still views the future as electric, though the timeline for the transition’s become a bit fuzzier and longer than anticipated.

When it arrives next year, the electric 2026 Mercedes-Benz CLA will be the first of four new models (three of them U.S.-bound) on the next-gen MMA EV-dedicated platform. With two charge ports, high-power fast charging capabilities, a more advanced electrical architecture, new in-house designed motors, a 2-speed transmission, and a hybrid powertrain option, it’s the genesis of Mercedes’ forthcoming scalable lineup.

Mercedes-Benz CLA

2026 Mercedes CLA will include CCS and NACS charge ports

The electrical architecture of the CLA is future-proofed thanks to a new in-house designed 800-volt electrical architecture. Mercedes said the system has a peak charge rate of 320 kw, but more importantly it can recover 186 miles of range in 10 minutes when fast-charged starting at a 10% state-of-charge. Mercedes said that’s approximately 36 kwh of energy in 10 minutes. It’ll take less than 22 minutes to go from 10-80% state-of-charge, according to Mercedes.

Home charging will utilize an 11.0-kw onboard charger—likely good for an eight-hour overnight charge with the U.S.-spec model’s 85.0-kwh usable capacity.

Mercedes engineers revealed that when the CLA launches in the U.S. it’ll have two charging ports under a single charge-port door. One will be a CCS port while the other will be a NACS (Tesla) port.

They said this is for the benefit of the customer, because who wants an adapter that can get lost or broken? Powertrain and rolling chassis units that were shown only had a CCS port and no visuals were yet shown of the two charging ports side-by-side.

Mercedes-Benz CLA

Mercedes EVs to use a 2-speed transmission and new electric motors

Mercedes designed and developed a new electric drive unit, dubbed EDU 2.0 (Electric Drive Unit 2.0). These motors are the first of a new family of BEV powertrains just as Mercedes has created families of gas-powered engines. The motors are said to be scalable and future iterations are coming, presumably for the AMG and heavier crossover SUV variants.

Single-motor rear-wheel-drive CLAs will feature a 200-kw permanently synchronous motor (PSM) in the rear with 268 hp. All-wheel-drive 4Matic models will add an 80-kw motor to the front axle, to be engaged during acceleration or when slip is detected. Both motors feature silicon carbide inverters.

The CLA will be the first, but not the last, Mercedes EV to feature a 2-speed transmission. Engineers expect most of the automaker’s upcoming and future EVs to have the additional complexity in the name of smoothness and efficiency.

The motor (EDU 2.0), transmission, and power electronics are all packaged in one housing.

Mercedes-Benz CLA-Class EV

First gear has an 11:1 ratio and maxes out at 68 mph while second gear switches to a 5:1 ratio with a top speed of 130 mph. Second gear is used for highway driving and cruising while first gear is designed for dynamic and low-speed driving. A wet friction-based clutch is utilized to engage first gear while a dog clutch is used to engage second gear to ensure the average consumer won’t feel the transmission shifting and engaging at various speeds, according to Mercedes engineers.

Mercedes-Benz CLA

Mercedes rethinks its regenerative braking system

Mercedes engineers are aware the two-stage blended brake system in the EQS (and EQS) is far from ideal.

The MMA platform, and specifically new CLA, use Mercedes’ next-gen regenerative braking system. It’s still a two-stage blended system, but engineers claim it operates differently than today’s system in the EQS.

The car will use regenerative braking until it can’t recuperate quickly enough or conditions necessary don’t allow it (when the battery is too full, too cold, too hot, etc.) before engaging the friction brakes. Up to 200 kw of recuperation is possible, according to Mercedes.

Unlike in the EQS and EQE models, the brake pedal will not move on its own when the car’s using regenerative braking.

One-pedal driving will be enabled by some of the four levels of regen, dubbed D- (one-pedal driving), D, D+ (least amount of reg), and D Auto. Engineers said the car will remember the selected regenerative brake setting upon key cycle and won’t change until a user changes the system, unlike today’s car.

