The compact crossover segment is often a compromise between urban agility and budget-driven engineering. The Changan CS35 Max enters this space not as a stylistic exercise, but as a focused effort to refine the mechanical foundations of the city commuter. Where competitors typically sacrifice chassis sophistication for cost, Changan has opted for a more rigorous engineering approach.
The vehicle's character is defined by its immediate responsiveness. Under the hood, a 1.5-liter turbocharged engine produces 147 horsepower, but the critical figure is the 280 Nm of torque delivered at low revolutions. This eliminates the lag common in smaller displacement engines, ensuring the car pulls away from a standstill or transitions into a gap in traffic with a linear, confident surge. This powertrain is paired with a 7-speed dual-clutch transmission (DCT), which manages shifts with a precision that allows the CS35 Max to reach 100 km/h in under eight seconds-a benchmark that shifts the car from a simple city runabout to a capable highway cruiser.
Chassis Dynamics and Road Response
The most telling detail of the CS35 Max is found in its rear architecture. While the industry standard for budget crossovers is the torsion beam-a cost-effective but rigid solution-Changan has implemented a multi-link independent rear suspension. The physical result is a marked difference in how the car handles road imperfections. Rather than transmitting shocks directly into the cabin, the multi-link setup isolates the chassis, maintaining stability and trajectory during high-speed cornering.
Tesla accounted for more than half of US electric-vehicle sales in the third quarter.
Its quarterly sales increase exceeded the entire market's gain, Cox estimates show.
High gas prices are helping EVs compete, though sales remain below last year's levels.
Tesla is taking a bigger slice of America's electric-vehicle market as high gas prices give drivers another reason to consider ditching the pump.
The company sold an estimated 144,094 vehicles in the US in the third quarter, up from 124,800 in the previous three months, according to Cox Automotive's latest sales report.
That increase was bigger than the gain for the rest of the US EV market. Put another way: Tesla drove the recovery. Everyone else, taken together, went backward.
The figures offer a new twist on the EV comeback I wrote about in July. Back then, sales had finally improved after the slump that followed the end of federal incentives in the US. Several manufacturers were benefiting, but only those withthe fortitude to stick with EVs after federal government support waned.
While recovery continued in the third quarter, it became more dependent on Tesla.
Americans bought 262,649 new EVs during the period, about 6% more than in the second quarter. Sales outside Tesla fell roughly 3%, based on a comparison of Cox's latest counts with its second-quarter report.
Tesla's own sales rose about 15% from the second quarter. It supplied 54% of the country's new EVs in the third quarter, extending its lead from the previous period.
High gas prices help make the case for going electric, according to Cox.
"With gas prices well above $4 a gallon, electric vehicles look better than ever," Stephanie Valdez Streaty, Cox's director of Industry Insights, said in the company's analysis of the quarter.
Expensive gasoline and diesel make running a conventional vehicle more painful. For drivers who can charge cheaply, particularly at home, an EV offers a valuable alternative to repeated trips to the pump.
There's an important caveat to the comeback story: Sales are improving from a depressed level.
Total US EV sales were down almost 40% from a year earlier. Last year's third quarter was unusually strong because buyers rushed to claim federal incentives before they disappeared.
Tesla's sales were down about 20% against that comparison. The company remains heavily dependent on two vehicles. The Model Y and Model 3 accounted for roughly 97% of its US sales in the latest quarter.
The Cybertruck sold over 4,300 units, and Tesla has stopped making the Model S and X. (There's a Roadster, though not until 2028).
So Tesla's growing dominance isn't a story of every model flying out of showrooms, or of selling more cars than a year ago.
For now, it is winning a larger share of a smaller market. As Americans return to EV shopping, Tesla is capturing more of their business.
