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From a new Testarossa that’s attracting an army of haters to a first-ever EV that could attract even more, Ferrari has been making some controversial decisions lately. But if you don’t like what Maranello is doing, you can always order off-menu.

Ferrari’s One-Off programs gives customers with enough cash the ability to commission their own unique Ferrari. And one customer chose to give the mid-engine, non-hybrid V8 an encore. The HC25 is based on the F8 Spider, reclothing that car’s chassis and powertrain in new bodywork created by the same Ferrari Design Studio team responsible for the automaker’s current range. The design draws inspiration from that lineup—specifically, the F80 and 12Cilindri.

You can still get a twin-turbo V8 in the Ferrari Amalfi, but that option went away for the automaker’s entry-level mid-engine model when the F8 was replaced by the 296 GTB. The HC25 has the same 3.9-liter engine as the F8 Spider, producing the same 710 horsepower and 567 pound-feet of torque. The manufacturer-estimated zero to 62 mph time is also unchanged, at 2.9 seconds.

What has changed is every inch of bodywork. The press release calls the HC25 an “ideal bridge” between the F8 underpinnings and the styling direction Ferrari has chosen for its latest pride-and-joys. The proportions of the F8 are still there, but the relentless focus on aerodynamics that dominated Ferrari design at the time has been softened. As with the F80 and 12Cilindri, the aerodynamic elements are less obvious, and some features even seem to be there simply because they look nice.

Engine air intakes and vents are hidden in a black ribbon that wraps around the middle of the car, complemented by a large black graphic on the hood and the typical Ferrari mesh surfaces around the rear fascia. The two-tone bodywork is further highlighted by the use of matte Moonlight Grey paint and a gloss finish for the blacked-out surfaces. The headlights were made specifically for this car and sport extra-slim lenses. Vertical daytime running lights—a first for Ferrari—blend with the leading edges of the front fenders.

The interior, however, is mostly unchanged from the F8 Spider donor car—right down to the round air vents that protrude from the dashboard like jet exhaust nozzles. A gray-and-black color scheme (with splashes of yellow) gives it some specialness while mirroring the exterior. Anyway, if this was my car, I’d be paying less attention to the dashboard fixtures than to the sound of the V8 just a few inches from my ears.

CATL, the leading battery manufacturer in the world, introduced a slew of new cutting-edge battery products during the 2026 Tech Day. The company introduced batteries designated for passenger vehicles, including PHEV and EREV, as well as battery swap solutions.

Let’s start with the third-generation Qlin battery, which holds a 125 kWh capacity, enough to power the vehicle for at least 620 miles before needing a recharge. The battery is based on the nickel-cobalt-manganese chemistry, and the impressive capacity isn’t even the highlight feature.

According to CATL, the battery charging rate is equivalent to 10C and peaks at 15C. That translates to 4-6 minutes of charging to full. Of course, those numbers are theoretical, and the charging power also depends on temperature, charging stations, etc.

The energy density is also mighty impressive. The volumetric energy density is 600 Wh/L, while the gravimetric density is said to be 280 Wh/kg. That makes the pack significantly smaller and lighter, tipping the scale at 1,378 lb, or 562 lb lighter than comparable LFP batteries.

This will allow engineers to design lighter cars with more cabin space. Additionally, the vehicles equipped with the said battery will have lower consumption, increased safety when maneuvering and also reduce the stress on certain components, extending their lifespan.

CATL also showcased a Qlin Condensed battery with 350 Wh/kg gravimetric density and 760 Wh/L volumetric density. With a battery this size, CATL predicts that big sedans will be able to reach 932 miles ranges, while full-sized SUVs will be able to reach 620 miles on a single charge.

The third-generation Shenxing Superfast Charging battery aims to solve the charging time issues. Just like the Qlin battery, its theoretical charging power is capable of equivalent 10C with a peak of 15C.

According to CATL’s tests, the pack can charge from 10% to 35% in just one minute, while a 10% to 80% charge takes only 3 minutes and 44 seconds. Going from 10% to 98% takes only 6 minutes and 27 seconds. Even in extremely cold temperatures of −30°C, the battery can perform just as well, charging from 20% to 98% in 9 minutes.

