The Mercedes-Benz GLB has been on the market for less than a decade, yet it is already entering its third generation. The original model proved popular thanks to its unique combination of compact dimensions and seven seats, although it was not without quality issues. Its electric counterpart, the EQB, also faced criticism for its styling and cabin execution.

With the latest generation, Mercedes has addressed those shortcomings by bringing its electric and combustion-powered variants together under the GLB name. The new model introduces a more premium design, and refinements all around, creating a far more cohesive package than its predecessors.

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The GLB nameplate doesn’t carry any historical burdens and that allows Mercedes to experiment and see what will stick. Currently, there aren’t many three-row electric SUVs on the European market, which makes it easy for the GLB to carve a niche for itself. Seven seats usually mean a huge vehicle that is hard to maneuver and a burden to park in the city, yet the GLB is compact enough to offer the same utility in the footprint of a Mercedes CLA.

The model we are reviewing today is the Mercedes GLB 350 4Matic, which is the fastest and most capable version in the current lineup. It offers 354 hp, 380 lb-ft and AWD, which means it’s never short on power.

Mercedes GLB 350 4Matic 2025 –

• Dimensions: 186.3 inches x 73.3 inches x 66.4 inches, 113.7 inches wheelbase.
• Drivetrain tested: 350 4Matic – AWD 260 kW (354 hp), 380 lb-ft, 85 kWh usable battery capacity
• Other drivetrains: 250+ – RWD 200 kW (272 hp), 247 lb-ft, 85 kWh usable battery capacity
• Charging: 320 kW CCS; 10-80% in 22 min
• Range: 382 miles WLTP
• Weight: 5,027 lb unladen, 8,333 lb gross
• Other features: Massaging seats, Panoramic screens, OTA updates.

Exterior

The GLB has embraced a boxy and rugged appearance since its introduction, and the latest generation sticks to the same formula. The resemblance to its predecessor is immediately apparent, as seen in the photos below.

The new vs old Mercedes GLB

Up front, the 2026 Mercedes GLB makes a strong impression with its large chrome grille, which illuminates at night to give the vehicle an imposing road presence.

The headlights’ come in the shape of a Mercedes star. Mercedes makes extensive use of its iconic logo across the design, although in some areas the repetition can feel slightly excessive.

A full-width LED strip connects the headlights, though its execution is less than convincing. It does not integrate particularly well with either the headlight housings or the surrounding lighting signature, making it appear more like an added design element than an integral part of the front end.

Mercedes GLB front end

The side profile remains largely unchanged from previous generations, retaining the same proportions. Its upright shape and substantial height gives it a rugged appearance while also maximizing the amount of usable interior space.

Mercedes continues to use flush-fitting door handles, which improve the clean appearance and aerodynamics but can introduce a minor inconvenience in everyday use.

Our test vehicle rides on 19-inch wheels that complement the GLB’s proportions nicely. Their design also incorporates subtle aerodynamic optimization, helping reduce energy consumption and maximize driving range.

Mercedes GLB side profile

The rear of the Mercedes GLB 350 4Matic introduces the most significant visual change. A thick LED strip stretches across the entire tailgate before bending downward to join the taillights. Once again, Mercedes stars are incorporated into the lighting signature, leaving no doubt about the vehicle’s identity.

Black cladding surrounds the lower section of the GLB, reinforcing its rugged appearance while also making these vulnerable areas easier to replace if damaged. More unusual is the imitation exhaust design at the rear, which feels somewhat unnecessary on a fully electric vehicle.

Mercedes GLB rear end

As you open the doors at night, an obscenely large Mercedes logo is projected on the ground below.

Interior

The cabin is arguably the most imrpoved area of the Mercedes GLB. Mercedes combined a modern and luxurious atmosphere with the practicality and usability expected from a family-focused SUV.

At night, the ambient lighting works its magic and illuminates the interior in a soft, coloful light. It underlines the design accents perfectly and creates a cozy atmosphere for the night drives.

The steering wheel is shared with several other models in the Mercedes lineup, making it immediately familiar to use. Since the same design is also found in considerably more expensive vehicles, it helps give the GLB a more premium feel from behind the wheel.

The stalks follow the same approach, offering satisfying and substantial clicks when operated.

The gear selector is decidedly less premium, feeling light and flimsy compared with the rest of the controls. Also, there’s no parking position, which is a nuisance during prolonged stops.

Steering wheel accents in the Mercedes GLB

The dashboard is carried over directly from the Mercedes CLA and its design has already divided opinion. Some will appreciate the technology-focused layout and abundance of screens, while others may find the sheer amount of display area overwhelming.

It starts with the digital instrument cluster, which unfortunately offers less customization than we have come to expect from Mercedes models in recent years.

Next to it sits the 14-inch central infotainment display, which performs exceptionally well and provides access to almost every major function in the GLB.

Mercedes GLB dashboard

A small camera positioned above the display enables Zoom and Teams meetings while on the move. However, its integration results in unusually thick bezels around the screen, detracting from the premium appearance of an otherwise attractive cabin.

An optional passenger display completes the digital experience, allowing the front passenger to watch movies and other video content without distracting the driver.

Two large illuminated circular air vents sit on either end of the dashboard. At first glance, the whole dash appears to be a single unit, though it is actually formed by separate elements designed to visually flow together.

Mercedes GLB passenger display and illuminating vents

Unfortunately, the material and build quality of the dashboard itself falls noticeably short of the rest of the GLB’s cabin. Given its prominent position and how frequently occupants interact with it, this is a particularly disappointing weakness in an otherwise well-executed interior.