Honda is executing a significant strategic pivot, abandoning the production of its three "0" series electric vehicles in the United States after incurring $15 billion in losses, to prioritize hybrid technology. The manufacturer has committed to launching at least 15 hybrid models by 2030, with the majority of these units targeted for the North American market. This shift marks a decisive move away from the electric platforms that failed to deliver expected returns, redirecting capital toward hybrid powertrains that promise superior fuel economy compared to existing turbocharged petrol engines, a standard set by the development of a new V6 engine intended for upcoming SUVs and minivans.
Simultaneously, Volkswagen has identified a structural vulnerability in its compact electric vehicle segment. Thomas Schreyer, the company's chief executive, acknowledged that producing small electric cars has become the most challenging area of the business, despite ongoing cost-sharing strategies. For a brand historically defined by mass-market economics, the inability to maintain competitiveness in this price bracket represents a critical operational risk that directly limits vehicle accessibility for mainstream consumers.
While legacy manufacturers recalibrate their product portfolios, European designers are signaling a return to accessibility and heritage at recent concept premieres. Citroën unveiled a revival of the iconic 2CV, previewing an affordable electric vehicle slated for release in 2028 with a projected price of approximately $17,000, alongside a commercial van variant. In contrast, performance-oriented concepts dominated other displays: Peugeot presented the E-T16, a three-motor electric prototype generating 805 horsepower inspired by Group B rallying, while Alfa Romeo showcased the Cuorerosso equipped with a twin-turbo V6. BMW also displayed the Concept 7 Protection, an armored vehicle designed for low visibility, although production plans for this specific model remain unconfirmed.
The White House plans to impose elevated taxes on vehicles manufactured in Canada for the U. S. market starting January 1, 2027. This policy shift directly threatens the industrial stability of Toyota and Honda, which together account for more than 75% of Canada's total automotive output. The measure places immediate risk on the assembly lines in Canada that produce the RAV4 and CR-V, two models that consistently lead sales in the U. S. SUV segment.
According to Barclays data, the reliance of these Japanese manufacturers on Canadian capacity is substantial. In 2025, approximately 25% of all Honda vehicles sold in the United States and 17% of Toyota models were produced in Canada. Canada's annual output of roughly 1.2 million vehicles supports 427,000 jobs, but the introduction of new tariffs could jeopardize these operations because the products are engineered specifically to meet U. S. regulatory and market requirements. Redirecting this production to other regions presents significant logistical and competitive challenges. Manufacturing facilities in other parts of the world are operating near capacity limits, while Japanese brands are losing market share in Europe, Latin America, and Southeast Asia due to the aggressive expansion of Chinese electric vehicle manufacturers. The U. S. market remains a critical protected enclave for these firms, particularly because Chinese competitors such as BYD are barred from entering that market.
Toyota is responding to this industrial constraint by accelerating its shift of production capacity into the United States. The company has announced investments of up to $10 billion in the North American region over the next five years. A central component of this strategy is the construction of a new plant in Texas, valued at $3.6 billion, which will relocate the assembly of the Tacoma pickup truck from Mexico. This move allows Toyota to internalize the production costs within the tariff-free zone.
The German Ministry of Transport has compelled Tesla to rename its advanced driver-assistance suite in the European market. The feature previously marketed as "Full Self Driving" (FSD) will now be designated as "Assisted Driving," a shift that fundamentally alters the legal and operational framing of the technology within the jurisdiction.
The regulatory intervention centers on the distinction between autonomy and assistance. According to the ministry, the term "Full Self Driving" creates a misleading impression of the vehicle's capabilities, suggesting a level of independence that the hardware and software cannot sustain. In practice, the system does not replace the driver; rather, it manages specific mechanical tasks-such as acceleration, braking, and steering-while requiring the human operator to remain fully vigilant and capable of immediate intervention.
The Boundary Between Support and Control
By redefining the system as "Assisted Driving," regulators are clarifying the chain of responsibility. The safety promise of the technology depends entirely on the condition that the driver remains the primary actor in the control loop. This distinction ensures that the user understands the system as a tool for reducing workload rather than a substitute for human judgment and situational awareness.