After 1,000 complete charging cycles, the battery retains more than 90% of its capacity, again according to CATL’s internal tests.

The Freevoy Super Hybrid battery, on the other hand, moves to the second generation. It’s designed for PHEV and EREV models and offers 311 miles of pure electric range and supports an equivalent 10C charging speed. CATL says this battery will enable a “once-a-week charging” experience for EREV models.

The battery is based on the LFP chemistry and has 230 Wh/kg energy density, but an NCM version was also introduced. It supports the same equivalent 10C charging speed and provides 373 miles of pure electric range.

Last but not least, CATL introduced #26 Choco-Swap battery, succeeding the #20 and #22 versions. The newer battery now covers all vehicle classes with an 800-volt architecture. The first #26 Choco-Swap battery to hit the market will be 75 kWh, but larger batteries are also in the works.

Both Choco-Swap and Qiji swap stations for heavy-duty trucks will come standard with the Shenxing superfast charging piles.

Via

THERE have been mixed results from the latest round of ANCAP safety testing with four-star results awarded to the Suzuki e Vitara and Nissan Qashqai and a five-star score for both the Audi Q3 and Cupra Leon.

 

The Suzuki e Vitara, assessed under ANCAP’s 2023–2025 protocols, delivered solid performance across most categories but was ultimately limited by its Adult Occupant Protection score, with inconsistent results recorded in full-width crash testing.

 

The absence of a centre airbag to mitigate head contact in the event of a side impact also counted against the overall rating for the Suzuki e Vitara.

 

Suzuki Australia general manager Michael Pachota said that while safety is “paramount”, the brand believes its products meet the expectations of buyers, focusing on value despite the lack of current five-star ratings across the range.

 

By contrast, the new-generation Audi Q3 achieved a five-star rating with strong, consistent results across all key areas of assessment, reflecting the benchmark required to secure top marks under the current regime.

 

Alongside the new model assessments, ANCAP has also updated ratings for three existing vehicles following specification changes and reassessment.

 

As such, the Audi A3 and Cupra Leon both retain five-star ratings, continuing to demonstrate strong performance across Adult and Child Occupant Protection, Vulnerable Road User Protection and Safety Assist categories.

 

However, the Nissan Qashqai has been downgraded to a four-star rating…

 

While it continues to perform strongly in Child Occupant Protection, its results in other categories were not sufficient to maintain a five-star standing under current criteria.

 

ANCAP chief executive Carla Hoorweg said the latest results highlight the importance of balanced performance across all safety pillars.

 

“These outcomes show that higher levels of safety are within reach, and that continued focus on delivering consistent performance across all areas is key to achieving the highest rating,” she said.

 

A closer look at the latest ANCAP scores across Adult Occupant protection, Child Occupant protection, Vulnerable Road User and Safety Assist categories reveals how the performance of the vehicles assessed.

 

	Adult Occ.	Child Occ.	Road User	Safety Assist
Audi A3	86%	80%	76%	75%
Audi Q3	87%	86%	80%	83%
Cupra Leon	88%	86%	82%	82%
Nissan Qashqai	78%	91%	68%	62%
Suzuki e Vitara	77%	87%	79%	71%

 

ANCAP says the latest round of vehicle assessments underscores the tightening standards required to achieve a five-star rating, particularly as newer models incorporate more advanced active safety and occupant protection technologies.

• Donut Lab released its second independent solid-state battery test result Monday.
• The pouch cell was subjected to extreme temperatures as high as 212 degrees Fahrenheit.
• It appeared to perform well at elevated heat, but one battery scientist said the limited data revealed little about its real-world performance.

Finnish startup Donut Lab has released its second independent test result for what it claims is the world’s first all-solid-state battery. Once again, the data is raising as many questions as it answers.

This latest test puts the cell through its paces at high-temperatures of 80 and 100 degrees Celsius (176-212 degrees Fahrenheit), roughly double the maximum operating temperature of conventional lithium-ion batteries. 

