Tag Archives: EVs

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Mazda’s First True EV Takes Shape — And It Looks Like a CX-5 Reboot for the Electric Age

Mazda is finally warming up its electric motors. After years of dabbling around the edges of electrification with the quirky MX-30 and a handful of platform-sharing arrangements, Hiroshima’s most stubbornly driver-focused automaker is now deep into testing its first bespoke EV architecture—scheduled to debut in 2027. And the early evidence suggests it might arrive wearing one of the most important nameplates in the brand’s catalogue.

Mazda Goes All-In: The 6e Era Begins

For an automaker that prides itself on going its own way—long hoods, rear-biased dynamics, and an obsession with “jinba ittai” harmony—Mazda has been conspicuously absent from the bespoke-EV-platform club. Its sole EV, the MX-30, sat on a modified CX-30 chassis. Meanwhile, its new 6e sedan and EZ-60 SUV rely heavily on tech from Chinese partner Changan.

Not anymore.

Mazda has kicked off a $10 billion electrification campaign, and central to that plan is an in-house EV platform engineered by a dedicated skunkworks team dubbed E-Mazda. CTO Ryuichi Umeshita says he’s already driven an early prototype—and claims it feels exactly like a Mazda should.

“It’s a real jinba ittai car… It has very good driving dynamics,”
Umeshita told Autocar, sounding like a man genuinely relieved his new EV hasn’t turned into a soulless appliance.

Mazda knows it’s late to the game. But Umeshita insists that developing the MX-30—flawed though it was—gave the company a cadre of engineers who already understand the complicated world of EV packaging, safety, and integration.

A CX-5–Sized EV? The Spy Shots Say Yes

Early test mules have now hit public roads, and at a glance they look suspiciously like a downsized CX-90 wearing a not-so-convincing disguise. But look again:

  • The front-door-to-wheel-well distance is dramatically shortened
  • The overall proportions are trimmer
  • The arches swallow the wheels, hinting at an underlying EV skateboard layout

All signs point to a five-seat crossover roughly in the footprint of a CX-5 EV—a smart move if Mazda wants its first clean-sheet EV to actually sell. The CX-5 remains Mazda’s best-selling model globally. Giving buyers a familiar shape with an unfamiliar powertrain is just good business.

Volume or Niche? Mazda Still Isn’t Sure

Despite the prototypes roaming the streets, Mazda hasn’t even decided whether its EV debutante will be a high-volume mainstream model or a lower-volume halo.

Why? Because regulations, not marketing, will dictate the final answer.

“If the regulation requires a higher EV mix, it must be a volume car,”
Umeshita told Autocar.
“If the regulation is eased, then we can ease the volume restraints.”

Translation: Mazda is ready to pivot either way.

Lean, Mean, EV Machine Development

Perhaps the most Mazda-like part of this whole story is how the company plans to build the thing: efficiently and with a touch of quiet genius.

The brand has rolled out a “lean asset strategy” that relies heavily on:

  • Simulation-led R&D
  • AI-assisted engineering
  • Strategic partner-suppliers
  • Cost-cutting development processes

Mazda claims this approach will let them triple development output with the same resources—a crucial advantage for a relatively small automaker trying to compete with the likes of VW, Hyundai, and Tesla.

The Road Ahead

So what do we have? A shrunken CX-90 lookalike mule. A 2027 deadline. A new EV platform with “Mazda” written all over its handling DNA. A development process pulled tight like a drum.

If Mazda can deliver a genuinely engaging, beautifully built, reasonably priced EV crossover in the CX-5 mold… it might just pull off one of the quietest, most impressive comebacks of the electric transition.

And honestly?
We’re rooting for them. Mazda has always made cars for people who love driving. If they can bring that magic into the electric era, the market will be better for it.

Source: Mazda

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Nissan’s Next GT-R: Electric Dream or a Pause for Reality?

The Nissan GT-R has always been a car that lives on the edge — part myth, part machine, and wholly uncompromising. But as the world pivots toward electrification, even legends face an existential reckoning. Nissan’s much-hyped Hyper Force concept — that wild, angular electric vision of a future GT-R — may not be the definitive next step for Godzilla after all.

When the Hyper Force debuted at the 2023 Japan Mobility Show, it looked like the future had arrived early. With 1341 horsepower on tap from a solid-state battery and a quad-motor all-wheel-drive setup, it was described by Nissan as a “tangible lucid dream.” Its styling was as bold as its specs — a fusion of sci-fi aggression and racing aerodynamics, complete with the kind of cyberpunk drama only Japan could deliver. Nissan hinted then that a production version could be ready by 2030, serving as a fully electric heir to the R35 GT-R, which finally bowed out in early 2025 after a remarkable 17-year run.

But now, that dream appears to be flickering.

Guillaume Cartier, Nissan’s global product boss, has confirmed that the company is “exploring different routes” for the GT-R’s next chapter. While he remains personally invested — having overseen the GT-R’s European launch years ago — Cartier admits that there’s “no clear plan” for a successor. And that uncertainty speaks volumes about the current climate for high-performance EVs.

It’s not just Nissan feeling the chill. The supercar sector’s march toward electrification has hit a patch of black ice. Maserati has shelved its plans for an electric MC20 variant. Lotus has delayed the Emira’s EV replacement. Porsche, sensing the shifting winds, has extended the life of its petrol-powered 718. Even Polestar, once all-in on electrification, has quietly paused its Polestar 6 super-roadster.