The center console is a thick piece between the front seats that starts off with a row of buttons to control frequently used features like the drive modes, camera system and the hazard lights, as well as a deep wireless charging pad for a smartphone.

Two large cup holders occupy much of the remaining space, while underneath them you’ll find a large storage area and two USB-C charge ports.

Underneath the armrest is a two-level storage space that goes deep enough to fit large water bottles, adding further to the utility.

Mercedes GLB center console

The door panels feature the familiar Mercedes seat controls alongside the switches for the mirrors and windows. The same controls operate both the front and rear windows, requiring the driver to select which pair to adjust. This saves space and some manufacturing cost, but adds a bit of of inconvenience.

Three upholstery options are available, including cloth, synthetic leather and leather. Our test vehicle came with the synthetic option, which failed to impress with its texture, while upgrading to real leather comes at a considerable premium. Those less concerned with appearance may find the standard cloth seats a sensible alternative, offering good comfort, durability and improved breathability during warmer weather.

Mercedes GLB trim

One option we would strongly recommend is the switchable panoramic glass roof. Every GLB comes with a fixed glass roof as standard, but you can opt for the upgraded version that can alternate between transparent and opaque. Our car lacked this and the absence of effective shading became particularly noticeable when driving in hot summer conditions.

The second row of the Mercedes GLB impresses with both space and versatility. The seats offer a lot of travel forwards and backwards, while the backrests can also be adjusted to help passengers find a comfortable seating position.

Our test vehicle was not particularly generously equipped in the rear, but standard air vents, cup holders and charging ports provide all the essential amenities expected in this segment.

Mercedes GLB rear seat amenities

Our reviewer measures 1.95 m (6’4”) and can comfortably sit behind his own driving position even with the second row pushed all the way forward. The GLB’s boxy proportions and nearly flat roofline also provide generous headroom throughout the cabin.

Considering the compact exterior dimensions, it is particularly impressive that our reviewer can fit even in the third row. Legroom is understandably limited, making longer journeys uncomfortable for taller adults, but shorter trips around town remain perfectly manageable.

Third row occupants also receive their own cup holders and armrests, showing that Mercedes has treated the additional seats as genuinely usable rather than simply an occasional backup solution.

Mercedes GLB second and third row seating space

Choosing the five-seat version brings additional rear legroom and permanently increases cargo capacity. However, buyers sacrifice one of the GLB’s defining strengths, namely the flexibility of having two additional seats available when needed.

Storage & practicalities

Naturally, cargo capacity becomes very limited with all seven seats in use, making longer journeys with a fully occupied GLB more challenging. Passengers will have to pack lightly, although a small compartment beneath the main trunk floor provides some additional storage for smaller items.

Once the third row is folded, cargo capacity expands to 17 ft³, while the five-seat version offers 19.1 ft³ as standard. The resulting flat load floor makes the space easier to use and simplifies loading larger or heavier items.

Mercedes GLB cargo space with seven seats

Folding all of the rear seats increases capacity further to 56.7 ft³, or 60.6 ft³ in the five-seat variant. Combined with the GLB’s boxy proportions, this creates a highly usable cargo area that can comfortably accommodate bulky objects.

A great addition is the 4.48 ft³ frunk, which provides a substantial amount of additional storage. It becomes particularly valuable when all seven seats are occupied, helping compensate for the limited space available in the rear.

Mercedes GLB storage spaces

Driving experience

Compact SUVs rarely provide the most engaging experience behind the wheel, but the Mercedes GLB 350 4Matic manages to rise above the segment’s usual mediocrity. Its responsive steering makes driving the GLB surprisingly involving.

The suspension remains comfortable over uneven surfaces while keeping body roll relatively low through corners. Combined with the lively electric motors producing over 350 hp and the AWD system, the GLB 350 4Matic delivers a surprisingly nimble driving experience in a segment where driving dynamics are often overlooked.

Despite lacking rear-wheel steering, the GLB offers a nicely tight turning radius. This suits its character particularly well, as the compact SUV is primarily designed for urban use, where tight turns and confined spaces are part of everyday driving.

All the different driving modes change how the GLB 350 4Matic drives and responds. Sport is direct and the car feels eager, whereas comfort and eco feel more relaxed and suitable for long journeys.

For the off-road enthusiasts, besides the terrain mode, the GLB offers a wide variety of displays to help when navigating rougher terrains. The AWD system guarantees traction, while the underbody camera makes sure you can clear hidden obstacles you no longer see. Hill descent makes sure no slope proves too steep. The display also shows positioning information and body tilt, which are more of a gimmick than a necessity but are still a cool piece of information.

Off-roading displays improve practicality

Turning off the annoying mandatory beeping safety systems is an easy task in the GLB. As with other Mercedes models, there is an icon on the top left part of the center screen that immediately disables the speed limit assist, whereas the lane and attention assists can be switched off from the drop-down menu on the screen.

ADAS is easy to turn off

Self-parking is a neat feature that can sometimes be useful in tight situations or when you simply can’t be bothered to pay attention to parking. The system in the GLB draws its own parking spots, lets you choose where to park and then draws an imaginary GLB on the one you choose. Sadly, this feature works well only when the spots or the road are well lit up. In our dim parking lot the system drew over the support columns of the building and parked well outside the boundaries of the spot. We suggest you pay more attention to the system when using it and never relying solely on its capabilities.

Other than that, the camera system in the GLB is on the highest level for today’s standards and leaves no desire for improvement. There are multiple angles available and the image quality is of the highest echelon.

