++ AUDI will reimagine its petrol-powered A3 in the next few years, using a heavily modified version of the current car’s MQB platform but featuring the brand’s striking new design language. With a clear desire to re-establish itself as a leader in design, quality and technology, Audi recently installed fresh leadership and introduced a totally reformed styling language. But while it’s easy enough to channel this on expensive new flagship models such as the Nuvolari supercar and forthcoming road-going version of the Concept C, it’s harder to achieve in a mainstream and price-sensitive model such as the Audi A3. The complete overhaul came as a result of sustained criticism of Audi’s drop in quality over the past decade, especially in its cars’ cabins. Among major decisions taken by new CEO Gernard Döllner, Audi appointed a fresh leadership team including Massimo Frascella as the brand’s new chief creative officer, and brought Rouven Mohr back into the role of chief technical officer. With a new team in place, work has already started on the next generation of the company’s models. Autointernationaal.nl spoke with Mohr recently, and he told: “Cars like the Nuvolari and Concept C are the brand-defining cars. These are the pinnacle, a kind of North Star that is what the brand should stand for. But it’s clear that our portfolio will follow the same path. I can tell you, you will be surprised by the so-called ‘standard cars’, how many elements you will find in these. The reduced interior, the mechanical haptical feedback, the round steering wheel, the material quality”, the German brand’s technical boss added. It’s this core fix that both Mohr on the engineering side and Frascella on the design side want to execute with all future models, and the most important of those for Dutch buyers is the next A3. The new model will look completely different to the current car, with a design based on the Radical Next philosophy. This drives the basic aesthetic through a few fundamental elements first revealed on the Concept C in 2025 and set to be shared across all Audi models. Core to this are details such as the 4-part front and rear lights, the single-frame grille’s clean square shape and fresh wheel designs. But it goes deeper than that. There’s a new focus on the elements that might not immediately jump out, such as cleaner body surfaces, too. The most obvious place where this ethos will apply is the cabin, because Audi’s focus on tactility and quality will be reimagined. Mohr stressed the importance of this: “When it was presented, the first A3 from 1998 had the same perception of quality as the A8 of this time. There was no difference; even the haptics of the switch, everything was the same. So, there was a strength of Audi, bringing this high-quality premium feeling across all the segments. “The pillars of an ‘Audi touch and feel’ were always solidity, quality perception and easy-to-use, intuitive controls, even in the old cars”, Mohr added. “If you remember, the first generation of Audi TT had this climate control you can turn, you have a click, you put it in. It’s really the love of the detail”. As such, I expect to not just see more physical controls brought back into the cabin, but a more acute focus on their quality, including both the material with which they are made and the haptics. In other words, Audi will bring back the iconic click sound to accompany every button press. But we live in a digital world, and Mohr is clear about the fact that while Audi can re-focus on proper controls, there’s still a requirement to ensure future models such as the A3 offer all the digital capabilities expected today. “If you speak about the digital experience, the Audi way is definitely curating or, let me say, embedding the digital aspects in a way that is really not stressful to the driver, but supports the driver in an intuitive and also human-orientated way”, he said. The digital interfaces will need to live within a technological ecosystem that’s already in place, especially with the firm’s new and expensive curved display that’s been integrated into the fresh Q3, Q4 and the existing A3. Audi is yet to confirm whether this unit will be integrated into the next A3 or if it will adopt a new solution. But despite the company’s desire to reduce the digital real estate in its new models, buyers of this class of car will still expect such tech alongside more physical controls, so we expect a pair of large displays will remain. Of course, the new A3’s design ambition will be limited by its fundamental structure. It will join other revised MQB-based C-segment models in the wider VW Group including a new Volkswagen Golf, Skoda Octavia and Seat Leon. So while Audi will have some say in the fundamental proportions and volumes, it will ultimately be limited by the aspects shared between it and its cousins. This plan gained renewed focus following recent news of the VW Group’s plan to rationalise its model spread and development programmes. But the A3’s importance to European markets should see its current development plan remain largely intact. Interior space will be close to that of the existing car