Low-emission vehicles are becoming increasingly popular in Australia’s second-hand car market as motorists strive to conserve fuel.

But hybrid vehicles, rather than electric models, are proving to be in highest demand and the most resistant to price reductions.

The Australian Automotive Dealer Association and AutoGrab revealed the trends on Tuesday in used car sales figures from May, which also showed the automotive market had bounced back from a sales dip in April.

The news comes one week after new hybrid and electric vehicles sales broke records to represent almost half of all new cars sold in Australia during the month.

The latest sales report showed Australian drivers bought 221,323 second-hand vehicles during May – a rise of more than 17,700 cars compared to April.

Standard hybrid vehicles made up one in 10 used cars up to five years of age, while electric and plug-in hybrid models represented six per cent of sales.

The trend towards low-emission cars reflected consumer efforts to avoid petrol and diesel price rises caused by conflict in the Middle East, association chief executive James Voortman said.

“It’s no surprise to see hybrids performing so strongly,” he said.

“With household budgets still under pressure, many consumers are looking for ways to reduce fuel costs and hybrids offer a practical and proven solution.”

Hybrid cars were also the most likely to withstand discounting to secure a sale, the report found, and retained 93.4 per cent of their value.

By contrast, more than half of second-hand petrol and diesel vehicles were discounted before finding a buyer in May, which Mr Voortman said showed consumers were in the driver’s seat.

“The increase in discounting reflects a strong level of competition in the used vehicle market at the moment,” he said.

“Buyers are in a good position to compare options and negotiate on price.”

The report came on the same day BYD Australia revealed it had signed a three-year deal with Pickles to auction its second-hand fleet vehicles.

The agreement was another sign that Australia’s used electric vehicle market had evolved, Pickles motor vehicles general manager Chris Shaw said, and the move would make them accessible to a wider motoring audience

“We’re seeing increased confidence in used electric vehicles from both private buyers and the trade as the market develops, pricing becomes more accessible, and understanding of EV ownership continues to improve,” he said.

AAP

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Plenty of car people love Ford’s Panther platform. The Crown Victorias, Town Cars, and Grand Marquis that once served as taxis and patrol vehicles are now being scooped up by enthusiasts for tank engine swaps and track duty alike. But this particular Lincoln has lived a much different second life as a Hongqi CA7460 replica, and its origin story is super interesting.

I stumbled upon this car when Panther Magazine posted it for sale on Instagram. Curious, I reached out to the seller, whose name is Yang (@cy0208 on IG). He explained to me that, while this is a registered 2001 Town Car underneath, it wears many Chinese domestic market parts—from the grille and lighting to the unique badging you definitely won’t find at your local salvage lot.

The way Yang explained it to me, China’s state-owned FAW group sent a design and engineering team to the United States sometime around 1997. This trip and multiple follow-up conversations resulted in Ford shipping nearly complete Town Cars to China for Hongqi to outfit with its own distinguishing parts. It was even intended to become a diplomat’s car, as a long-wheelbase model was developed to serve as an inspection vehicle in the 1999 National Day Military Parade in Beijing. Plans were scrapped as political tensions swelled following the U.S. bombing of China’s embassy in Belgrade.

Still, Hongqi built an entire line of CA7460 limousines, and the car itself remained in production until 2005.

What Yang did was buy a 2001 Lincoln Town Car in the States and then fit it with Hongqi components that he imported from China. It has made its way around the internet, and as I researched the car, I was utterly unsurprised to see that Jason Torchinsky at The Autopian had already seen it in person (That guy’s too good!).

What’s new now is that the Hongqi replica is for sale, and you can buy it for $10,000. You might whiff at that, but just know that it has only 75,000 miles or so on the odometer. The interior is in way better shape than it could be, and there’s a fair chance it’s the only one around.

Like all CA7460s and Town Cars of this ilk, it’s powered by a 4.6-liter modular V8. Rear-wheel drive means it’s capable of some smoky burnouts and skids, if you’re into that type of thing, though part of me hopes someone will avoid thrashing it completely. Yang put a lot of work into assembling this car, and he’s kept it respectfully clean.

