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News

Volkswagen Could Phase Out Seat by 2029 as Cupra Takes Center Stage

Volkswagen Group is reportedly considering the end of the Seat brand by 2029, marking a dramatic potential turning point for one of Spain’s best-known car manufacturers. The proposed strategy would see Volkswagen concentrate its investment and development resources on Cupra, the performance-focused marque that began life as Seat’s sporting sub-brand before becoming an independent automaker in 2018.

According to German media reports, the proposal has already been approved by the Volkswagen Group management board and is expected to be presented to the company’s supervisory board on Friday, September 4, 2026. Volkswagen has not officially confirmed the reported plan, emphasizing that internal proposals must pass through the appropriate corporate bodies before any decisions can be announced.

If approved, the move would effectively bring an end to Seat as a standalone automotive brand before the end of the decade, while Cupra would become the Volkswagen Group’s primary Spanish marque.

Volkswagen Group Could Focus Its Spanish Operations on Cupra

The reported plan is part of a much broader Volkswagen Group restructuring programme designed to reduce costs, simplify operations and improve efficiency across the company’s extensive brand portfolio.

Volkswagen Group owns a large collection of automotive brands, and the company has increasingly focused on eliminating duplication and finding technological and financial synergies between its operations. Maintaining both Seat and Cupra has become increasingly difficult to justify as the younger Cupra brand continues to grow at a significantly faster rate.

Seat Cupra UK did not deny the reports when approached for comment, instead pointing to the wider transformation taking place throughout the automotive industry.

The company said the Volkswagen Group is working on a transformation plan intended to make its operations “more efficient and leaner” while capturing technological synergies more consistently.

Seat Cupra UK also stressed that no final decision had been made regarding Seat S.A. and that any strategic changes would be communicated at the appropriate time.

That cautious wording leaves the future of Seat uncertain, but the sales figures explain why Volkswagen is reportedly considering such a radical move.

Cupra Is Already Outselling Seat

The most compelling argument for Volkswagen to prioritize Cupra is the dramatic shift in sales between the two brands.

During the first six months of 2026, Cupra delivered a record 170,100 vehicles worldwide. Seat, meanwhile, delivered 129,600 cars during the same period.

Combined, the two brands sold 299,700 vehicles between January and June, with Cupra accounting for almost 57 percent of their total deliveries.

The trend is even more striking when viewed over the full year.

In 2025, Cupra sales increased 32.5 percent to a record 328,800 vehicles, while Seat deliveries dropped 17 percent to 257,400. Cupra therefore outsold Seat by more than 71,000 vehicles despite being less than a decade old as an independent brand.

Cupra has now passed the one-million-vehicle sales milestone globally.

Those numbers represent a remarkable transformation for a marque that originally existed simply as a performance badge attached to Seat models.

From Seat Performance Badge to Global Brand

Cupra was formally launched as an independent brand in February 2018.

Before that, “Cupra” was primarily associated with high-performance versions of Seat models, particularly the Ibiza and Leon. Volkswagen Group gradually recognized that the Cupra name could potentially support a more profitable and emotionally positioned brand.

The strategy has proved successful.

Cupra initially relied heavily on Seat-derived products and shared dealerships, but Volkswagen has steadily developed a distinct identity for the marque. Cupra now has its own design language, marketing strategy, customer base and increasingly independent product range.

The brand has also moved beyond simply producing faster versions of Seat vehicles.

Models such as the Cupra Formentor helped establish the brand as a standalone proposition, while its expanding electrified lineup has positioned Cupra for a market increasingly shaped by battery-electric vehicles and electrification.

The transformation has effectively turned Cupra from Seat’s sporting division into one of Volkswagen Group’s most important growth opportunities.

That creates an obvious strategic question for Volkswagen: why continue investing heavily in two brands competing for similar customers when one of them is growing substantially faster?

Why Volkswagen Could End the Seat Brand

The potential decision is less about Seat being unsuccessful in absolute terms and more about the changing economics of the automotive industry.

Running a separate automotive brand requires significant investment in vehicle development, advertising, dealer networks, corporate operations and product planning.

When two brands occupy similar price ranges and target overlapping customers, Volkswagen Group can potentially save substantial money by concentrating resources on one of them.

Cupra also offers a positioning that Volkswagen appears to consider more attractive for future growth.