as a result, but the current proportions are well suited to buyers in this class. A3s already have a good amount of space inside for 5 adults, including a decent boot capacity, and I expect this to continue. Combustion engines will still play a central role, but as in the next Golf and Leon, hybridisation will be the key new factor. As it stands, though, VW’s plug-in hybrid system in its current compact MQB models is one of the most efficient on the market, so we don’t expect to see radical improvement in raw numbers. The set-up is capable of providing up to 110 km or so on battery power, thanks to a 25.7 kWh pack, which is paired with a 1.5-litre turbocharged engine and a 6-speed dual-clutch automatic transmission. But as a less expensive option, the VW Group’s new 1.5-litre hybrid engine (as used in the Volkswagen T-Roc) will also be installed. This works with a much smaller battery pack, reducing cost, and features two electric motors – one driving the wheels and the other acting as a starter generator. This is similar to Nissan’s set-up, and could reduce fuel consumption dramatically without owners needing to plug the car in. These two electrified powertrains will be joined by more mild-hybrid options that will be the entry-level engines. There’s little chance of another diesel, and this platform is not suited to a battery-electric powertrain: Audi’s new A2 e-Tron will play that role in this class. It remains to be seen how many pure-petrol engines will comply with the incoming Euro 7 emissions legislation and continue as part of the range. These regulations also call into question whether there will be a new generation of the hot Audi S3 model, and if there is, whether it’ll feature some form of hybrid drive system. It could be that VW’s new hybrid set-up can be retrofitted to a more potent version of the 2.0-litre petrol engine used in today’s S3, or perhaps a second electric motor on the rear axle could give more punch and drive the wheels in a compact and space-efficient package. A new Limousine model should also be in the programme, because while this bodystyle’s appeal is limited in Europe, it’s a key entry point into Audi’s range in markets such as the US. We’ll have to wait for more details on the next A3, which is due to go on sale before the end of the decade. But, as mentioned, core to its appeal will be an attempted return to form for the German manufacturer. The intention is that Audi’s next generation of models won’t just be built to the standard they used to be, but potentially one that’s even higher. +++
+++ Ask 10 car companies why they’re moving away from buttons, and you’ll probably get 10 answers, none of which include the elephant in the room: cost-cutting. BMW also has other reasons to justify why its latest interiors lean heavily into voice and touch commands at the expense of conventional controls. Munich is embracing a future with fewer physical buttons, and apparently, that’s what the younger generation prefers. According to the luxury German automaker, drivers are increasingly comfortable using voice commands and touchscreens, which is why dashboards over the past few years have been designed with a simplified layout. Fresh models from the Neue Klasse wave, such as the i3, iX3 and X5/iX5, have even fewer physical controls, at least compared with their predecessors. Instead, occupants interact with the car through voice commands, a touchscreen and BMW’s new haptic steering-wheel keys. BMW Group Australia CEO Vikram Pawah explained that the change reflects broader trends in consumer tastes. He pointed out that voice and touch have become increasingly common, particularly among younger customers. “We can see that voice and touch are becoming more and more common. Maybe it’s a generational thing as well. You would see that a lot of the younger generation, maybe 45 or below, they’re tapped into these technologies at a faster pace, using voice, using touch. They want things done quickly and they’re multitasking. And we have to keep that in mind. That’s how customers are evolving. They are multitasking”. The problem is that buttons have one major advantage: You don’t have to look at them. That’s especially relevant for something as simple as adjusting the temperature, changing the volume, or switching a driving function. Muscle memory helps drivers keep their eyes on the road while adjusting often-used functions on the go. Touchscreens can certainly do more, but they can also force drivers to navigate menus for tasks that once required a single physical movement. BMW clearly believes the trade-off is worth it. And if younger buyers really do prefer talking to their cars instead of pressing buttons, the Bavarians may have decided that the future isn’t buttonless because buttons are bad; it’s buttonless because fewer people are going to miss them. In BMW’s defense, the good news for traditionalists is that its latest interiors aren’t completely buttonless. You still get window switches, a volume knob, and a handful of other old-school controls, such as column stalks. However, the days when all cars had the iDrive dial are coming to an end. It’s already gone from all compact cars, and with each model the company replaces, BMW deletes the rotary knob from the next-generation model. BMW isn’t the first automaker to reduce physical controls, but its reasoning is particularly interesting. The company isn’t simply saying buttons are outdated; it’s arguing that its customers are changing. That may be true, but there’s a difference between enjoying voice commands and wanting to use them for everything. Asking your car to find a restaurant feels natural. Asking it to change the temperature while you’re driving through traffic is another matter entirely. BMW is making its intentions clear: The next generation of drivers may not want to press buttons nearly as much as previous generations did. +++