The balance of power in the Russian new passenger car market is poised for a fundamental shift by the end of 2026. According to a forecast from Sergei Tselykov, head of the analytical agency Avtostat, domestic brands are projected to overtake Chinese competitors for the first time in a long period, capturing 43% of sales volume against 41% for Chinese marques.
This projection suggests that the current marginal advantage held by Chinese manufacturers will erode in the remaining months of the year. Data for January through July indicates a near-tie in market share, with Chinese brands accounting for 40.9% of sales and Russian producers for 40.6%-a difference of merely 0.3 percentage points. The competitive gap is so narrow that the outcome of the leadership battle depends on minor fluctuations in the final quarter.
Despite the projected shift in aggregate market share, the internal hierarchy within each national bloc remains stable. Lada continues to dominate the Russian segment, while Haval maintains its position as the leading Chinese brand. The potential reversal in overall market leadership signals a significant transformation in consumer preferences and the structure of vehicle supply, marking a turning point in the competition between localized and imported production platforms.
For decades, Russian and Soviet automotive exports have served as more than just transportation tools for foreign heads of state; they have functioned as diplomatic instruments and, in some cases, enduring symbols of geopolitical alignment. From the rugged utility of the UAZ-469B to the modern prestige of the Aurus Senat, the interaction between Russian vehicle manufacturers and international leaders reveals a complex dynamic where engineering capability, political signaling, and logistical realities intersect.
The historical precedent for this relationship dates back to the Cold War, when the Soviet government gifted an open-top, rear-wheel-drive UAZ-469B, a vehicle originally designed for military command, to Kim Il-sung, the leader of North Korea. This gesture established a pattern of reliance that persisted through generations. In 2018, his grandson, Kim Jong-un, arrived at a summit with the South Korean leader in a heavily armored Mercedes-Maybach, a clear indicator of a shift in the preferred status symbols of the North Korean regime. However, reports indicate that the North Korean leader's private garage also contains new models of the UAZ Patriot, suggesting that the brand has retained a functional place in the national fleet despite the availability of German luxury alternatives.
This appreciation for Soviet and Russian engineering has not been limited to ideological allies. In 1990, German Chancellor Helmut Kohl demonstrated a practical interest in Russian heavy-duty engineering by personally driving a KAMAZ prime mover at the factory in Naberezhnye Chelny. This was a rare instance of a Western leader engaging directly with the mechanics of a vehicle that was being actively exported to capitalist markets. The KAMAZ truck's appeal to Western buyers and officials alike rested on its robust construction and ease of maintenance-characteristics that offered a pragmatic solution in environments where sophisticated European or American vehicles might struggle or prove too costly to repair.
For Russian buyers, the return of the Mitsubishi Pajero to the market in 2026 represents a significant shift in both identity and ownership calculus. After production of the fourth generation ceased in 2021, the nameplate has resurfaced with a fifth generation that trades the utilitarian charm of its predecessors for a heavier, more digitized, and significantly more expensive proposition. Dealers are now accepting orders for the left-hand drive variant, positioning the vehicle not as a mass-market commodity, but as a specialized tool for those who refuse to compromise between highway comfort and serious off-road capability.
The most immediate change for potential owners is the scale. The 2026 model is physically larger and heavier than the version many veterans remember. The wheelbase has been extended by 90 mm to 2,870 mm, while the overall length reaches 4,920 mm. This is not merely a visual update; the vehicle now sits on a unibody-derived or heavy-duty frame architecture that pushes the curb weight to approximately 2,460 kg. For a driver accustomed to the agility of smaller SUVs, this mass, combined with a ground clearance of 230 mm, transforms the Pajero into a dominant road presence. The trade-off is clear: the car is built to absorb rough terrain and heavy loads, but it demands the space and fuel economy expectations of a luxury sedan.