I’m afraid I won’t be the one to buy this car. Blame it on my other projects, like the 1966 Ford dump truck that’s currently parked in my driveway with two flat tires. But perhaps you’ll be interested in taking home this piece of automotive esoterica?

Got a tip or question for the author? Contact them directly: caleb@thedrive.com

TOYOTA Motor Corporation (TMC) has celebrated a Japanese fiscal year (April 2025 – March 2026) sales record, finishing the period with sales up 2.5 per cent year-on-year to 11.28 million units. 

  

While the group (including Daihatsu, Hino and Lexus) is still a week away from announcing its fiscal year profits, the results show that Toyota’s “multi-pathway approach” to new energy vehicle technologies have helped to insulate the company from the effects of US tariffs and inconsistent battery electric vehicle demand globally. 

  

Daihatsu – which was forced to halt production in early 2024 following a certification scandal – rebounded strongly, with worldwide sales rising 13.9 per cent to 697,271 units. Hino, meanwhile, continued its decline, with global volume falling 13.1 per cent to 108,619 units. 

  

Although the fiscal year numbers show a healthy increase, month-by-month sales in the first quarter of 2026 headed in the wrong direction – potentially signalling a weaker result for the 2026-27 financial year. 

  

Toyota’s sales figures show the company sold 887,266 units globally in January (up 4.8 per cent YoY), and just 806,182 units in February (down 2.4 per cent YoY). 

  

March results fell by an even greater percentage, the month’s 983,126 sales representing a YoY decline of 5.8 per cent. 

  

US sales of Toyota and Lexus models climbed 7.7 per cent to a record 2.52 million units in the just-ended fiscal year, Canadian sales increased by 6.8 per cent to 248,238 vehicles, while European sales grew 1.5 per cent to 1.18 million units – another record for the Japanese brand. 

  

Global hybrid sales advanced by 0.5 per cent to 4.34 million units – accounting for close to 40 per cent of TMC’s total deliveries – while BEV sales rose 31 per cent to 188,785 units, or just 1.7 per cent of the car-maker’s overall global volume. 

  

That last figure means every region reported in TMC’s most recent fiscal year results filed its best year yet for BEV sales, led by China. 

 

Including plug-in hybrids (152,071 units, down 5.6 per cent), mild hybrids (118,510 units) and fuel cell vehicles (1,275 units), total electrified Toyota and Lexus sales reached 4.8 million units or 45.8 per cent of combined Toyota and Lexus deliveries (and 42.5 per cent of all TMC volume). 

  

TMC prestige brand Lexus sold 870,570 units across the 2025-26 fiscal year, with almost half of that figure (405,261 units) sold into North American markets. 

  

Asia (excluding Japan) was the second strongest market for Lexus, where 236,154 units were sold (down 0.5 per cent on the 2024-25 fiscal year). 

 

While BEV sales in China are growing strongly, overall Toyota and Lexus sales in the country dipped 1.4 per cent to 1.76 million units amid intensifying competition from domestic manufacturers. 

 

India proved a bright spot for TMC in Asia, with sales surging 21.4 per cent to 371,536 units. 

  

The 2025-26 fiscal year numbers continue a mostly steady trajectory for the Japanese brand. 

  

Reviewing the company’s production sales figures from 2018 to now, we note increases of 1.9 and 1.5 per cent in the lead up to the COVID-19 pandemic, the company taking a 1.4 per cent production hit in 2020, followed by a sharper 5.1 per cent hit the following year. 

  

Sales recovered quickly in 2022, up 4.7 per cent, staying positive through 2023 and 2024 (up 1.7 per cent and 5.0 per cent respectively) before falling slightly in 2025 (down 0.7 per cent). 

 

 

2018-26 TMC total sales (including Daihatsu, Hino, and Lexus)*:   

 

*Sales data supplied courtesy of Toyota Motor Corporation

VANS are the only commercial vehicle segment in Australia showing an improving sales trajectory, narrowing combined full-year 2025 losses of 10.8 per cent to just 0.4 per cent across the first quarter of 2026, driven almost entirely by popularity of the Toyota HiAce. 