+++ FORD and Geely are turning Ford’s Valencia plant in Spain into a joint-venture hub for low-emissions vehicles, including a compact member of the Bronco family due in 2028. Now, there is more news about the technical tie-up, following the official joint-venture announcement in July 2026. The deal pairs Geely’s multi-energy vehicle know-how with a factory Ford has run in Spain for decades and lays the groundwork for a family crossover that will sit near the center of Ford’s compact range in Europe. Ford and Geely signed their industrial agreement on July 23, 2026, creating a joint venture that will assemble low- and zero-emissions vehicles at Valencia for European markets, with production scheduled to begin in 2028. That timeline gives Ford a short runway to prepare dealers and customers for a core model built on a partner’s architecture, which is new territory for the brand in Europe. Valencia already has a long Ford pedigree, having built the Focus successor as a crossover, and the shift to joint-venture production follows earlier reporting on the emerging Ford-Geely factory partnership in Europe. Under the latest plan, the site will add a compact Bronco-family SUV from 2028 alongside 2 Geely Auto models. GEA, short for Global Intelligent New Energy Architecture, is Geely’s modular vehicle platform designed to accept battery-electric, plug-in hybrid and range-extended powertrains on a shared structure. Geely already uses GEA on newer Galaxy models and the EX5, positioning it as the backbone for several electrified vehicles. For Ford, tapping a Geely-developed multi-energy platform shortens development time and spreads tooling costs across a larger production run than it could fund alone. Reports on the Valencia project point to heavy reliance on Geely’s engineering, even though Ford has not publicly confirmed the exact platform that will underpin the compact Bronco or the 2 Geely models. For buyers, the joint venture should yield a compact SUV with a mix of electrified options, likely including a fully electric version and at least one plug-in hybrid. It fits into Ford’s updated European plan to roll out 7 new models by 2029, as teased in its Ford Is Launching Seven New Vehicles In Europe roadmap. The Kuga’s long-term role is still an open question. Ford has not said whether the Valencia-built compact Bronco will replace the Kuga or sit alongside it, but clustering several compact and mid-size SUVs in one plant points to a future reshuffle of Ford’s European line-up. Ford has said it won’t sell “toasters on wheels”, stressing that the Valencia-built SUVs will have Ford’s own styling, tuning and software rather than being simple rebadges. How European drivers react to a compact Bronco built in Spain under a Ford and Geely joint venture will feed directly into Ford’s broader European line-up strategy. +++
+++ Chinese supercar brands such as Denza and YangWang may be creating machines that are more powerful and faster than anything LAMBORGHINI has ever made, but so far, the raging bull does not feel threatened by any of them. Autointernationaal.nl spoke to Lamborghini CEO Stephan Winkelmann at the 2026 Goodwood Festival of Speed, where the new 1.600 hp Denza Z was revealed. This is a car supposedly capable of 0-100 kph in less than 2 seconds, and with a top speed of up to 350 kph. “We don’t see this as a threat”, the boss of Lamborghini said nonchalantly, nor could he think of a single Chinese brand that stood out as a potential challenger to the renowned Italian outfit. “Because they are doing electric cars”, he explained, “and if we say we are not doing electric cars for a reason, then there is also an idea behind how we look at our Chinese competitors or Chinese manufacturers”. Some of the software in Chinese cars seemed to be the only thing that Winkelmann had taken notice of. But, he said, they cannot compete “on the performance of our cars, the sound and the emotion”. Lamborghini was due to launch its first electric car in the next few years, but pushed the model back until sometime after 2030 due to lack of customer demand and the technology not being good enough yet. “If we have to come out with an electric car, it has to be a masterpiece in terms of performance”, Stefano Cossalter, a product director at Lamborghini said to us. “I’m feeling very well about the decision to delay the first Lamborghini EV”, Winkelmann cheerfully told, with customers apparently agreeing it was the right call. Instead, the company is going to remain focused on plug-in hybrid powertrains for now, and keep its legendary V12 engine (another edge the brand has over all-electric newcomers to the field) alive for as long as possible. However, Winkelmann did add that while Chinese car makers are not considered a threat to Lamborghini right now, that might change in the future: “I always say, never say never”. +++