Mercedes-Benz CLA

Every U.S. CLA gets an NMC battery pack

In other markets the entry-level CLA will feature a 58.0-kwh (usable) LFP battery pack. The U.S. market won’t get this battery as it won’t meet U.S. needs in terms of range, according to a Mercedes spokesperson.

The U.S.-spec CLA will come standard with the larger 85.0-kwh (usable) nickel manganese cobalt (NMC) battery pack. Engineers said that’s 96% of the pack’s capacity, making gross capacity 88.5 kwh. 

Both packs use prismatic cells rather than pouch or cylindrical cells. Engineers said this route was taken for the best use of volume, dimensions, and stability. The new chemistry features silicon anode materials to increase energy density. 

Upcoming AMG models will have their own battery pack design.

Battery software and integration was all developed in-house and will continue to be done in-house. Markus Shäfer, a member of Mercedes Group AG’s board and the automaker’s Chief Technology Officer, said full vertical integration is key to the automaker’s future. The hardware and software all have to work hand-in-hand. That’s why Mercedes now, for the first time in history, has a Chief Software Officer in the C-suite.

The system is capable of bi-directional charging, applied to home (V2H) and grid (V2G) situations.

Mercedes-Benz CLA

2026 Mercedes-Benz CLA ushers in the MMA platform

The MMA platform is a new clean-sheet BEV platform. Mercedes engineers said the platform, and battery pack, are both scalable. The expectation is that more than 90% of future Mercedes’ models will be based on a common battery platform.

The entire package is modular with uniformly designed battery components, which serve as the core element of the platform. The battery pack isn’t structural in the same way as a Tesla Model Y, where the battery serves as the vehicle’s floor and seats bolt to the pack. But the battery pack is part of the vehicle’s safety structure.

Every MMA-based Mercedes EV will feature a heat pump.

Mercedes said two crossover SUVs will follow the CLA. They may directly replace the GLA and GLB crossover SUVs. Then comes the CLA Shooting Brake, which won’t come to the U.S.

There’s at least one example of an engineering flaw baked in from the start. Because the MMA platform was originally envisioned as a dedicated BEV modular architecture, and during the planning process a hybrid powertrain was baked in, the front electric motor shares mounting points with the hybrid model’s gas engine. This leads to the electric motor sitting higher than it would otherwise need to. It will lead to the CLA having a frunk capable of probably holding only a small briefcase.

Mercedes-Benz CLA powertrain

A hybrid CLA option will live alongside the EV

In the hybrid, a new 1.5-liter turbo-4 sits under the hood and hooks to an 8-speed dual-clutch automatic with a 27-hp electric motor sandwiched between the motor and transmission. Total system output is 187 hp. A 1.3-kwh lithium-ion battery pack is mounted beneath the driver seat, and the entire system runs on 48 volts.

Mercedes said the system is capable of driving on electric-only power or sailing at speeds of up to 62 mph.

All the gears of the 8-speed automatic transmission can be used for recuperation to harvest up to 25 kw of energy back into the battery pack. Mercedes said this won’t be a plug-in hybrid. 

Hybrid models will be front-wheel drive, but all-wheel drive will be available with a driveshaft and electronically-disconnecting clutch.

Mercedes-Benz CLA powertrain

Mercedes engineers said that a 1.5-liter inline-4 was chosen over a turbo-3 due to noise, harshness, and vibration concerns. The new engine weighs 17% less than the outgoing 2.0-liter turbo-4 in today’s CLA. While that engine has a belt starter-generator, the new engine does away with that as well as any traditional starter and alternator, with those functions being handled by the electric motor. A 12:1 compression ratio enables an efficient Miller cycle, and a newly designed manifold integrates the exhaust-gas turbocharger directly into the plumbing to save weight and space.

No fuel economy projections were provided, but engineers said the target is “diesel-like fuel consumption.”

Mercedes-Benz hasn’t announced pricing, range, equipment or final specs for the 2026 CLA EV or Hybrid. That information will come at the official reveal and closer to the launch.

Mercedes-Benz paid for travel and lodging along with some German pretzels for Green Car Reports to bring you this firsthand report