  

By contrast medium-duty truck sales plunged 35.4 per cent in Q1 to their worst first-quarter result since 2001, heavy-duty trucks dropped 11.1 per cent and light-duty trucks fell 10.2 per cent. 

 

Combined ute sales shed 2468 units for a 4.3 per cent decline, with the dominant 4×4 category swinging from growth of 4.7 per cent in calendar year 2025 to a six per cent loss in Q1 of this year. 

  

Combining all van segments from sub-2.5-tonne GVM light vans through to 8.0-tonne heavy commercials, 8416 vans were delivered in Q1 2026, just 33 fewer than the same period last year. 

 

The 2.5-3.5-tonne GVM class, which accounts for the bulk of the market, improved from a 12 per cent decline across 2025 to a one per cent loss in Q1. 

  

“We’re seeing a clear rebalancing of the market,” a TIC spokesperson said. 

 

“While overall volumes have come back from the highs of recent years, demand for light-duty vans remains comparatively strong, particularly in metropolitan delivery applications.” 

  

Toyota’s sixth-generation HiAce, now in its seventh year of production, accounted for 3336 van sales in Q1, a 15 per cent year-on-year increase that earned a commanding 59.3 per cent share of the 2.5-3.5-tonne segment. 

 

Buyers appear more inclined to put their money down on a known quantity than take a chance on alternatives. 

 

The relative stability of the van segment is thought to reflect operators pivoting towards lower-cost, urban-focused freight solutions, particularly in last-mile delivery where e-commerce volumes continue to support courier and logistics fleets. 

 

Vans offer lower upfront costs, reduced operating complexity and a faster return on investment compared with rigid and articulated trucks. 

  

“In a tighter operating environment, fleets are prioritising efficiency and flexibility,” the TIC spokesperson said. 

 

“Vans provide a compelling solution for urban freight tasks where utilisation and cost control are critical.” 

  

The result is a commercial market where light-duty vehicles are gaining prominence as operators recalibrate fleet strategies. 

 

“The market isn’t collapsing, it’s evolving,” the TIC spokesperson said. 

 

“What we’re seeing is a shift towards right-sized transport solutions, and vans are a major beneficiary of that change.” 

  

Beyond the HiAce, Hyundai’s Staria Load was second in the medium segment at 661 units, down 3.5 per cent on Q1 of 2025 (a facelifted model is imminent), followed by the Ford Transit Custom at 546 (down 27.7 per cent). 

 

LDV’s ageing G10 and G10+ found 325 buyers (down 36.8 per cent) and the same brand’s Deliver 7 and eDeliver 7 were down 4.4 per cent with 263 sold. 

 

The Renault Trafic dropped 24.5 per cent to 154 units, while the Mercedes-Benz Vito and eVito rose 13.9 per cent to 123 and the Volkswagen Transporter climbed 19.4 per cent to 111 units. 

  

Small vans up to 2.5 tonnes GVM – comprising the Renault Kangoo, Peugeot Partner and Volkswagen Caddy in petrol, diesel and battery-electric guises – declined 3.9 per cent across the first quarter. 

 

Large vans between 3.5 and 8.0 tonnes, mostly diesels including the Fiat Ducato, Ford Transit, Iveco Daily, LDV Deliver 9, Mercedes-Benz Sprinter, Peugeot Boxer, Renault Master and Volkswagen Crafter, recorded a 1.6 per cent increase. 

  

Truck Industry Council CEO Tony McMullan attributed the broader commercial vehicle downturn in part to Middle East conflict and its effect on fuel costs. 

 

“There is little doubt that the events in the Middle East over the past six weeks and the ensuing effect of fuel prices in Australia has placed the road freight industry under substantial financial stress,” he said. 

  

“Business confidence in the sector is suffering considerably and understandably the significant increase in operational costs for transport companies may lead many organisations to review their immediate fleet expansion and/or fleet replacement plans.” 

  

Mr McMullan said April sales, but particularly May and June, “will give a better indicator of the, likely, tougher times ahead”. 

  

For the full year of 2025, TIC data showed total heavy vehicle sales of 45,191 – the third-best result on record but still an 11.9 per cent decline representing 6086 fewer units than 2024. 