The interior gap between expectation and reality
Inside, the Pajero V diverges sharply from the spartan interiors of earlier generations. The cabin is now defined by digital immersion, specifically in the Top Grade trim, which features two 14.3-inch displays-one for the instrument cluster and one for multimedia control. This level of digitization is paired with a Yamaha Ultimate audio system comprising 12 speakers, suggesting that Mitsubishi is targeting buyers who view their vehicle as a mobile lounge rather than just a transport mechanism.
The V6 engine occupies a contentious space in automotive engineering, often viewed as a compromise between the efficiency of a four-cylinder and the prestige of a V8. This perception is not a result of an inherent physical limitation of the V6 architecture, but rather a legacy of early cost-cutting measures and specific geometric choices that prioritized production speed over mechanical refinement.
The Geometry of Balance
The perceived lack of refinement in early V6 engines can be traced back to 1962, when General Motors' Buick division sought to reduce development costs. Rather than engineering a dedicated V6, they removed two cylinders from a small-displacement V8. This approach retained the V8's 90-degree bank angle.
In a V8, the 90-degree angle allows for inherent primary balance. However, by reducing the cylinder count to three per bank while maintaining that same angle, the engine lost its natural equilibrium. This created significant secondary vibrations and a rougher idle, cementing the V6's early reputation as a coarse, utilitarian powerplant. The engineering trade-off was clear: the company saved on tooling and design costs, but the driver felt the result as a lack of smoothness.
AvtoVAZ has transitioned from prototype assembly to the production of marketable inventory for the LADA Azimut, a family-oriented crossover designed for the Russian market. The shift toward daily output marks the final preparation stage before the official sales launch, with the factory focusing on scaling volume to prevent initial supply shortages.
Structural Integrity and Corrosion Resistance
The vehicle's physical architecture begins with 200 new stamping dies. In automotive manufacturing, the age of the tooling directly dictates the precision of the body panels; new dies minimize geometric deviations, which manifests for the driver as consistent panel gaps and a square chassis.
To address the chemical aggression of winter road salts, the Azimut utilizes a multi-stage material strategy. External panels are formed from pre-galvanized steel to inhibit oxidation at the site of stone chips. Internally, the structure employs higher-gauge steel to increase torsional rigidity and crashworthiness. While the chassis relies on over 5,000 conventional weld points, the engineers have introduced laser welding at critical junctions. This creates a deeper, more continuous bond than traditional spot welding, reducing the likelihood of structural fatigue over time.
The National Highway Traffic Safety Administration (NHTSA) has opened an investigation into more than 535,000 GMC Sierra 1500 pickup trucks from the 2022-2024 model years. The probe centers on a specific failure: the detachment of upper radiator grille deflectors while the vehicle is in motion.
The Mechanism of Failure
The issue is isolated to vehicles equipped with chrome deflectors introduced during the 2022 model year refresh. Trucks with non-chrome grilles utilize a different structural design and have not exhibited this particular failure. The physics of the fault involves the deflector separating from the front bodywork under the pressure of the oncoming airstream during normal driving conditions.
Once the component detaches, the airflow can propel the deflector toward the windshield, potentially causing the glass to crack. Beyond the direct physical damage, the sudden appearance of a detached part in the driver's line of sight may trigger abrupt braking or erratic steering maneuvers, increasing the risk of a collision.
Production on new Roadster, which can thrust itself into the air in short spurts, won't begin until 2028 as Musk admits it's not 'a safety-optimized car'
Beijing warns against ‘discriminatory’ step after France drops opposition to British role in Made in Europe package
No 10 has left the door open to imposing tariffs on Chinese-made electric vehicles as part of the Made in Europe package, prompting a warning from Beijing that such a move would be “discriminatory”.
Beijing warns against ‘discriminatory’ step after France drops opposition to British role in Made in Europe package
No 10 has left the door open to imposing tariffs on Chinese-made electric vehicles as part of the Made in Europe package, prompting a warning from Beijing that such a move would be “discriminatory”.
Thursday's launch arrived after years of delays and anticipation around the new Roadster — and Tesla shares climbed about 2% in morning trading on Friday after its unveiling.
Login