The problem? Demand. Premium buyers are proving more hesitant than expected to embrace electric sports cars. They crave sound, sensation, and soul — qualities still hard to replicate in the silent precision of electric propulsion.

Cartier didn’t outright say that sluggish EV demand has influenced Nissan’s thinking, but he did acknowledge that a GT-R successor isn’t high on the priority list. “You have three major sports car markets in Europe — the UK, Switzerland, and Germany,” he noted. “The rest like it but don’t have a real market.” In other words, it’s tough to justify pouring billions into a halo car when the global volume potential barely registers.

Yet, for Nissan, the GT-R has never been about volume. It’s about image, impact, and engineering bravado — the kind of car that gives an entire brand credibility among enthusiasts. Cartier hinted as much, suggesting that Nissan still sees the GT-R as “important for the brand,” even if it’s no longer a money-maker.

So where does that leave the next GT-R?

In limbo, perhaps — but not in vain. The Hyper Force concept showed that Nissan’s engineers still have the creative spark to build something truly outrageous. Whether that takes the form of an all-electric supercar, a hybrid monster bridging eras, or something else entirely remains to be seen.

For now, the GT-R’s future seems to be idling in neutral — waiting for the world, and the market, to catch up. But if history has taught us anything, it’s that when Nissan finally unleashes the next Godzilla, it’ll be worth the wait.

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Nissan Juke EV: The Marmite Crossover Goes Electric

Nissan’s smallest crossover is about to plug in. The all-electric Nissan Juke EV has hit public roads for testing, marking the beginning of a new chapter for one of the most polarizing nameplates in the compact SUV world.

Known as the “Marmite car” of the Nissan lineup—either you love it or you really, really don’t—the Juke is going electric as part of the brand’s rapid EV expansion. It will be built in Sunderland, UK, alongside the new Leaf and Qashqai, and is expected to launch next year as Nissan’s challenger to the Ford Puma Gen-E and Kia EV3.

Electric DNA, Same Attitude

The upcoming Juke EV shares its CMF-BEV platform with the next-generation Leaf, and under the skin, it’s expected to use the same powertrain options. That means a single-motor setup producing up to 214 horsepower, and a range of more than 350 miles—figures that should make it one of the more capable city crossovers in the segment.

Despite the shared architecture, Nissan is adamant that the two cars will not overlap. Speaking to Autocar, Guillaume Cartier, Nissan’s Chief Performance Officer, said the Juke and Leaf appeal to “totally different profiles, with nothing in common.”

“One is SUV, the other is more coupé-sedan,” Cartier explained. “One is E-Power, the other is electric. Then you have Juke—and Juke is Marmite.”

That identity crisis—or rather, identity confidence—appears to be a deliberate play. Nissan wants the Juke EV to remain divisive, bold, and instantly recognizable, just as the original 2010 model once was when it kicked off the compact crossover craze.

Design: Still the Rebel

Spy shots of camouflaged prototypes testing in Spain show a silhouette that’s unmistakably Juke: raked roofline, exaggerated haunches, and visor-style side windows. While much of the design remains hidden, Nissan’s earlier teaser image hinted at sharp, futuristic lighting signatures and pronounced surfacing—details inspired by the Hyper Punk concept shown at last year’s Tokyo Motor Show.

In other words, don’t expect the Juke EV to blend in. Expect it to stand out.

Cartier even admits the Juke will continue to be “purposely divisive,” designed to provoke strong reactions. “You will have people who say ‘wow’ and people who say ‘no thank you, not for me,’” he said. “Based on that, I think this car will not be compared to anything else.”

Driving Character: More Bite Than Leaf

While it shares bones with the new Leaf, Nissan Europe’s R&D boss David Moss has suggested the Juke EV will feature a bespoke chassis setup to emphasize its “dynamic” character. Suspension tuning, steering weight, and ride height are all expected to differ from its platform mates, giving the electric Juke a slightly sportier flavor.

“As the size of the car grows, you change its ride and handling characteristics,” Moss noted. “If it sits in a different segment, you might change the suspension.”

That could hint at a car positioned more toward urban agility and driver involvement than outright comfort—something the current hybrid Juke already hints at but hasn’t fully realized.

Price and Production: Sunderland’s Electric Trio

The Juke EV will roll off the line in Sunderland, joining the Leaf and Qashqai as part of Nissan’s £1 billion EV Hub investment. The Japanese automaker is targeting a price close to the current ICE Juke, which starts around £21,000, though even Nissan admits that will be “a challenge” given battery costs.

The current petrol-powered Juke isn’t going anywhere just yet. Its life cycle will be extended, meaning both ICE and EV versions will be sold side by side for a period—mirroring Nissan’s gradual approach to electrification.

A Familiar Face with a Shocking Twist

The Juke EV is shaping up to be exactly what you’d expect from a car wearing the Juke badge: compact, controversial, and confidently weird. It won’t just be an electric crossover—it’ll be a statement piece in a world where many EVs look and feel the same.

Whether that’s enough to tempt buyers away from the likes of the Ford Puma Gen-E or Kia EV3 will depend on more than styling. But if Nissan’s gamble pays off, the Marmite crossover might just become the electric disruptor the segment didn’t know it needed.

Source: Autocar