 

Last year, heavy-duty truck sales fell behind light-duty truck sales for the first time in a decade. 

  

“Despite the challenging economic environment that prevailed across the Australian economy in 2025, it was pleasing to see new truck sales hold up well in 2025, culminating in the third-best sales result for the heavy vehicle sector last year,” Mr McMullan said. 

  

In 2025, van sales held up better than medium and heavy-duty truck sales, which fell 18 and 16.7 per cent respectively, though light-duty trucks proved more resilient with a decline of 5.8 per cent compared with vans at 8.1 per cent. 

   

Battery-electric van sales remain modest but are establishing a foothold across the small and medium segments. 

 

The Geely-backed Farizon Supervan registered 41 units year to date as a new entrant, while the Volkswagen ID. Buzz Cargo managed 26 and the Peugeot E-Expert recorded 25.  

 

Electric variants of the LDV Deliver 7 and Mercedes-Benz Vito are also contributing small volumes, though combined BEV van deliveries across all segments remain well short of triple figures.

America’s electric car market is not very hot right now, with experts estimating that sales in this year’s first quarter dropped by 28%. It wasn’t great last year, either, with a 2% decrease, thanks in no small part to the cancellation of the $7,500 federal tax credit.

Meanwhile, Europe is seeing a huge uptick in electric car sales. Last year, numbers went up by nearly 30%, and the first months of 2026 gave no sign of slowing down. I can’t help but wonder: Could some of the best EVs in Europe make a difference if they were sold stateside?

Canada is preparing to open the floodgates to Chinese-made EVs, which are bound to stir some controversy. But you won’t see any of those in the U.S. Still, European companies have plenty of EVs that I think could do pretty well in America—as long as they are priced right. (I think we can all agree that nobody wants another Volvo EX30 story.)

Photo by: Cupra

Cupra Born

• Price in Europe: from €40,450 ($46,700)
• Range: from 428 km (266 miles) WLTP

Cupra, one of the many brands under the Volkswagen Group’s umbrella, seemed prepared to land in the United States, but that plan has been put on the back burner for now, seeing how the car market there isn’t exactly stable.

If the brand were to come stateside, the Born four-door electric hatchback would take on rivals such as the Nissan Leaf and Chevrolet Bolt EV. Cupra’s compact offering is based on the same underpinnings as the Volkswagen ID.3, which was once hailed as the electric alternative to the iconic Golf.

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The difference between the ID.3 and Born is that the latter is much more fun to drive, thanks to a revised chassis setup and its rear-wheel drive powertrain. You might have to explain to your friends what car you’re driving more than once, but if you don’t want a boring commuter car, this would be great.

The base trim gets 204 horsepower, while the sporty spec goes up to 326 hp.

Photo by: Fiat

Fiat Grande Panda

• Price in Europe: from €24,990 ($28,900)
• Range: from 320 km (199  miles) WLTP

Fiat’s U.S. portfolio only includes the electric 500e, which is quite the fashionable urban runabout. But it’s expensive and cramped inside. The new Grande Panda EV would right both of these wrongs, with a bigger—albeit more stripped down—cabin and a lower price tag.

Mind you, this is still a small car, but at least it has four doors. Plus, it’s one of the most unpretentious EVs out there, with a no-nonsense attitude. It even has a built-in Level 2 charging cable tucked in the nose. Plus it has chunky styling that gives it a better presence than city cars that failed to take off in the U.S. 

Photo by: Andrei Nedelea

Renault 5

• Price in Europe: from €28,000 ($32,350)
• Range: from 312 km (194  miles) WLTP

Remember the Le Car? Probably not, but I’m here to help. It was Renault’s attempt at selling the original Renault 5 in the United States. Suffice to say, it didn’t go well, but the good news is that there’s a brand-new Renault 5 in Europe.

It’s only available as an electric car, and it’s a fantastic one at that. It looks great, it drives nicely, and it doesn’t break the bank. Plus, you can get a baguette holder as an official accessory. Again, small hatchbacks haven’t exactly been popular in the U.S. historically. But come on, look at this thing. 