Mercedes GLB camera system

Ride comfort

As we mentioned earlier, the ride of the GLB is comfortable. It is far off the S-class in terms of softness but is a great balance between smoothness over bumps and minimized lean in corners. For regular springs with active damping and no air suspension, the GLB rides much better than most of its rivals.

Tech features

The Mercedes GLB is packed with the brand’s latest technology and feels thoroughly modern throughout.

One of its standout features, especially in the compact segment, is the optional passenger display. It mirrors the apps available on the central screen and can be used to browse the internet, watch videos, play games or access the dashboard camera for photos and video calls. To prevent distractions, the display automatically obscures its content if the driver looks at it while the vehicle is moving.

Mercedes GLB with a passenger display

The digital instrument cluster is less customizable than in previous Mercedes models, offering only a handful of layouts with largely unchanged graphics across the different drive modes. More impressive is the integration with Apple CarPlay and Android Auto, which allows navigation maps to be mirrored directly onto the instrument cluster. This leaves the central screen free for other functions without interrupting navigation.

Mercedes GLB instrument panel

The central display defaults to a large map, with a permanent shortcut bar along the bottom providing quick access to temperature adjustment and key menus. Unfortunately, most climate functions require entering a submenu. Seat controls are similarly buried, with features such as massage requiring several additional touches to activate. Vehicle settings are easier to reach thanks to a dedicated shortcut on the bottom bar.

The main menu itself is straightforward, using large icons that are easy to identify at a glance. Built in internet connectivity also enables web browsing and access to supported online services directly through the infotainment system.

Mercedes GLB main menu

Our test vehicle came with the standard audio system, which proved underwhelming. We would strongly recommend upgrading to the optional Burmester system for a more immersive listening experience.

Another useful feature is Car to X Communication, which exchanges information between connected Mercedes vehicles and third-party services. It can warn drivers about hazards, road closures and traffic ahead, while using that information to adjust navigation guidance accordingly. As more vehicles and services contribute data, the system should only become more useful over time.

Cabin noise

The Mercedes GLB is not the best insulated vehicle on the market when driving. Due to its boxy shape and large surface area, a lot of wind noise enters the cabin. Thankfully, as speed progresses there are no ambient sounds to disturb the peace inside dramatically, which is arguably even more important on longer journeys.

Sound level tests are carried out with a specialized sound level meter placed in the car’s cupholders. The test is conducted with air conditioning and radio off and while maintaining a steady speed.

Acceleration and braking

There isn’t an AMG variant of the GLB for this generation yet, so the 350 4Matic is the most potent version available. The acceleration from 0 to 62 mph takes 5.05 seconds, which is half a second quicker than Mercedes states. That is a very solid result for a vehicle of this caliber and breathes confidence into the driver. Further acceleration when overtaking also feels potent and you’re never left wanting for more power.

As for braking, the GLB 350 4Matic stops completely from 62 mph in just 36 m (118’1”). This is a commendable result for the size and especially weight of the GLB and what is even more impressive is that this result was replicated in three consecutive stops.

Acceleration and deceleration are measured with a RaceBox device inside the car. Testing is done with a single person inside the car, with air conditioning and traction control off.

Consumption

Mercedes has made the GLB 350 4Matic tremendously efficient for what it is. AWD, over two tonnes of weight and a boxy design usually result in compromised range but that is definitely not the case with the GLB. The battery pack is also on the larger side at 85 kWh, which results in wonderful range results for the GLB 350 4Matic. It competes very appropriately with similarly sized rivals and also puts up a fight against much larger competitors, which also have much larger battery packs.

To check out our detailed thoughts on the Mercedes GLB 350 4Matic’s range and efficiency, check out our detailed range test article.

We measure consumption by driving at constant speeds on an identical test route during the day. Testing is conducted with air conditioning, all safety systems and radio on. The data comes from the vehicle’s board computer. Specific testing parameters such as ambient temperature are mentioned in the text on a case by case basis.

We now suggest you use the widget below to find out the Hyundai Ioniq 9 Performance’s range in every combination of speed and temperature you might need. We’ve used our real world tests and a complex model to provide an estimate that should be as close to the actual performance as possible.

Charging speed

The GLB’s 800V architecture enables impressively quick charging, with a peak rate of 320 kW and a claimed 10 to 80% charging time of just 22 minutes. Our testing showed slightly worse results in the real world but nothing worrying or major.

Early versions of the Mercedes CLA using the same battery and charging architecture had one notable limitation, as they were unable to charge at 400V stations. We were unable to verify whether this issue has been resolved with the GLB, although Mercedes assured us that it has.

A great feature more new models offer is V2G (Vehicle to Grid) and V2H (Vehicle to Home) connectivity, which can transform the GLB into a drivable generator.

Competition

When it comes to five-seaters, the Mercedes GLB competes with multiple rivals in that size category but it faces no competition when the third row gets added. That is the biggest ace up the GLB’s sleeve. The technology part is a double-edged sword as it may attract some and repel other potential customers. Overall, the GLB is a fantastic proposition with multiple good virtues in a segment of its own, which automatically makes it the best thing available.

The first rival we chose for the Mercedes GLB is the Zeekr 7X, which is closely priced and sized but doesn’t offer the option for seven seats. The Zeekr has better overall build quality and less polarizing exterior, while offering a much larger battery. The AWD version for the 7X comes only with the most powerful motor, which takes a bit from the range but adds much more enthusiastic appeal.

