Last night, Ford released a pair of electrified Ford Bronco models – a pure battery-electric version packing a massive 105.4 kWh battery pack and an EREV version with its own whopping 43.7 kWh battery and 800 miles of combined range. That’s the good news.

The bad news? You’ll probably never see either them.

Ford Authority reports that these Bronco New Energy models (“new energy” is name often given to electrified vehicles in China) will be produced in China by Jiangling Ford exclusively for the Chinese market. But, while the New Energy versions may look like their ICE-powered cousins, that’s where the similarities seem to end.

It’s its own thing

Developed specifically for the Chinese-market and apparently designed for more on-road driving, the Bronco New Energy is visually similar to “our” Bronco Sport, but reportedly much, much larger. “At roughly 198 inches long,” reports The Drive, “this Bronco is about nine inches longer than a gas four-door and has more than two feet on a Sport. It also carves a wider footprint than all Stateside models except the widened Wildtrak, and weighs around 5,800 pounds.”

Advertisement – scroll for more content

The EREV version of the Bronco New Energy reportedly weighs in a bit under that, at “just” 5,500 lbs.

Powering the big battery-electric Ford Bronco features a pair of electric drive motors, a 130 kW (~175 hp) unit up front and a 202 kW (~270 hp) unit at the rear for AWD performance. They’re powered by a 105.4 kWh LFP “blade” battery from BYD’s FinDreams subsidiary, which also provides similar batteries to Tesla’s Gigafactory in Shanghai.

That battery/motor configuration is reportedly efficient enough to give Ford Bronco EV buyers up to 650 km of driving range, or just over 400 miles on the Chinese WLTP cycle.

The EREV version makes do with “just” 43.7 kWh of battery – but that’s an EV battery all on its own in some markets, and with more than 200 km of electric-only range (over 130 miles), the 1.5L turbocharged ICE genset probably won’t get much use. That said, once it does kick on the combined gas-electric hybrid system will reportedly travel more than 1,220 km (~750 miles) before it needing to get topped off.

Those specs come from Chinese auto industry analyst Tycho de Feijter, and I’ve included his original tweet about the reveal, below.

The photos, from the Chinese Ministry of Industry and Information Technology (MIIT) also hints at a new ADAS cluster above the windscreen that seems to incorporate LiDAR and sensors at the front fenders. There’s no word on whether this is the rumored “Level 3” autonomous tech stack Ford has been teasing since last June, but a high-profile launch like the company’s first-ever electric Bronco in a critical market like China makes a ton of sense to me.

The Ford Bronco New Energy EV and EREV models are expected to launch in China later this year. Pricing and options have yet to be announced.

Electrek’s Take

An all-electric or even EREV Ford Bronco like this one – a bit more mainstream and less off-road focused than the 60s-inspired we have now – would do great numbers in the US as a rival to the Kia EV9, Rivian R1S, or six-passenger Model Y (I know the X is a better comparison, but no one’s buying those). Under the current Trump Administration and franchise dealer body, though, an EREV might receive a warmer welcome. But while Ford has said that it plans to offer extended-range EVs in the US under a variety of nameplates, those are at least two years away.

IMAGES: MIIT, Ford.

The 30% federal solar tax credit is ending this year. If you’ve ever considered going solar, now’s the time to act. To make sure you find a trusted, reliable solar installer near you that offers competitive pricing, check out EnergySage, a free service that makes it easy for you to go solar. It has hundreds of pre-vetted solar installers competing for your business, ensuring you get high-quality solutions and save 20-30% compared to going it alone. Plus, it’s free to use, and you won’t get sales calls until you select an installer and share your phone number with them. 

Your personalized solar quotes are easy to compare online and you’ll get access to unbiased Energy Advisors to help you every step of the way. Get started here.

Storied Italian brand Lancia announced its return to motorsport with the launch of 212 hp Ypsilon Rally4 Trofeo Lancia cup car – but the really exciting news was buried in the press release. A new, motorsport-inspired, all-electric 280 hp street version of the new Lancia Y is here. What’s more, it’s bringing back the iconic HF badge.

Back in the 1980s, the quickest, gnarliest, most dangerous cars in the world raced against each other in the Group B rally class. Renault ran the mid-engined R5 Turbo, Audi ran the devastating Ur-Quattro, and Lancia ran its legendary Delta HF Integrale. There’s a newfound interest and romanticism about that era these days, fueled in part by the companies, themselves, and low-production monsters like the 580 hp R5 Turbo 3E.

It’s proven to be a successful formula. The new-age Renault 5 selling like hotcakes, and the sizzling R5 Turbo 3E selling out in minutes.