On the surface, the results look promising. But experts urged caution, pointing to data they say is far too thin to mean much. Some of Donut’s biggest claims, like all-important battery chemistry and energy density, are still unverified. 

Eric Wachsman, a professor at the University of Maryland’s Department of Materials Science and Engineering who specializes in solid-state batteries and solid oxide fuel cells, said the insufficient data does not represent real-world usage in automotive applications. 

“The cells are not violating any law of thermodynamics,” Wachsman told me in an email. “But the data presented leaves a lot to be desired for many reasons,” he said.

A 2.4 kilogram steel plate was placed on the Donut Lab solid-state cell for mechanical pressure while charging and discharging.

Photo by: Donut Lab

Researchers say solid-state batteries are a “holy grail” technology that can unlock superior driving range compared to today’s lithium-ion batteries, while substantially reducing charging times and fire risk. At least on paper, the technology has the potential to vanquish range and charging anxieties and unlock broader EV adoption.

Battery companies and automakers are racing to develop the technology, but mass manufacturing of solid-state batteries without defects is extremely challenging. Several solid-state battery startup CEOs InsideEVs has interviewed have said it’s an unresolved problem.

That’s why Donut Lab’s claims took the internet by storm early this year. The Helsinki-based startup says it has developed the world’s first all-solid-state battery that’s production-ready. It will power Verge Motorcycles EVs starting this quarter. 

The specs it’s put forward are extraordinary: 400 watt-hours of energy density (roughly double today’s lithium-ion cells), a five-minute charge time, an operating range of -30C to 100C (-22F to 212F), a 100,000-cycle lifespan, and zero rare earth materials.

Photo by: Donut Lab

The announcement was met with deep skepticism from industry experts for making bold claims without providing any proof, patent disclosures, or live demonstrations. The company is now responding to the blowback by releasing independent test results from the VTT Technical Research Centre of Finland.

After demonstrating its fast-charging capabilities in a lab test last week, the company released a second independent test on Monday. This one showcases the cell’s apparent stability at temperatures as high as 80C and 100C (176F and 212F). 

At 80C (176F), the cell appeared to have delivered more energy than at 20C (68F), reaching 110.5% of its normal capacity. It basically suggests that the chemistry is possibly running more efficiently at elevated heat. After the high-temperature discharge, it recharged without any visible damage, indicating normal performance.

The battery was then pushed even harder. The agency raised the temperature of the testing chamber to 100C (212F), which is the boiling point of water. Again, the cell performed better than it did at room temperature, delivering 107% of its normal capacity. And it was able to charge up normally again thereafter.

That’s impressive because regular lithium-ion batteries don’t handle heat all that well. As temperatures climb, they lose efficiency. And if you push far enough, they can become unstable or sustain permanent damage. Studies suggest that the optimal operating range for lithium-ion batteries is between 25-40C (77-104F). The Donut Lab cell was able to survive in temperatures over twice of that.

However, there was one notable development after the 100C test: the Donut battery’s outer pouch lost its “vacuum.” Wachsman said the pouch issue was a potential red flag. The loss of vacuum, he explained, may indicate that the cell lost its “hermetic seal,” the barrier that keeps outside air away from the sensitive internal chemistry.

“Pouch cells will tend to expand due to internal pressure as they can give off gas during cycling,” Wachsman said. “It’s clear they experienced excessive swell after a few cycles,” he said after comparing the fast-charging images from last week’s test to this week’s high-temperature results.

Potential swelling on the Donut Lab solid-state EV battery cell after a discharge test at 100 degrees Celsius (212 degrees Fahrenheit)

Whether this is a major safety issue or something that’s expected on solid-state cells remains unclear. However, the broader consensus is consistent among experts. Neither test reveals meaningful pack-level performance over the thousands of cycles that actually matter for real-world use. 

“To be commercially relevant, the cells need to be stable with less than 10-20% of capacity fade for thousands of cycles,” Wachsman said. “Without that, the tests are essentially meaningless.”

Donut Lab says more independent results are coming in the weeks ahead. Energy density figures and battery chemistry disclosures remain the two things worth watching for. Until those surface, the jury is firmly still out.

Contact the author: suvrat.kothari@insideevs.com

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