The second rival of the GLB is the Tesla Model Y, which is cheaper to purchase but no longer offers the third row option. Only the Model Y L comes close with its six seats, yet it gets much larger in size and stops appealing to the urban buyers as much. Storage space is much more in the Tesla but the GLB wins on range thanks to its bigger battery pack.

Zeekr 7X Performance AWD 2025 – • Tesla Model Y Premium AWD 2025 –

Verdict

Mercedes once marketed its cars with the slogan “The best or nothing,” and that philosophy would fit the new GLB 350 4Matic surprisingly well. It has a very clear purpose and executes it brilliantly, squeezing an impressive amount of passenger space into a relatively compact footprint. While many modern cars try to be a jack of all trades and master of none, the GLB knows exactly what it wants to be. Better still, it remains above average in almost every other area.

Its rugged appearance is not entirely for show either, as the GLB can handle some light off road duties when required. More surprisingly, the driving experience is considerably better than this segment demands. The steering, suspension and overall refinement make it feel like a more expensive and sophisticated vehicle than its compact dimensions might suggest.

The cabin is packed with technology, and the multiple displays add plenty of functionality, but some of the dashboard materials and build quality fall short of what we expect from a Mercedes badge. Everyday usability also has a few quirks, including the lack of a conventional parking position on the gear selector, which takes some getting used to.

Our overall impression of the Mercedes GLB 350 4Matic is that it is an excellent solution for larger families that cannot, or simply do not want to, live with a huge SUV. The three row version in particular occupies a niche with almost no direct electric competition and solves a problem few manufacturers have even attempted to address.

We strongly suggest trying one for yourself. The bigger question is whether you actually need the extra performance and AWD of the 350 4Matic. If not, the less powerful, rear wheel drive GLB 250+ should retain nearly all of the practicality that makes this model so appealing in the first place.

Pros

• Huge interior space despite the compact size.
• Large frunk (front trunk).
• Better driving experience than rivals.
• Optional third row of seats.
• V2H and V2G.
• Quicker than advertised.
• Good efficiency and range for the size.
• Great value for money.
• True off-road capability, uncommon for the segment.
• Games and connectivity features.

Cons

• Cheap dashboard material and build quality.
• Lack of parking position on the gear lever.
• Less configurable gauge cluster compared to predecessors.
• Panoramic roof shouldn’t be offered without a shading option.

Chinese EV brand Xpeng appears to have a right-hand-drive version of its large electric premium SUV, the G9L, testing in Australia ahead of what is expected to be an imminent launch.

Pre-sales of the G9L have only recently started in China, but EV enthusiast, Alastair T, snapped a picture of the model driving on the streets of the inner-north Melbourne suburb of Moonee Ponds: “Xpeng G9L (?) spotted in the wild: Moonee Ponds junction.”

The car’s camouflage hides a few details around its design but it has clear Xpeng markings on the sides which can be seen in the photo.

From the photo, it also appears that it’s a right-hand-drive vehicle being tested on our roads, hinting at the model’s imminent market launch.

Xpeng, meanwhile, has been putting the EV on display at its first major car show, the Chengdu Auto Show in China, and says it has already arrived at 220 dealers in China and is available for test drives.

The new model is one of the biggest in its lineup, coming in at a length of 5.12 metres and is currently available as a 5-seater. It will be powered by either a single motor RWD variant with 270 kW of power or an AWD variant with up to 430 kW. 

It can also sprint from 0-100 km/h in 4.45 seconds which is fairly quick for the large electric SUV segment. Feeding the powertrain are two battery packs, one sized at 91.9 kWh and the other a bigger 110 kWh also on offer. These can deliver a CLTC range of up to 755 km, which is likely to be closer to 600 km on the WLTP cycle.

It will feature an 800 V ultra-fast charging architecture with 5C charging on offer, charging 10-80% in under 12 minutes.

There is also rear-wheel steering, which helps the car with a smaller turning radius and inside, it also features zero-gravity reclining front seats.

Solid-state batteries will likely be commercialized at a larger scale in non-automotive applications before widespread electric vehicle adoption, Korean battery giant LG Energy Solution said during a media roundtable with reporters at its newly opened Lansing, Michigan, battery plant last week.

You’re probably exhausted from reading all about solid-state battery-powered EVs that sound like they’re about to hit the market but never do. But all the investment and research behind the technology from startups and established players is real. Battery scientists believe solid-state cells can unlock substantially more driving range, improve the cells’ thermal profiles to eliminate fire risks, and charge at blistering speeds.

However, LGES echoed the concerns around its mass manufacturing, saying progress has yet to happen on that front. “The problem with solid state is large-scale production,” Robert Lee, North America president for LGES said. “It has very good energy density, so if you’re making a small form factor, you should be able to get there. If you’re making very large form factors, most companies are struggling,” he added. 

Photo by: Stellantis

Lee believes EVs won’t be the first application for mass-market solid-state batteries. “You will see that in your smartphones probably a decade before you would see it in EVs,” he added. “I would expect specialized applications first before we’re able to contemplate that as fit for EVs or even ESS.”

Those specialized applications could be smartphones, drones, and even performance-focused EVs initially. Mercedes-Benz last year covered nearly 750 miles on a single charge in a prototype EQS sedan equipped with American startup Factorial Energy’s semi-solid-state battery. BMW has installed an all-solid-state battery from Colorado startup Solid Power in a prototype i7. And Stellantis is now also testing a semi-solid-state pack in a Dodge Charger Daytona EV. We’re seeing more and more of these batteries come out of the lab, and into real-world testing. 