+++ The MERCEDES-AMG CLA 45 is back, though not as you remember it. The petrol engine is gone, replaced by 3 electric motors that push out ludicrous power. Even though it’s an electric car, Mercedes says it delivers “combustion engine emotion at the touch of a finger” by activating a dedicated drive mode. With AMG Force S+ engaged, it not only fakes the sound of a 4-cylinder engine but also brings simulated gear changes to further mimic an ICE-like experience. Although the marketing lingo suggests the new AMG 45 is the electric equivalent of its four-banger predecessor, Mercedes CEO Ola Källenius goes a step further. He called the not-so-compact-anymore CLA “the best V8 I’d ever driven: it had all the feeling of a V8 but with more power and torque”. That’s not all, as the Swedish-German business executive says he felt “like a born-again Christian” after driving the car for the first time. While it’s perfectly understandable for higher-ups to praise a new product, I’m taken aback by what the number one at Mercedes has to say about the AMG CLA 45. Calling the CLA the best V8 he’s ever driven is quite the statement, especially considering how many high-performance Mercedes-AMG models Källenius has experienced over the years. That said, it remains to be seen whether customers will be just as enthused, especially since the gas engine is now gone. The previous CLA 45’s turbocharged 2.0-liter 4-cylinder was a major part of the car’s character, so convincing enthusiasts that an EV can deliver the same emotional punch won’t be an easy task. Mercedes is clearly aware of that challenge and has gone to considerable lengths to make the electric AMG feel more familiar. The simulated shifts, artificial engine sounds, and other software tricks are designed to give drivers something resembling the sensations associated with an ICE-powered performance car. The tri-motor setup delivers a continuous 612 horsepower, which happens to match what the E63 had from its twin-turbo 4.0-liter V8 engine. That’s a remarkable figure for a CLA, regardless of what’s powering it, and it gives the new electric AMG plenty of ammunition when it comes to straight-line performance. +++
+++ The fully autonomous TESLA CYBERCAB is finally ready to hit the streets, with the futuristic 2-seat robottaxi set to launch on 3 September at an exclusive event in Austin, Texas. Originally revealed in October 2024, along with the 20-seat Tesla Robovan, the Cybercab is described by Tesla as “premium, point-to-point electric transport, accessible to everyone”. It features full self-driving (FSD) technology, with the prototype highlighting its truly autonomous status by not having a steering wheel or pedals for a driver. We don’t yet know if the road-worthy version of the Cybercab, which is sure to be slightly different to the prototype we got to look around, will feature some controls in case of an emergency. Billions of pounds have been spent on autonomous vehicles by a wide array of manufacturers and technology companies, and thanks to new legislation, self-driving cars are starting to pop up on European roads. Waymo, which is owned by Google’s parent company, Alphabet, operates a fleet of self-driving Jaguar I-Pace taxis in several cities in the United States, plus Tokyo, Japan, and is working on bringing the service to London. It began testing its car on the streets of the capital in the spring, with a goal of getting customers in cars soon. Meanwhile, Uber recently signed a $1.25billion deal with the EV start-up Rivian, one of Tesla’s biggest competitors, to create 50.000 robottaxis based on the Rivian R2. The Tesla Cybercab’s most direct competitor is another 2-seat robottaxi from Croatian start-up Verne, which was created by Mate Rimac (of electric hypercar fame) and began operating in Europe earlier this year. So Tesla already has some catching up to do. Key details about the Cybercab surfaced online earlier this year, thanks to an application from the Environmental Protection Agency (EPA) in the United States which regulates things including automotive emissions, fuel economy and environmental compliance, as well as range, charging and other specifications for pure-electric vehicles. Even ones with no steering wheel. The application showed the robottaxi features a 53.3 kWh battery that delivers a range of up to 700 km. However, that’s presumably only when the Cybercab is driving itself around a city. Tesla had claimed the Cybercab will achieve a minimum efficiency figure of around 9 km per kWh. For context, most EVs today return between 5 to 6.5 km/kWh during testing. In terms of power, a 225 hp electric motor drives the front wheels, which is a first for Tesla. This is