Volkswagen ID.7

• Price in Europe: from €54,505 ($62,900)
• Range: from 599 km (372 miles) WLTP

The Volkswagen ID.7 is the only car on this list that had a real chance of being sold stateside before the German automaker changed its mind and pulled the plug, citing “the ongoing challenging EV climate.”

Positioned as the all-electric alternative to the Passat sedan, the ID.7 is a very smooth road-tripping machine, as our former editor-in-chief found out after driving the battery-powered sedan on Germany’s Autobahn. And now that the Tesla Model S is out of the picture, the ID.7 would make for a great alternative. There’s also a wagon version, which I have personally shortlisted for my next car purchase.

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NISSAN sales are down 44.7 per cent on this time last year, reflecting a continuing downward trend for the once-strong Japanese importer. 

 

The brand has lost 1.5 market share points across the same period – down to just 2.1 per cent – a far cry from its solid standing of 5.7 per cent a decade ago. 

 

No longer a top 10 seller, and with recent cuts to its local portfolio, Nissan appears to be struggling to maintain consumer interest. To the end of February, Nissan sold just 3646 units, placing it 14th on the local charts. 

 

Nissan sold just 10 examples of its Z sportscar during the first two months of this year (down 73.7 per cent), 68 copies of its now defunct Juke compact SUV (down 57 per cent), 233 examples of its Qashqai small SUV (down 78 per cent), and 1323 examples of its X-Trail medium SUV (down 49.4 per cent). 

 

Although the latter two have recently received updates that could prompt more demand, the recently introduced Ariya battery electric SUV found just 18 buyers in the same timeframe. 

 

The now-axed Pathfinder large SUV achieved 41 sales (up 46.4 per cent on the same time last year), and the aged Patrol upper large SUV 905 units, down 20.8 per cent. 

 

On the light commercial vehicle front, Nissan sold 102 examples of its two-wheel drive Navara (up 50 per cent year-on-year) and 946 examples of the four-wheel drive variant (down 35 per cent). This figure is of course expected to improve with the recent arrival of the fifth-generation D27 series that is based on the Mitsubishi Triton. 

 

Nissan Australia rejected the suggestion that two months of data painted an accurate picture of the brand’s trajectory, particularly during what it described as a period of deliberate model changeovers and new product introductions. 

 

Nissan Oceania head of communications Coughlan said the company’s focus was on “sustainable, long-term growth” rather than chasing short-term volume. 

 

“We have taken proactive steps to run out models such as Juke and Pathfinder as part of this transition, while repositioning toward future growth segments, particularly hybrid,” Mr Coughlan said. 

 

He pointed to expanded hybrid availability as central to the strategy, including a new X-Trail E-Power 4×2 variant arriving later this year. Mr Coughlan also indicated Nissan was close to announcing another model for the Australian market. 

 

“While increased competition continues to impact market share across the industry, our focus remains on sustainable growth, dealer profitability, and long-term customer value,” he said. 

 

When comparing recent sales figures with long-term statistics, however, it is evident that Nissan faces a significant challenge to arrest the decline regardless of whether the trajectory is measured over two months or two years. 

 

Despite delivering a generous 10-year warranty to market in February last year – a move Mr Coughlan cited as evidence of the brand’s commitment to improved customer value – Nissan has contended with long waits for the Y63 Patrol and D27 Navara, and relatively expensive E-Power hybrid technology. 

 

It has to date introduced just two of the 30 new models it promised to have in showrooms before 2030, to say nothing of the uncertainty that surrounds Nissan Motor Company globally. 

 

Globally, Nissan sold 3.2 million vehicles last year, a decrease of 4.4 per cent on the year prior. 

 

As recently as this month, Nissan Motor Company CEO Ivan Espinosa admitted the company was struggling to remain relevant in a fast-moving market. The company expects to record a ¥650 billion ($A5.8 billion) net loss at the end of the 2025–26 Asian financial year and has dropped out of the global top 10 best-sellers list for the first time in 16 years. 

 

It even sold its global headquarters in Yokohama, only to lease the premises back from Mizuho Trust & Banking Co. 