Over in China, the timeline and development speed on solid-state batteries appears to be even more aggressive. BYD, CATL, Geely and several other players are all fiercely racing against each other to begin pilot programs in 2027, followed by wider potential deployment by the end of the decade.

However, advancements in current lithium ion packs will continue to drive progress in EV range and charging performance, LGES said. 

The company is working with General Motors to develop lithium-manganese-rich (LMR) batteries. These cells will use far less nickel and cobalt, which are expensive and environmentally damaging to mine, while relying more heavily on manganese, which can be processed in the U.S. GM has said LMR batteries will power its full-size trucks and SUVs from 2028 onward, delivering more than 400 miles of range while costing roughly the same as lower-cost LFP batteries. 

Photo by: Patrick George

The Korean battery maker is also working on other next-generation technologies, including more advanced lithium-ion batteries and sodium-ion cells. 

The company is gearing up to produce its new 46-series lithium-ion cells for EVs at its upcoming gigafactory in Arizona. LGES said these larger-format cells are better suited to next-generation EVs with structural battery packs, while further advancements could eventually enable 10-minute charging times and improve pack safety.

“We just want to have all those options open,” Devon Wilson, the vice president of sales and marketing at LGES Vertech, said. “We continue to look at other chemistries [and] sodium that’s a big one for us,” he said, adding that the company is preparing a pilot program for sodium-ion batteries for energy storage systems. 

Chinese battery giant CATL has already raced ahead with the commercialization of sodium-ion batteries, but the U.S. is beginning to catch up, with General Motors also announcing plans to deploy sodium-ion ESS batteries by the end of the decade. 

Contact the author: suvrat.kothari@insideevs.com

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Nobody could have predicted ten years ago that one day, Hyundai’s fledgling luxury spin-off would celebrate its tenth anniversary by taking aim at Crewe and Goodwood. Very short ten years after the stately G90 limousine first cleared its throat, Genesis has revealed the GV90 – a huge electric leviathan with rear coach doors, front seats that pirouette like a fairground waltzer, a hidden roll cage, and enough electric muscle to embarrass mid-2000s supercars.

Visually, the GV90 refuses to play the usual aggressive aero-cliché games. Instead of jagged splitters and fake diffusers, chief designer SangYup Lee – who previously helped pen the Bentley Bentayga during his tenure in Crewe – leaned into the smooth geometry of traditional Korean moon jars.

The front end is dominated by a seamless clamshell bonnet and crystal, jewel-like two-line headlight strips that wrap cleanly around the fenders. Riding on massive 24-inch alloy wheels, with flush-mounted taillights and a complete absence of vulgar rear wings, it delivers a monolithic, almost architectural presence on the road.

You have to appreciate the scale of this machine – it stretches 208.1 inches in overall length, sits 79.9 inches wide, and rests on a monumental 127.8 inches wheelbase. Hyundai’s own Ioniq 9 stops at 199.2 inches, and the Kia EV9 measures 197.2 inches on a 122 inches wheelbase.

Step outside the family into traditional high-society territory, and the Korean flagship almost matches the standard Rolls-Royce Cullinan (210.3 inches long, 129.7 inches wheelbase) and even dwarfs a standard Bentley Bentayga (201.8 inches length, 117.9 inches wheelbase), slotting neatly alongside the stretched Bentayga EWB (208.9 inches length, 125 inches wheelbase).

The party piece of the flagship Neolun specification is obviously the door arrangement. Unlike earlier suicide-door curiosities like the BMW i3 or Mazda RX-8 – where rear passengers were held hostage until the front door swung open – Genesis over-engineered an intricate dual-motion sliding hinge. When unlatched, the rear door glides slightly outward before swinging wide on its own.

Deleting the B-pillar entirely creates an expansive, theatre-like entrance into the cabin. Of course, satisfying global crash regulators without a central pillar on a multi-tonne luxury barge has been a nightmare. Genesis managed to solve it by secretly baking a structural roll cage into the body shell, using high-strength steel tubing and structural foam to yield a frame 1.5 times thicker than standard chassis architecture.

Step over the threshold – onto genuine hardwood flooring with integrated radiant underfloor heating – and the atmosphere shifts from automobile to first-class lounge. When parked, the motorized front seats can swivel a full 180 degrees to face the rear VIP chairs, turning the cabin into a private salon.

Every surface is slathered in cashmere wool, fine leather, and raw stone trim. Up front sits a 23.6-inch OLED touchscreen that physically rises by 3.54 inches when the vehicle is stationary, turning itself into a 24.6-inch cinema screen running the group’s new Pleos infotainment software. Add a 25-inch head-up display and a 25-speaker Bang & Olufsen audio system capable of digitally synthesizing the acoustics of Boston Symphony Hall or Wembley Stadium, and you have an interior that takes hospitality very seriously indeed.

Under that lavish floorpan, Genesis skipped the familiar E-GMP platform found across Hyundai and Kia models in favor of a dedicated, bespoke architecture dubbed ‘eMP’ (Electric Mobility Prime). Nestled low in the frame is a colossal 123.5 kWh battery pack – the highest-capacity pack ever fitted to a production car from the group. Thanks to native 800V electrical hardware, hooking up to a 350 kW DC charger will juice the pack from 10% to 80% in 22 minutes. The 311 miles of range promises real-world usability, even for long haul stunts – but we know the GV90 is destined to spend most of its life in the city.

Moving a palace of this stature requires serious muscle. A dual-motor setup on the front and rear axles dials the output to 657 bhp and 590 lb-ft of instant torque – comfortably out-punching the high-voltage GV60 Magma and delivering the same raw horsepower as an analog icon like the Ferrari Enzo.