thought to be for packaging reasons, to ensure occupants have the maximum amount of space possible inside the Volkswagen Golf-sized car. The Cybercab’s weight is 1.412 kg, a very low figure for a car of this size. Acceleration and top speed figures haven’t been revealed. Under the almost coupé-like body, the Cybercab most likely uses the platform that would have underpinned the €30.000 Tesla Model 2 that was scrapped in favour of autonomous vehicles. Inductive charging is set to be a standout technological feature of the Cybercab. Musk said “it is high time” Tesla introduces this technology to its cars, and it means the Cybercab won’t come with a socket to charge up. Instead it will drive onto a charging pad and recharge wirelessly. There was no charging port or flap visible on the prototype we got to have a look around, so we don’t expect the Cybercab to be able to make use of Tesla’s Supercharger network. +++
+++ TOYOTA is poised to relaunch the MR2 and Celica as part of its transformation of the GR sporting arm into a full stand-alone performance brand. The GR division is effectively Toyota’s equivalent of BMW M or Mercedes-AMG and has its roots in the Gazoo Racing motorsport outfit that created Toyota’s most recent crop of sports cars: the GR Yaris, GR Supra and GR 86. It is now being expanded and turned into its own brand, joining Lexus and the Japan-only Daihatsu and Century in Toyota’s portfolio. The new GR GT supercar and its racing GT3 sibling are the first models to be branded purely with GR badges. With the GR 86 and GR Supra now off sale and the GR Yaris set to follow suit before long, the supercars will be the only models in the GR range when they are launched next year. But plans are fast progressing to expand the line-up at the bottom end and create a family of dedicated sports cars at a range of price points in a segment rivals are exiting en masse. It’s all part of a wider initiative to embrace more enthusiast-focused models under the guidance of company chairman and keen racer Akio Toyoda, who has long made clear his “no more boring cars” mantra and commitment to performance models, particularly those powered by combustion. GR’s new sports cars are being developed in parallel with Gazoo Racing’s motorsport activities. The Celica is expected to be the basis for Toyota’s next World Rally Championship challenger and the mid-engined MR2 is being developed in plain sight, with a development mule actively competing in one of Japan’s biggest race series. Tomoya Takahashi, president of Toyota’s motorsport division, said the move indicates a shift in the company’s mindset that places more emphasis on niche models that play a halo role, rather than one of particular commercial significance. Speaking about the GR Yaris M concept being used to develop the MR2, he said: “In the 2000s, we had what was known as the ‘global master plan’ and Toyota had become a company that only built cars that made money. Since midship models don’t sell in large numbers, they naturally fell by the wayside. “If we were the old Toyota, I think the response to this project would have been: ‘What are you talking about? Forget it!’ But under chairman Akio Toyoda’s presidency, the company came to embrace new challenges. “In the past, a newly built car would never have been driven like this and I don’t think you would have seen a vehicle at this stage of completion entered in a race, with ‘Master Driver’ Akio Toyoda behind the wheel testing it out. I hope our efforts here demonstrate that we are dedicated to continuing to make cars through motorsports”. The reborn MR2 will be one of very few mid-engined sports cars on the market by the time it arrives, with the Lotus Emira now the only such model offered by a mainstream manufacturer. Alpine says its next-generation A110 (another natural rival for a new Toyota sports coupé) could accommodate an engine if needed, but it will be launched as an EV. The MR2 is expected to use a new 2.0-litre engine that Toyota is developing specifically for hybrid sports cars. The firm has been trialling its new ‘G20E’ four-cylinder engine in an adapted, mid-engined GR Yaris, going so far as to enter the prototype in Japan’s Super Taikyu endurance race series as a hardcore test of its performance and reliability. The G20E is based on the 1.6-litre unit that powers today’s GR Yaris and is said to “push the limits of performance and efficiency”. It has been designed to take up as little space as possible, to enable compact vehicle dimensions and a low centre of gravity; crucial attributes for a mid-engined sports car. It is said to produce in the region of 400-450 hp in standard tune and upwards of 600 hp in the race car, making it potentially one of the most powerful 4-cylinder engines yet created. Mercedes-AMG’s ‘M139′ engine is the most powerful four-pot in a production car to date, making 421 hp in the A45 S hot hatch. While the mid-engined GR Yaris M prototype is powered purely by petrol, the engine will be compatible with hybrid and PHEV powertrains, taking advantage of a shorter piston stroke than today’s engine, which means it takes up less space. Toyota moved the