Now Lancia is getting into the mix, with a less insane (but still lickedy-quick) 280 hp rally-inspired EV of its own, and it’s bringing back the classic HF nameplate – complete with a modernized version of the iconic “galloping elephant” badge.

Advertisement – scroll for more content

Symbols of Lancia’s heritage, the badge’s core elements—the HF acronym and the iconic elephant—have been simplified in both line and form, creating a new balance that conveys innovation, premiumness, and the Italian spirit, with a touch of eclecticism, all while respecting the unmistakable geometries of the Lancia brand. In particular, the colors come from the official logo of the 1966 Fulvia Coupé, while the slant of the letters is inspired by the Lancia Delta logo from the 1990s to express speed and radicality.

LANCIA

As a car, the new Lancia Ypsilon HF EV features a lowered suspension and a wheel track that’s been widened by 3 cm (a little over an inch) compared to the standard model. Visually, dedicated front bumpers featuring an HF logo, special 18″ lightweight aluminum alloy wheels, an aerodynamic rear diffuser, and wheel arches that create, “assertive, muscular forms designed for performance and inspired by the brand’s most radical, iconic cars.”

The changes set the stage, and clue bystanders in to the car’s sporting possibilities – and those possibilities are very, very real.

Big, AWD shoes to fill

The last car to wear the HF badge, the Lancia Delta, was the single most successful model in the history of rally racing, scoring constructors’ championships in 1987, 1988, 1989, 1990, 1991, and 1992 – and that doesn’t include the Lancia 037 that won it in 1985, or the Stratos and Fluvia HF models that dominated the 1970s, either. All told, the brand has scored 11 victories at Dakar and an almost unimaginable 27 world championships.

Those are some big shoes tires to fill, and Lancia has given its new electric hot hatch 280 hp and 345 Nm (255 lb-ft) of torque, delivered to the ground through a Torsen limited-slip differential that can direct torque to the inside or outside tires, steering the car like a tank and maximizing its mechanical grip through corners.

The Alcon braking system—featuring monobloc four-piston calipers and enlarged 355-mm discs—ensures power, stability, and fatigue resistance; meanwhile, the fine-tuning of the chassis and suspension—with rigidity increased by up to 67% at the front and 153% at the rear anti-roll bar—guarantees precise and engaging driving dynamics.

LANCIA

The sprint from 0-100 km/h (62 mph) happens in about five-and-a-half seconds on the way to the Lancia’s electronically limited top speed of 180 km/h. That ‘s about 112 mph – which is positively moving on loose dirt and gravel, I promise!

Parent company Stellantis says its new Lancia Ypsilon HF offers 370 km (about 230 miles) of range with standard tires (based on the WLTP cycle), thanks to a highly efficient, 400V, 54 kWh lithium-ion battery capable of fast charging that adds up to 100 km of range for every 10 minutes it’s plugged into a DC fast charger.

Pricing wasn’t announced, but expect something in the €35-40,000 range. Order books are open now, with deliveries set to begin later this year.

Electrek’s Take

Look, I’m not here to lie to you people – I am a huge Lancia fan. I’ve owned a few Betas (two coupes and a gorgeous HPE shooting brake in Azzurro Metallizato), a Delta, a Montecarlo … and I’ll very probably own one or two more before I finally kick the bucket. As such, there is absolutely zero chance that I’m looking at this thing objectively.

I absolutely must have one, and I promise that I’ll race anyone who pulls up alongside me in a Renault or Audi. Bet.

SOURCE | IMAGES: Stellantis.

The 30% federal solar tax credit is ending this year. If you’ve ever considered going solar, now’s the time to act. To make sure you find a trusted, reliable solar installer near you that offers competitive pricing, check out EnergySage, a free service that makes it easy for you to go solar. It has hundreds of pre-vetted solar installers competing for your business, ensuring you get high-quality solutions and save 20-30% compared to going it alone. Plus, it’s free to use, and you won’t get sales calls until you select an installer and share your phone number with them. 

Your personalized solar quotes are easy to compare online and you’ll get access to unbiased Energy Advisors to help you every step of the way. Get started here.

America’s two best-known flagship electric motorcycle brands are making a bold pivot – opening their business models up to include smaller, more affordable bikes – and the timing couldn’t be better. Zero Motorcycles and LiveWire have each unveiled new, budget-conscious models aimed at expanding the mainstream appeal of electric two-wheelers.

Zero’s new XE and XB go into production

Back in mid-June, Zero confirmed production had begun on its XE and XB models, part of its “All Access” initiative to attract a wider customer base. These bikes, priced at between $4,395 to $6,495, position Zero squarely into the light EV dirt-bike segment dominated by brands like Sur‑Ron and Talaria.