Its sporty image, distinctive styling and relatively premium positioning allow the company to target customers who may be willing to spend more than traditional Seat buyers.

Seat, by comparison, has historically competed in the highly competitive mainstream European market, where manufacturers face considerable pressure from established brands as well as rapidly expanding Chinese automakers.

The shift toward electric vehicles adds another layer of complexity.

Developing competitive EV platforms, batteries, software and charging technology requires enormous investment. Volkswagen Group is therefore under pressure to ensure that each brand within its portfolio has a clear strategic purpose.

A streamlined Spanish operation centered on Cupra could allow Volkswagen to reduce duplication while directing more money toward technology, electrification and new products.

Oliver Blume Faces Volkswagen Group’s Biggest Restructuring in Decades

The potential end of Seat comes as Volkswagen Group CEO Oliver Blume oversees one of the most significant restructuring efforts in the company’s modern history.

Volkswagen is facing pressure from several directions, including rising development costs, the transition to electric vehicles, intensifying competition from China and the need to improve profitability.

The company has therefore been examining how its many brands can operate more efficiently while maintaining distinctive identities.

Internal documents reportedly cited by Germany’s Bild newspaper suggest that maintaining Seat in its current form would require additional resources, while Volkswagen’s strategic development within the brand group would instead be focused on Cupra.

For Seat, that could represent the final stage of a transformation that has been underway for years.

Seat Has a Long History as Spain’s National Car Maker

If Seat eventually disappears, Volkswagen would not simply be eliminating another brand from its portfolio. It would be ending a company with more than seven decades of history.

Seat was founded in 1950 and became deeply associated with Spain’s automotive industry. For generations of Spanish drivers, the company represented the country’s own contribution to mass-market automobile manufacturing.

The company’s history also includes a long relationship with Fiat before Seat eventually moved toward independence and developed its own identity.

One of the most important cars in that transformation was the original Seat Ibiza.

Launched in 1984, the first-generation Ibiza was designed with help from some of the biggest names in the automotive industry. Giorgetto Giugiaro worked on its exterior design, Karmann was involved with the interior, while Porsche contributed to the development of its powertrain.

More than 1.3 million first-generation Ibizas were produced.

Volkswagen acquired a 75 percent controlling stake in Seat in 1986, shortly after the company entered the British market, and gradually integrated Seat into Volkswagen Group’s manufacturing and engineering operations.

Seat’s Four Decades in the UK Could Be Coming to an End

The potential demise of Seat would also close a chapter in the British automotive market that began more than 40 years ago.

Seat officially entered the UK in 1985, initially offering just two models: the Ibiza hatchback and Malaga saloon.

Its first year was modest, with only 405 vehicles sold in Britain.

Over the following decades, however, Seat transformed from a relatively inexpensive Spanish import into a mainstream competitor to Volkswagen, Ford, Vauxhall, Renault and Peugeot.

The brand reached its UK sales peak in 2019, when it sold approximately 68,800 vehicles and achieved around a 3 percent share of the British car market.

The Ibiza became the foundation of the British lineup and eventually developed into one of Seat’s most recognizable products.

Across five generations, the Ibiza has surpassed six million global sales.

The Leon also became an important part of Seat’s success, combining mainstream practicality with a sportier character that ultimately helped establish the philosophy behind Cupra.

Cupra’s Rise Is Even More Obvious in the UK

British sales figures demonstrate perhaps better than anywhere else how dramatically the relationship between Seat and Cupra has changed.

Seat sales in the UK fell 37.4 percent to approximately 23,000 vehicles in 2025.

Cupra went in the opposite direction, with sales increasing 35.7 percent to around 41,200 vehicles.

That means Cupra sold almost 80 percent more vehicles than Seat in the UK during the same year.

The figures illustrate Volkswagen Group’s strategic dilemma.

Seat remains a recognizable brand with a huge history and loyal customer base, but Cupra is attracting customers at a considerably faster rate.

For Volkswagen, continuing to support both brands could therefore become increasingly difficult to justify financially.

What Would Happen to Seat Cars?

At this stage, there is no confirmed plan detailing exactly what would happen to existing Seat models if Volkswagen Group approves the reported strategy.

The most likely outcome would not necessarily be an immediate disappearance of the cars themselves.