 

In May last year, the brand launched its Re:Nissan recovery plan, designed to achieve cost savings of ¥500 billion ($A4.5 billion) by closing seven of its 17 factories and cutting 20,000 jobs. The plan also outlined Nissan’s intention to reduce the number of platforms within its line-up from 13 to seven by 2035, reduce part complexity by 70 per cent, and realign its product and market strategy. 

 

Nissan said it aims to cut new-vehicle development time significantly, reducing the time from concept to production from 37 to 30 months. 

 

It also plans to draw on what it has learned from Chinese partner Dongfeng – with which it developed its N6 plug-in hybrid and N7 battery electric sedans, Frontier Pro PHEV ute, and NX8 SUV – for its global operations. 

 

The brand is also expanding its electric portfolio, having unveiled the electrified Micra and next-generation Leaf last year while also launching the Ariya electric SUV in Australia. An electrified Nissan Juke and a BEV city car – expected to be called the Wave – are also expected soon. 

 

Nissan has said the Leaf is unlikely to reach these shores and the petrol-powered Juke has exited stage left. Whether the E-Power strategy and promised wave of new models is sufficient to arrest the brand’s fall – locally and elsewhere – remains to be seen. 

 

2016-26 Nissan sales in Australia*: 

 

 

*Sales data supplied courtesy of VFACTS. 

^Forecast sales based on YTD monthly volume

ELECTRIED driveline options now account for a considerable share of Australia’s most popular vehicle segment, the sub-$65,000 medium SUV category, with 27 entrants available in a field of 36 models – or 75 per cent of the overall segment.

 

BYD offers four entrants alone in the medium SUV under $65K category with its Atto 3 battery electric model, Sealion 5 and Sealion 6 plug-in hybrids and Sealion 7 BEV.

 

Chinese compatriot Chery offers its Tiggo 7 entrant in both petrol and PHEV format, the burgeoning brand joining others that include the Deepal S07 BEV, GAC Aion V BEV, Geely Starray PHEV, Geely EX5 BEV, GWM’s Haval H6 (petrol, hybrid and PHEV) format and Haval H7 hybrid, Jaecoo J7 (petrol or PHEV), Leapmotor C10 as a range-extender hybrid or BEV, MG its HS as a petrol, hybrid or PHEV, and the Zeekr 7X BEV.

 

Honda offers the ZR-V and CR-V in both petrol and hybrid format, while Hyundai offers the Elexio BEV and Tucson in petrol and hybrid form. KGM (formerly SsangYong) offers electrified versions of both its Torres and Actyon, while Kia sells diesel, petrol, and petrol-electric versions of its popular Sportage.

 

Mitsubishi – one of the first in the segment to offer plug-in hybrid power – offers petrol and PHEV versions of its strong-selling Outlander, while Nissan offers both petrol and hybrid versions of its evergreen X-Trail.

 

A smattering of European entrants provides a mix of petrol and electrified drivelines, including the Renault Scenic E-Tech BEV and Skoda Elroq BEV, while Japanese stalwarts Subaru and Toyota round out the current portfolio with hybrid versions of the Forester and RAV4 respectively (noting the RAV4 is now also available with plug-in hybrid power).

 

The statistics reveal that only two diesel powered models remain within the medium SUV under $65K segment – the KGM Korando and Kia Sportage – and just seven as a petrol-only proposition – being the Mahindra XUV700, Mazda CX-5, Peugeot 3008 and 408, Renault Koleos, Skoda Karoq, and Volkswagen Tiguan (although a Tiguan PHEV is imminent).

 

While GoAuto does not have access to a full breakdown of sales by fuel type for the segment, internal estimates show that just over half (50.6 per cent) of the category’s registrations now include some form of electrification, indicating that Australian buyers are moving to embrace new technologies in a bid to save on fuel costs and reduce their transportation emissions footprint.