To rein in all those ponies going wild in the corners, both axles have dedicated electronic limited-slip differentials, supported by standard rear-wheel steering and multi-chamber air suspension with dual-valve adaptive dampers. Acoustic glass exceeding 0.2 inches in thickness ensures wind buffeting and road roar remain where they belong – outside.

The GV90 is so much more than another large electric SUV – it is a calculated shift for Genesis. The brand has always been celebrated as the sensible, high-value alternative to the German executive establishment. But with the GV90, Genesis is leaving the “premium” behind to fight in the ultra-luxury stratosphere. Launching in South Korea next month before arriving in European showrooms in early 2027, prices are expected to open well north of £100,000 – with bespoke Neolun specifications demanding even steeper sums.

Building a six-figure EV in a crowded luxury segment is no easy feat, but Genesis has avoided the trap of creating a generic tech pod on wheels. By backing up wild concept-car styling with heavy-hitting engineering – real coach doors, swiveling lounge chairs, and genuine mechanical sophistication – the GV90 feels like an authentic statement of intent. Genesis is ready to step up its game, but are people ready to accept that challenge?

Source

Genesis has revealed the production version of its new GV90, a full-size electric SUV that will sit at the top of the Korean luxury brand’s growing EV range.

Unveiled in San Francisco, the GV90 is based on the Neolun concept first shown in 2024 and will be offered in two main forms: the conventional GV90 and a more extravagant GV90 Neolun featuring rear-hinged coach doors and no visible B-pillar.

The GV90 is a significant step up for Genesis, which has spent the past decade trying to establish itself alongside traditional German and Japanese luxury brands. It will sit at the very top of the Genesis range, effectively serving as the company’s electric flagship and technological showcase.

Underneath is a new eMP electric vehicle platform developed specifically for Genesis’ flagship model, rather than the familiar E-GMP architecture underpinning vehicles including the GV60, Hyundai Ioniq 5 and Kia EV6.

The GV90 carries the largest battery yet fitted to a Hyundai Motor Group electric vehicle, with a capacity of 123.5 kWh.
Genesis says the seven-seat model has an estimated driving range of around 500 km based on its own internal testing. No official WLTP range has yet been announced.

Despite that enormous battery, Genesis says the GV90 can charge from 10 to 80 per cent in 22 minutes when connected to a 350 kW DC fast charger.

Performance is suitably substantial for the brand’s flagship. Front and rear motors produce a combined maximum output of 490 kW and 800 Nm, making it the most powerful electric drivetrain yet developed by Hyundai Motor Group.

The GV90 is also the first Hyundai Motor Group vehicle to use electronic limited-slip differentials on both the front and rear axles, allowing the vehicle to more precisely distribute power between its four wheels.

A multi-chamber air suspension and electronically controlled dampers are designed to deliver the sort of isolated ride expected from a luxury limousine, while rear-wheel steering can turn the rear wheels by up to five degrees to reduce the turning circle of the enormous SUV.

And enormous it is. At 5,285 mm long with a 3,245 mm wheelbase and available 24-inch wheels, the GV90 is comfortably the largest vehicle in the Genesis range. The long wheelbase also contributes to a completely flat cabin floor and a more spacious second and third row.

The headline feature of the range-topping GV90 Neolun is what Genesis calls its Neolun Arch Gate. It consists of front and rear doors which open in opposite directions, with the conventional fixed B-pillar between them removed completely.

Unlike some coach-door arrangements, Genesis says the front and rear doors can open and close independently. The rear door first moves slightly outwards before rotating open, allowing it to clear the front door.

Genesis says the cabin uses a frame 1.5 times thicker than that of conventional vehicles, together with integrated high-strength steel tubes and structural foam, creating what it describes as a concealed roll cage.

The Neolun gets electrically swivelling front seats which can rotate a full 180 degrees when the vehicle is parked, which means the front occupants can face passengers sitting behind them, effectively transforming the cabin into a lounge or meeting space.

A four-seat Neolun Executive Suite goes further again, with individual rear seating, real wood flooring, an electrically controlled privacy roof, refrigerator, fold-out tables and a partition separating the passengers from the luggage compartment. In another act of indulgence, the wood floor incorporates radiant heating inspired by Korea’s traditional ondol underfloor heating system.

Genesis has removed the conventional start button. Opening the door powers up the vehicle, while pressing the brake pedal prepares it for driving.

A rotating Crystal Sphere controller emerges from the centre console and the column-mounted drive selector automatically moves into position. The dashboard features a 23.6-inch OLED display which can physically rise 90 mm from the dashboard when the vehicle is parked, expanding into a 24.6-inch screen intended for watching video and other entertainment.

Instead of a conventional instrument cluster, driving information is projected through an unusually large 25-inch head-up display. Other equipment includes a 25-speaker Bang & Olufsen Dolby Atmos audio system, massage seats with 15 individual air cells, ambient lighting, a heated windscreen and glass capable of electronically changing its transparency.

While Genesis has previously produced large luxury vehicles, the GV90 is a clear attempt to establish the relatively young brand alongside the traditional flagship models from European luxury manufacturers.

Genesis says the exterior design takes inspiration from traditional Korean moon jar pottery, with the company deliberately reducing the number of creases and decorative details across the vehicle.

Customers will have 16 exterior colours and multiple interior combinations to choose from, incorporating materials including natural wood, stone, leather and wool cashmere.A limited Neolun First Edition will also be produced with two-tone exterior paint, body-coloured 24-inch forged wheels and additional interior detailing.