Instead, Volkswagen could gradually reduce Seat-specific investment while allowing existing products to reach the end of their normal production cycles. Some technology, platforms and production facilities could potentially be redirected toward Cupra and other Volkswagen Group brands.

The future of familiar names such as the Ibiza and Leon would therefore depend on Volkswagen’s eventual product strategy.

Cupra could theoretically inherit elements of Seat’s product portfolio, although that would depend on Volkswagen’s positioning of the two brands and the economics of future vehicle programmes.

For now, those details remain unknown.

The End of Seat Would Be a Major Automotive Industry Moment

The possible end of Seat highlights just how dramatically the global automotive industry is changing.

Automakers are increasingly being forced to decide which brands deserve billions of euros in investment and which operations can be consolidated.

The transition to electric vehicles has accelerated that process, with manufacturers having to invest heavily in batteries, software, autonomous-driving technology, manufacturing facilities and new vehicle architectures.

At the same time, established European manufacturers are facing increasingly serious competition from Chinese companies offering aggressively priced electric vehicles.

Against that background, maintaining two closely related Spanish brands may no longer make financial sense for Volkswagen Group.

Cupra has effectively answered the question of whether the Seat brand can create a new growth story: the answer, at least in terms of sales momentum, appears to be that Cupra has already done so.

Seat’s Legacy Could Live On Through Cupra

Ironically, the potential end of Seat may represent the ultimate success of the company’s own sporting heritage.

Cupra was created from Seat’s performance DNA. The Leon Cupra and Ibiza Cupra established the name among enthusiasts, providing the foundation for a standalone brand that would eventually become more successful than its parent.

Today, Cupra is no longer simply a Seat with a more powerful engine.

It has become a distinct automotive brand with its own identity, products and ambitions.

If Volkswagen Group ultimately decides to phase out Seat by 2029, Cupra will inherit much more than production capacity and customers. It will inherit the legacy of a company that has represented Spanish automotive manufacturing for more than 75 years.

For Seat, that could make the end of the brand less a story of failure and more a story of transformation.

The company created the foundation. Cupra became the growth story.

Now Volkswagen Group appears to be considering whether it is time to close the original chapter and invest entirely in the successor.

Source: Volkswagen; Photo: EPA-EFE

News

UK Enters the Robotaxi Era as Wayve Launches Self-Driving Ubers

The future of urban transportation has officially arrived in the UK. Uber users across London can now order a self-driving taxi, marking the country’s first commercial autonomous ride-hailing service.

The new service is the result of a partnership between ride-hailing giant Uber and British autonomous driving technology company Wayve. For the initial rollout, passengers may be matched with a driverless Ford Mustang Mach-E equipped with Wayve’s latest-generation AI Driver technology.

Although a trained human safety driver will initially occupy the front seat and supervise every journey, the launch represents a significant step toward fully autonomous taxis operating on London’s busy streets.

Wayve’s self-driving Ford Mustang Mach-E is now available through Uber

Unlike traditional taxis, Wayve’s autonomous Ford Mustang Mach-E does not rely on a conventional driver to control the vehicle. Instead, the car uses Wayve’s artificial intelligence-based autonomous driving system to interpret its surroundings, make decisions and navigate London’s roads.

Uber users ordering a ride anywhere across the capital can potentially be matched with one of Wayve’s autonomous vehicles. There is currently one important exception: the service does not operate from London’s airports.

The rollout follows Transport for London’s decision last month to grant Wayve’s vehicles a private hire licence, clearing the way for the company’s autonomous cars to begin carrying passengers commercially.

For Wayve, the launch is the culmination of extensive testing on London’s roads. The company has spent roughly a year testing its latest autonomous driving technology in real-world traffic conditions.

What makes Wayve’s AV 2.0 technology different?

Wayve calls its latest autonomous driving system “AV 2.0,” and the technology takes a different approach from many earlier self-driving systems.

Traditional autonomous vehicles have often relied heavily on detailed maps, predefined rules and extensive sensor hardware. Wayve’s system instead places artificial intelligence at the center of the driving process.

The AI Driver has been trained using data gathered from real-world driving and is designed to make decisions when it encounters situations it has not explicitly been programmed to handle.

That distinction could prove particularly important in a city like London.