 

2026 Medium SUV segment under $65K by fuel type*:

 

	BEV	Diesel	HEV	Petrol	PHEV
BYD Atto 3	Y	–	–	–	–
BYD Sealion 5	–	–	–	–	Y
BYD Sealion 6	–	–	–	–	Y
BYD Sealion 7	Y	–	–	–	–
Chery Tiggo 7	–	–	–	Y	Y
Deepal S07	Y	–	–	–	–
GAC Aion V	Y	–	–	–	–
Geely Starray EM-I	–	–	–	–	Y
Geely EX5	Y	–	–	–	–
GWM Haval H6	–	–	Y	Y	Y
GWM Haval H7	–	–	Y	–	–
Honda CR-V	–	–	Y	Y	–
Honda ZR-V	–	–	Y	Y	–
Hyundai Elexio	Y	–	–	–	–
Hyundai Tucson	–	–	Y	Y	–
Jaecoo J7	–	–	–	Y	Y
KGM Actyon	–	–	Y	Y	–
KGM Korando	–	Y	–	Y	–
KGM Torres	Y	–	Y	Y	–
Kia Sportage	–	Y	Y	Y	–
Leapmotor C10	Y	–	Y	–	–
Mahindra XUV700	–	–	–	Y	–
Mazda CX-5	–	–	–	Y	–
MG HS	–	–	Y	Y	Y
Mitsubishi Outlander	–	–	–	Y	Y
Nissan X-Trail	–	–	Y	Y	–
Peugeot 3008	–	–	–	Y	–
Peugeot 408	–	–	–	Y	–
Renault Koleos	–	–	–	Y	–
Renault Scenic E-Tech	Y	–	–	–	–
Skoda Elroq	Y	–	–	–	–
Skoda Karoq	–	–	–	Y	–
Subaru Forester	–	–	Y	Y	–
Toyota RAV4	–	–	Y	–	Y
Volkswagen Tiguan	–	–	–	Y	–
Zeekr 7X	Y	–	–	–	–
TOTAL	11	2	13	21	9

 

*Motive fuel type data supplied courtesy of R.J.Pound and VFACTS.

Lucid Motors has been making expensive, high-end electric cars like the Air sedan or the Gravity SUV, but now, the company wants to build EVs that more people can afford. During a meeting with investors, Lucid shared plans for a new midsize platform, which will help them build EVs that cost less than $50,000. For a brand that usually sells cars for over $100,000, this is a big change.

The company announced the names of its next two vehicles: the Lucid Cosmos and the Lucid Earth. These models are smaller than the current Air and the Gravity. Lucid also mentioned a third vehicle is coming later, but they haven’t picked a name for it yet. This mystery model looks like it will be a very large vehicle, almost like a van.

Lucid revealed its future models during Investor Day

To make these new electric cars cheaper, Lucid is changing how it builds them. The engineers found ways to use fewer parts and simpler manufacturing. One of the biggest updates is a new motor called “Atlas.” This motor is smaller and lighter than the ones used by the company now. It also uses 30% fewer parts, and because it is easier to make, it costs Lucid much less money to build each car.

Battery packs are usually the most expensive part of any EV, and Lucid plans to save money here, too. The company is known for making very efficient cars that go a long way on a single charge. Because the technology is so good, Lucid can use smaller, lighter batteries. These smaller batteries can still reach the same driving range as competitors who use much bigger, heavier ones. This trick helps lower the price of each car by thousands of dollars.

Entirely new platform will help Lucid produce cheaper EVs

The Lucid Cosmos is designed for people who love speed. Lucid says it will be a high-performance vehicle that will go from 0 to 60 mph in 3.5 seconds or less. On a chart showing different types of cars, Lucid placed the Cosmos in the “sporty and advanced” corner.

The Lucid Earth focuses more on being helpful and functional. While it uses the same advanced technology as the Cosmos, it is designed for daily tasks and adventures. Lucid thinks both the Earth and the Cosmos will appeal to people who like to explore. The third, unnamed model will be the most practical of the bunch, focusing entirely on space and utility rather than speed.

New ”Atlas” motor is simpler but as powerful and efficient as older units

Lucid is also working on a program for robotaxis. To make more money, Lucid will offer monthly subscriptions for self-driving features. The company is also finally adding Apple CarPlay and Android Auto to its fleet, making it easier for drivers to connect their phones to the car’s dashboard.

By selling more affordable electric cars, Lucid hopes to grow its business. Building luxury cars is great, but selling more vehicles helps a company stay healthy. If this plan works, we will see many different types of Lucid vehicles on the road soon.

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