engine behind the cockpit in a bid to address the dynamic shortcomings of a front-engined performance car. It said: “Vehicles such as the GR Yaris have a front-mounted engine, concentrating the load on the front tyres during all driving operations of braking, steering and acceleration. In circuit environments, this significantly affects tyre wear and leads to a tendency for understeer when cornering at the limit due to reduced grip”. The mid-engined arrangement, devised and engineered in collaboration with chairman Toyoda, is said to address those issues while allowing “drivers to control the car exactly as they intend”. The M concept (named in reference to its mid-mounted engine and as a nod to ‘Morizo’, the name under which Toyoda races) drives both axles like the standard GR Yaris, but it is unknown if that would be the case for a small sports car using the same engine. The original MR2’s tail-happy handling was intrinsic to its dynamic character and a successor would be likely to follow suit, especially if it is to retain the name, which is often interpreted as meaning ‘mid-engined, rear-wheel-drive 2-seater’. However, the drivetrain in the GR Yaris M is capable of splitting power equally across both axles, or channelling it all to the back. This could allow the MR2 to remain true to its roots while benefiting from the enhanced stability and poise of a 4WD set-up. Toyota has trademarked the GR MR2 name and the new car is likely to go without Toyota badges entirely as the GR GT does: to cement the sporting brand’s positioning as a stand-alone marque. Testing of the eventual road car is thought to have ramped up recently with the deployment of a new sports car prototype at the Toyota-owned Fuji Motor Speedway. Wearing a mish-mash of body parts from existing Toyota models (Lexus LC doors and GR Yaris lights among them), the 2-door test mule is clearly mid-engined (based on its huge side air intakes and vented hood) and, in video taken from the side of the track, can be heard to emit a purposeful turbo four-pot soundtrack. Even though it gives clues to the size and engineering of Toyota’s new entry-level sports car, the test car is not thought to closely preview its styling. Instead, the new Emira rival is expected to be heavily based on the bold FT-SE concept Toyota revealed in 2023. While it was originally destined to use an all-electric powertrain based around Toyota’s new-generation energy-dense battery packs, the FT-SE was unmistakably ‘mid-engined’ in its proportions and could make production relatively unchanged by virtue of the new G20E engine’s compact proportions. Since the FT-SE was revealed, Toyota has doubled down on its commitment to a ‘multi-pathway’ energy strategy, investing in new petrol and hybrid powertrains, as well as hydrogen combustion, in parallel with the expansion of its EV line-up, and paving the way for a new generation of combustion-engined sports cars. +++
+++ VOLVO will double down on long-range plug-in hybrids (PHEVs) over the coming years, in response to slower than expected demand for pure-electric models. A spokesman said PHEVs will continue to serve as a “stepping stone” for buyers who aren’t yet ready to take the leap into an electric car. However, He noted that hybrids need to offer a very long electric-only range in order to help Volvo buyers transition smoothly to pure-EV models. “The important nuance here is not the number of hybrids we sell: it’s whether people are driving them as a hybrid rather than just as a petrol car. In the past, when plug-in ranges were very low, drivers rarely charged them. Volvo has invested heavily in making sure our hybrids offer a long range so that people can use them as intended. So then it becomes a true stepping stone, and we’ll make sure we have that range available to our customers”. Volvo currently offers plug-in hybrid versions of the XC60 and XC90, offering a maximum EV range of around 80 km. However, the new XC70, launched in China and planned for Europe soon, is the first of its so-called ‘long-range’ PHEVs and offers a claimed engine-off range of 160 km; longer than any PHEV on sale in Europe today (albeit that figure is according to China’s generous testing cycle). An upcoming refresh for the XC60 will add a similarly capable long-range PHEV option, with a larger battery set to more than double its EV range. While the spokesman highlighted the ongoing need for hybrid models such as these, she reaffirmed the brand’s commitment to electrification. However, with EV adoption lagging behind initial forecasts, she called for a “reality check”. “If everyone decided to drive an electric car tomorrow, we are set up to support that, so there are no concerns from an innovation standpoint”, he said. “But If consumer adoption isn’t moving at the expected speed, then how can we work together, industry and government, so the outcome isn’t just punitive? We need to step back, assess the reality and partner to keep moving forward”. The spokesman added that the mandate needs “to examine the facts and data” and assess the consumer adoption curve, not just “EV registration numbers driven by heavy discounting”. +++