The capital has an extraordinarily complex road environment, with narrow streets, cyclists, pedestrians, buses, motorcycles, delivery vehicles, temporary road closures and constantly changing traffic patterns. A self-driving system capable of responding to unfamiliar situations could have a major advantage over technology that depends heavily on predetermined instructions.

Wayve also claims that its AI-first approach can reduce the amount of expensive hardware required by autonomous vehicles.

Wayve aims to eliminate the need for heavily geofenced robotaxis

One of the most significant aspects of Wayve’s technology is its potential ability to operate outside tightly controlled geographical boundaries.

Many autonomous taxi services initially operate within relatively small geofenced areas where the vehicles have been extensively tested and mapped.

Wayve’s approach is designed to be more flexible.

Because the AI Driver can apply knowledge learned from years of real-world driving to new situations, the company believes its vehicles can potentially operate in unfamiliar environments without requiring every road to be extensively pre-programmed.

That technology is a key reason why Wayve can launch its Uber service across London rather than limiting the first deployment to a small section of the city.

The implications extend well beyond London. If the technology proves reliable at scale, autonomous vehicles could potentially be introduced into new cities more quickly and with less dependence on highly detailed geographic preparation.

What happens when you order a self-driving Uber?

For passengers, ordering a Wayve autonomous taxi is intended to be relatively straightforward.

The journey begins in the Uber app, just like a conventional ride. If a passenger is matched with an autonomous Ford Mustang Mach-E, the app provides the necessary instructions for accessing the vehicle.

Passengers can unlock the doors and begin the trip through the Uber application before taking their seats.

Inside the vehicle, a touchscreen allows passengers to monitor the journey and see information about the vehicle’s progress.

Despite the car being capable of driving itself, passengers will initially have a trained and TfL-certified safety driver sitting in the front.

The safety driver is there to supervise the autonomous system and intervene if necessary.

That human presence is temporary, however. Wayve has not yet confirmed exactly when its London vehicles will begin operating without a person in the driver’s seat.

Only 15 autonomous Mustang Mach-Es are operating in London

For now, passengers should not expect to see a Wayve self-driving taxi every time they open the Uber app.

Only around 15 autonomous Ford Mustang Mach-E vehicles are currently operating in London. Considering that Uber has approximately 100,000 vehicles operating in the capital, the odds of being randomly assigned one remain relatively low.

However, the small initial fleet is not intended to remain that way.

Wayve plans to expand its autonomous vehicle operation as it works toward its larger ambition of becoming a major global provider of autonomous mobility.

The London launch is therefore less about the number of vehicles on the road today and more about proving that autonomous ride-hailing can work in one of the world’s most complicated urban driving environments.

London is just the beginning for Wayve and Uber

The UK capital is the first of 12 cities included in Wayve and Uber’s planned global autonomous ride-hailing expansion.

The companies are expected to begin offering autonomous rides in Tokyo later this year, where modified Nissan Leaf electric vehicles will be used.

Uber has much broader ambitions of its own.

The company has said it wants to become the world’s largest facilitator of autonomous vehicle trips by 2029. It also plans to offer autonomous rides in 15 cities by the end of this year.

Importantly, Uber does not describe this future as one in which human drivers simply disappear.

Instead, the company envisions a “hybrid network” in which autonomous vehicles operate alongside conventional cars driven by people.

That could ultimately create a transportation system where passengers are matched with either a human-driven vehicle or an autonomous vehicle depending on availability, location, price and other factors.

For Uber, such a model could allow autonomous vehicles to supplement rather than completely replace its existing driver network.

Uber is expanding its autonomous vehicle partnerships

Wayve is not Uber’s only autonomous-driving partner.

The company has also partnered with Verne, the autonomous mobility subsidiary associated with Rimac, as well as Chinese robotaxi company Pony.ai.

Those partnerships form part of Uber’s broader strategy to build an autonomous mobility ecosystem rather than developing a single proprietary self-driving vehicle.

The approach could allow Uber to work with multiple autonomous vehicle manufacturers and technology companies in different markets.

Europe is already becoming an important testing ground for that strategy. Uber, Verne and Pony.ai recently announced plans to offer autonomous ride-hailing in Zagreb, Croatia.

Waymo is also preparing to launch self-driving taxis in London

Wayve and Uber may have reached the UK market first, but they are not alone in the race to bring autonomous taxis to London.

Google’s autonomous driving company Waymo has also been testing self-driving Jaguar I-Pace vehicles on London’s streets.