Unlike its flagship $15–$25k street and dual-sport motorcycles, these new models are smaller, simpler, and much more affordable. That’s exactly what younger or less-wealthy riders have been waiting for.

That said, there’s a catch: neither the XE nor XB is currently street-legal in the US, limiting US sales to off-road or private-property use. Europe will see fully homologated versions, but US customers must wait, at least unless legislation or business priorities change.

Advertisement – scroll for more content

Zero is leaning heavily on Asian manufacturing partnerships, most notably with China’s Zongshen, to hit these price points, while still leveraging its Californian brand identity to keep the bikes feeling as Western as possible.

LiveWire’s street-legal approach

Days ago, LiveWire unveiled two new small-format electric bikes – one built for the street and one for trails – positioned well under their premium S2 series. It’s not yet known if the platform these smaller bikes are built on is the much-awaited S3 platform, but it does look like a scaled-down version that could help LiveWire push out several interesting new models at more affordable price points.

Though final pricing remains unknown, these models are expected to cost well under the $16K‑$17k range of LiveWire’s current offerings. With performance targeting 125cc combustion bike levels (yet without all the muss and fuss of combustion engines), a pricetag falling well below half of current LiveWire sticker shock levels is a likely ballpark.

The fact that one model appears to be designed as street-legal right out of the gate sets LiveWire apart from Zero, at least in the US market. This urban-ready motorcycle could immediately serve commuters, hobby riders, and riders new to the brand – a group that’s been largely alienated by high-end pricing. While the trail version caters to off-road enthusiasts, the road-ready variant suggests LiveWire intends to disrupt the small-displacement market with premium build quality and dealer support, perhaps giving the Honda Grom some electric competition.

Why now?

Several industry trends are converging to make these smaller bikes a timely bet.

Affordability is becoming ever more essential as inflation squeezes motorcycle riders who are often buying something seen more as a recreational choice than a daily necessity. But with many young adults eschewing car ownership and instead opting for two wheels, an affordable price could open the door to an easier-to-justify sale.

With rising battery production and falling parts costs, sub‑$7K electric motorcycles are now viable. We’ve seen startups like Ryvid jump into this affordable commuter motorcycle market while being met with open arms from a market starved for affordable electric motorcycles.

Changing rider demographics are also putting more pressure on the market for new types of bikes. Younger, urban riders and first-time buyers want reliability and practicality, yet without premium prices. Spoiled by electric bikes that “just work” without breaking the bank, riders are looking for electric motorcycles with a maintenance schedule closer to a toaster than a Triumph.

Regulatory and branding momentum are also moving the needle. OEMs now have legacy street-legal systems in place, European homologation channels, and global production partnerships that make scaling even easier. Zero has been building street-legal bikes for over a decade, and LiveWire’s parent company (good ol’ H-D) has been building street-legal bikes since before our grandparents were just a twinkle in someone’s eye. They know how to do it, and now they can apply it to their partnerships with Asian companies that can produce these bikes more affordably.

And lastly, the competition is already here. Small EV dirt bikes from Sur‑Ron, Talaria, NIU, and others are filling demand and supplying the roving gangs of teenagers already throwing money at these companies for the chance to terrorize their neighborhoods on silent wheelie machines. While those companies lack major name-brand backing and significant dealer networks, they’ve still been able to flood the market with bikes. Imagine if the more established companies could do the same.

The market is starting to look ripe, and Zero and LiveWire can both see it. However, the two companies appear to be deploying distinct strategies to meet these market needs. Zero aims for cost leadership with off-road models that can compete directly with Sur Ron and others, while LiveWire emphasizes immediate street credibility with a mini-bike that can commute on day one. But despite the design differences, both are banking on Asian partnerships to drive down cost without sacrificing quality or brand consistency – hopefully.



Zero seems to have an edge on timing, with its models already starting deliveries. But without a street-legal offering, they’re playing in a different league and could cede ground to LiveWire if the latter can produce a street-legal model quickly enough.

Regardless of the company though, as these new models launch, riders will finally see electric alternatives for everyday motorcycling – not just for premium performance segments. Zero’s affordable dirt bikes could grow into street-legal versions, while LiveWire’s street model could provide the first compelling commuter e-moto from a major US brand with a nationwide dealer and service network.

American electric motorcycling is at a tipping point. With both brands aiming at entry-level price points, the next 12 months could reshape what it means to start riding electric. Though having been walked right up to the edge of this promised land before without being allowed to finally enter, this could also be just another false start for the industry. Either way, the next year is going to be mighty interesting!

FTC: We use income earning auto affiliate links. More.