Details on pricing or Australian availability has yet to be confirmed by Genesis.

• The first-generation Hyundai Kona and Kia Niro EVs are known for their failing drive units.
• Now, a German company is offering a cheaper alternative to the replacements offered by dealers.
• The same company makes plug-and-play replacements for the first-generation Tesla Model S.

Electric cars are a lot simpler than combustion vehicles, but even simple things can break. And when they do, the bills can be quite high, especially if we’re talking about affordable cars

These first-generation Hyundai Kona and Kia Niro crossovers were some of the most affordable EVs in the United States when they were new, and you could get a good used one for roughly $15,000. They can’t touch today’s EVs in terms of speed, range, or charging performance, but back in the day, they were some of the best out there.

But both suffer from the same problem. One of the reduction gearbox bearings on the front drive unit is known to fail, leading to what enthusiasts and owners have dubbed the “wheel of fortune” ticking. Replacing the transmission at the dealer can cost anywhere from $2,500 to $5,000, which is a third of the car’s entire value.

Now, though, a German company claims it can help owners save up to 30% while also getting replacement parts that are as good as new.

SEG Automotive, known for making starters and alternators, is now also remanufacturing drive units for electric cars. The company started with the Large Drive Unit (LDU) fitted to the first-generation Tesla Model S, and then added the Renault Zoe to its portfolio. From the end of this year, SEG will also offer remanufactured drive units for the Kia Niro EV and Hyundai Niro EV under its Redrive brand.

Photo by: SEG Automotive

The German company said it’s refurbishing everything, including the electric motor, transmission, and inverter. New bearings and seals are installed, and known vulnerabilities are addressed. In the case of the Tesla LDU, which is known to leak coolant, SEG installs a coolant delete to keep old drive units on the road for longer.

For the first-gen Kia Niro EV and Hyundai Kona EV, the Redrive units will be available for both the 134- and 201-horsepower versions. To get a remanufactured SEG drive unit, owners should get in touch with an authorized repair shop, which can send the faulty unit to SEG to get it refurbished.

The newly introduced Kia Niro and Hyundai Kona remanufactured drive units will be unveiled next month at the Automechanika show in Frankfurt, which runs from 8 to 12 September.

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According to a report from The Information, Tesla is getting ready to launch its autonomous Cybercab service in Austin, Texas, by the end of this month. However, this is an internal target, and there are indications Tesla might miss it.

The interesting bit about Tesla’s Cybercab service is that the vehicles don’t have any pedals or a steering wheel, which in turn means that the cars are entirely reliant on autonomous driving software. Which means there’s no failsafe if something happens to the software or even the hardware inside the vehicle. Or at least that’s how it seems.

Tesla’s report claims that its cars accumulated 380,000 driverless miles across all of its Robotaxi hubs, which isn’t much. Waymo, for reference, has accumulated 220 million miles since 2020.

Additionally, the registered Robotaxi vehicles in Austin are only 186, while the unsupervised vehicles have fallen from 25 to 17 this July, and this just isn’t enough to launch a full-scale driverless taxi service.

There is some effort from Tesla, at least, as the company has completed an emergency training with Austin first responders on how to move the vehicle out of the way when needed. Tesla also assures that all Robotaxis are constantly monitored and a human is always ready to take over a vehicle remotely if needed. The carmaker has also been offering rides to its own employees on campus.

The report suggests that Tesla isn’t actually planning a full-scale launch of its Cybercab fleet, but more of a soft launch in which the company will offer rides to its own employees, but on public roads. Perhaps that’s why the official Tesla Robotaxi account on X is inviting people to get a free test ride on August 23 before the unscheduled so-called Cybercab launch event.

Source

The first of three electric truck charging hubs has officially begun construction in Melbourne’s west, the start to what will become Australia’s first shared-use electric truck charging network.

NewVolt, founded in 2019, actually began construction on the Laverton North charging hub back in June, though only confirmed the news on its LinkedIn account last week. A group of “fleet customers, partners, suppliers, and supporters” were invited to mark the start of works.

The Laverton North charging hub, located immediately adjacent to the convergence of Melbourne’s two most important western freight arterials – the M80 Ring Road and M1 Westgate Freeway – is the first of three to be built across Melbourne’s key freight corridors, which are backed by $25 million in funding from the federal government’s Australian Renewable Energy Agency (ARENA).

A total of 12 high-power charging bays configured for both heavy- and medium-duty battery electric trucks will be built, with purpose-built bay lengths, amenities, and 24-hour operations. Charge rates are expected to include fast-charging up to 400 kilowatts (kW) as well as megawatt charging systems (MCS)

The next two charging hubs will be built in Melbourne’s northern freight precinct and one in the south-east, completing a triangle of coverage across the city’s primary logistics corridors.

NewVolt expects the Laverton North charging hub to support more than 100 charging sessions per day.

Previous reporting and the company’s own website claim the Laverton North charging hub will be operational by year’s end, but NewVolt co-founder Rainer Knobloch is quoted in the LinkedIn announcement as saying that the charging hub “will be operational in the first quarter” of 2027.

• Recurrent estimates 91% battery health after one year and 25,000 miles.
• The Model Y still covered nearly 300 miles in a highway range test.
• Battery degradation is usually steepest early in an EV’s life, then slows.

It seems the brunt of an EV’s battery degradation happens early on and then tapers off, as large-scale battery tests suggest. After one year and around 25,000 miles, YouTuber Andy Slye checked the battery health of his 2026 Tesla Model Y Premium Rear-Wheel Drive after one year of ownership, and it showed an estimated 91% of its original battery health remaining—but he sees little reason for concern.