Waymo has been conducting testing in the capital for several months and is targeting a September launch for its own autonomous ride-hailing service.

However, the company’s London testing has already demonstrated one of the major challenges facing autonomous vehicles in real-world cities: not every problem can be solved in a laboratory.

Waymo was recently forced to adjust its routes after residents on a street in east London complained about vehicles repeatedly becoming stuck, reversing and sounding a loud warning siren during nighttime testing.

The incident highlights the unpredictable nature of deploying autonomous vehicles in densely populated urban environments.

A self-driving car may be able to navigate a complicated junction perfectly, yet still encounter unexpected challenges caused by road layouts, parked vehicles, pedestrians, construction or even the reaction of local residents.

Are self-driving taxis finally becoming mainstream?

The arrival of Wayve’s autonomous Ford Mustang Mach-E vehicles on Uber is an important moment for the automotive industry.

Self-driving technology has been tested for years, but commercial deployment remains one of the biggest challenges facing autonomous vehicle developers.

London presents a particularly demanding test.

Unlike purpose-built autonomous vehicle testing environments, the capital combines historic roads with modern traffic systems, unpredictable pedestrian behavior, cyclists, buses, construction zones and extremely dense urban traffic.

Successfully operating autonomous taxis in that environment could therefore provide valuable evidence about whether AI-based driving systems are ready to move beyond controlled demonstrations and into everyday transportation.

The biggest question is no longer whether autonomous vehicles can drive themselves under the right conditions. The more important question is whether they can reliably handle the enormous variety of situations encountered on ordinary city streets.

Wayve believes its AI Driver technology can do exactly that.

The future of London transportation is taking shape

For passengers, the first Wayve-powered Uber rides may feel like a novelty. For the automotive and transportation industries, however, the launch is considerably more significant.

The Ford Mustang Mach-E autonomous taxis now operating in London represent the beginning of a potentially much larger transition from human-controlled transportation toward AI-assisted and eventually fully autonomous mobility.

The technology still faces regulatory, technical and public-acceptance challenges. The presence of a safety driver during the initial phase demonstrates that fully driverless operation has not yet arrived in London.

But the direction of travel is clear.

Wayve and Uber have put autonomous ride-hailing into commercial service on one of Europe’s busiest and most challenging road networks. With more vehicles, additional cities and new autonomous-driving partnerships planned, the London launch could prove to be the first chapter in a much bigger transformation of how people move around cities.

For now, the next time a London Uber passenger sees a Ford Mustang Mach-E approaching, there is a chance there may be no one actually driving it.

Source: Autocar

News

Canada Opens Door to More Chinese EVs With 33,397 Import Slots Available

Canada has entered the second phase of its new import framework for Chinese-made electric and hybrid vehicles, creating a larger opportunity for automakers to bring vehicles into the country at a sharply reduced tariff rate.

The development follows a January agreement between Canada and China establishing a “new strategic partnership” that permits up to 49,000 Chinese electric vehicles to enter Canada at a most-favored-nation tariff rate of 6.1%. The first allocation period ended on August 31, but thousands of unused import slots have now been carried forward.

That means the second period began September 1 with capacity for as many as 33,397 Chinese-made hybrid and electric vehicles.

Canada’s Chinese EV Import Quota Leaves Thousands of Vehicles Unused

Under the original arrangement, 24,500 Chinese hybrid and electric vehicles could be imported during the first period, which ran from March 1 through August 31.

However, Canadian importers used only 15,603 of those available slots.

According to Global Affairs Canada, that left 8,897 vehicles below the initial allocation. Rather than disappearing, those unused volumes are now available during the second period.

The government has therefore increased the effective second-period capacity from the standard 24,500 vehicles to 33,397.

For automakers, the unused quota could prove particularly valuable as manufacturers prepare to expand their presence in Canada’s rapidly evolving electrified-vehicle market.

Tesla Is Reportedly the Biggest Early Beneficiary

Although Global Affairs Canada has not provided a manufacturer-by-manufacturer breakdown of the imported vehicles, Tesla is reportedly the biggest beneficiary of the new tariff arrangement so far.

The automaker imports the Chinese-built Model 3 Premium into Canada, with the model starting at approximately $39,490 CAD, or about $28,532 USD.