Slye did not perform Tesla’s full overnight battery-health test, which requires the car to stay plugged into an AC charger for over 16 hours while it discharges the battery to near empty and then charges it fully. Instead, he used Tesla’s in-app diagnostic, which returned only a general “healthy” verdict.

The 91% figure comes from Recurrent, a third-party service that estimates battery health by analyzing data collected from the vehicle. It works by recording information such as the battery’s state of charge, estimated range, mileage, charging activity, and temperatures, then comparing it with data from similar vehicles to produce an estimate.

But Slye says he isn’t worried about the apparently high early degradation of his Model Y’s battery. He previously ran a range test from full all the way down to 0%, driving mostly at interstate speeds, and managed to cover almost exactly 300 miles. He estimates that an 80% daily charge should provide around 240 miles of real-world range, which he says is more time than he’d like to drive without stopping anyway.

The apparently high degradation shouldn’t be attributed to much fast charging. Slye mostly charges his Model Y at home and only occasionally plugs it in to a Supercharger. It has also spent its first year in Kentucky rather than a consistently hot climate like Arizona, which is another factor known to accelerate battery aging.

The result is consistent with what Voltest considers normal degradation for a nickel-based long-range Tesla like Slye’s. These cars seem to experience their largest decline during the first two to three years or 50,000 miles. Voltest considers roughly 90% state of health a useful reference point for the initial drop before the degradation curve flattens.

This early decline doesn’t really tell us how the battery will fare over the next 100,000 miles, since many factors influence it. But we’ve seen a three-year-old high-mileage Model 3 taxi retain 88.5% capacity, while the 2015 Model S P85D I recently drove had an estimated 86% remaining after nearly 160,000 miles.

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This is what Tesla had to deal with for nearly three years: dockworkers across Scandinavia refusing to touch roll-on/roll-off ferries, postal couriers locking up license plates in vaults, electricians cutting off maintenance to roadside Superchargers, and cleaners walking away from showrooms. For 1,021 grueling days, Sweden’s mighty IF Metall union staged what was supposed to be the ultimate stress test for Tesla’s uncompromising, Silicon Valley management style.

Come August 19, 2026, and the longest strike in modern Swedish industrial history will end. Not with a signed collective bargaining agreement, but with an empty picket line – Tesla simply bought out every striking technician until the union had nobody left to represent.

When 120 mechanics across seven Swedish service centers put their tools down on October 27, 2023, the local labor thought the Nordic solidarity would bring Austin to its knees. The sacred “kollektivavtal” covers more than 90% of Swedish workplaces, and quite obviously, they thought they were invincible. Tesla had other ideas.

The company treated the blockade as if it was a minor logistical issue. When domestic ports slammed shut, Tesla shipped cars to Germany and trucked them across the border into Trelleborg. When postal service PostNord refused to deliver registration plates, Tesla dragged the transport agency straight to court and picked up the stamped metal plates by hand. Elon Musk labeled the entire Swedish labor model “insane,” dug his heels in, and deployed a masterclass in obstinacy.

Here is the irony of the entire standoff: as union banners whipped in the freezing Baltic wind, Swedish drivers kept buying Teslas by the boatload. Throughout the worst escalations in 2023 and 2024, the Model Y was not only the nation’s favorite electric crossover – it was the single best-selling passenger car in Sweden, outright. Tesla registered a record 21,894 vehicles in the country across 2024 with the industrial strike running in top gear.

Eventually, Tesla did hit a brick wall, but the damage came from the least expected direction: the boardroom – not the picket lines. The company sold only 7,252 vehicles in 2025 (67% less than in 2024).

Nordic drivers, an environmentally conscious and socially minded demographic, got tired of Elon Musk’s polarizing political theatrics. The strike never meaningfully dented demand, but the CEO’s personal megaphone managed to wipe out two-thirds of the brand’s local sales volume in a single calendar year.

2026 has delivered a cautious (if a little erratic) recovery off that battered baseline so far: 512 registrations in January, 553 in February, a seasonal surge of 1,784 units in March, followed by 429 in April and 858 in May. But behind the scenes, Tesla executed its definitive checkmate against the union.

Rather than caving to collective bargaining – a concession that might trigger dominoes across its global network – Tesla quietly approached striking workers individually with lucrative buyout packages. One by one, mechanics accepted the payouts and walked away. When IF Metall reviewed its ranks this August, there were no striking members left to call into a meeting.

Union leadership, including IF Metall chair Marie Nilsson and contract secretary Simon Petersson, called the outcome “an act of ruthless, unprecedented strikebreaking funded by bottomless corporate coffers.” They are absolutely right about the precedent.

Buying out an entire bargaining unit shows that any ultra-wealthy multinational can bypass the collective bargaining mechanisms. Those rules have defined the Scandinavian economy for nearly a century. And now, every foreign automaker and tech giant eyeing European expansion watched a live presentation on how to neutralize organized labor with an open checkbook.

The outcome of this 1,021-day battle will echo far beyond Stockholm. Over in Germany, powerful union IG Metall has spent years laying siege to the Grünheide Gigafactory outside Berlin, hoping to rope Tesla into standard industry wage structures. Sweden was supposed to be the fortress of worker solidarity that proved no car company is bigger than the local system. Instead, Tesla proved that if you don’t mind swallowing three years of scathing headlines, engineering bizarre freight workarounds, and buying out your opposition one wrench-turner at a time, you can write your own rules.

Via