The arrangement gives Tesla an important advantage because vehicles manufactured in China can enter Canada under the lower 6.1% most-favored-nation tariff rather than facing the much higher tariff structure that had previously made Chinese-built EV imports considerably more difficult.

Tesla isn’t alone, however.

According to Automotive News, Lincoln, Lotus and Polestar have also benefited from the new import framework.

Lincoln, for example, began importing its China-built Nautilus Hybrid in August. The model is believed to account for a significant portion of the 259 hybrid vehicles attributed to the brand during the period.

Chinese Automakers Are Preparing to Enter Canada

The most interesting part of the story may be what comes next.

While established global brands have so far dominated Canada’s Chinese-made vehicle imports, traditional Chinese automakers are preparing to enter the market directly.

BYD, Chery and Geely are reportedly in the process of certifying vehicles for the Canadian market. Some of their models have also been spotted undergoing testing in Canada.

If certification and regulatory requirements proceed as expected, some Chinese-branded vehicles could reach Canadian consumers as early as next year.

That would mark a significant change in Canada’s automotive landscape.

Chinese automakers have expanded rapidly across Europe, Southeast Asia, Latin America and other international markets, with companies such as BYD and Geely increasingly challenging established automakers in electric vehicles, hybrids and plug-in hybrids.

Canada could become another important market for that expansion.

First-Come, First-Served EV Quota Creates a New Race

The structure of Canada’s quota system could create an unusual competitive dynamic between automakers.

The available volumes are reportedly allocated on a “first-come, first-served basis.” That gives manufacturers a strong incentive to move quickly and bring as many eligible vehicles into Canada as possible before the available allocation is consumed.

In practical terms, automakers that are ready to ship compliant vehicles could potentially secure a larger share of the reduced-tariff capacity than competitors that are still completing certification or preparing their distribution networks.

That could become particularly important if BYD, Chery and Geely enter the market simultaneously with established companies already importing Chinese-built vehicles.

At the same time, the Canadian government is expected to monitor the process to ensure what it describes as “equitable access” to the lower tariff rates.

Why the Chinese EV Quota Matters for Canadian Car Buyers

The arrival of more Chinese-built vehicles could have a meaningful effect on the Canadian automotive market.

Greater competition could give consumers access to a wider selection of electric and hybrid vehicles while potentially putting pressure on pricing. Chinese manufacturers have developed a reputation for offering competitive specifications and aggressive pricing, particularly in the EV segment.

However, simply having access to the Canadian market does not guarantee immediate success.

Automakers entering Canada must contend with local safety and certification requirements, charging infrastructure, dealership and service networks, consumer familiarity, winter-weather performance and brand perception.

Those factors could be particularly important in Canada, where cold-weather driving can have a substantial impact on EV range and charging performance.

Canada’s EV Market Could Look Very Different Next Year

The first six months of the new import arrangement provide an early indication of how manufacturers are using Canada’s Chinese-vehicle quota, but the arrival of Chinese brands could dramatically change the picture.

Tesla and other established automakers have already demonstrated that Chinese production can be used to supply Canadian consumers. The next stage will be more significant because it could introduce Chinese brands directly to Canadian buyers.

With 33,397 vehicles potentially eligible for the second period, automakers now have considerably more room to increase imports.

The bigger question is how quickly those slots will be consumed.

If BYD, Chery and Geely successfully complete Canadian certification and begin deliveries next year, competition for the available quota could intensify considerably. Established manufacturers already using Chinese production could suddenly find themselves competing with Chinese companies that are eager to establish a foothold in Canada.

For Canadian consumers, that competition could ultimately mean more choice—and potentially more pressure on automakers to deliver better EVs and hybrids at more competitive prices.

What Happens Next?

Canada’s Chinese EV import policy is entering a potentially more consequential phase.

The first period ended with 15,603 vehicles imported out of a possible 24,500, leaving 8,897 unused allocations. Those volumes have been carried into the second period, giving manufacturers access to a combined 33,397 vehicles under the current allocation.

Tesla appears to have been the leading beneficiary so far, while Lincoln, Lotus and Polestar have also taken advantage of the arrangement. But the potential arrival of BYD, Chery and Geely could be the development that truly reshapes the market.

With the quota operating on a first-come, first-served basis, the race to secure Canada’s low-tariff EV allocation may already be underway.

Source: Automotive News