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2027 Mitsubishi Eclipse Sportback starts at $48,998. October 6, 2026 Mitsubishi's new 75-kWh electric crossover delivers up to 454 km of range and a longer warranty than the Nissan Leaf. * The 2027 Mitsubishi Eclipse Sportback will start at $48,998 before fees and available incentives. * Its 75-kWh battery provides an estimated 454 km maximum range. * The comparable Leaf S+ costs $3,800 less and offers an extra 34 km of range. Mitsubishi Motors re-enters Canada's EV market in November with the 2027 Eclipse Sportback, priced from $48,998 before freight, fees and applicable incentives. A Technology Package raises the MSRP to $54,098. The base version qualifies for the federal Electric Vehicle Affordability Program, which currently offers a rebate of up to $5,000. It's also eligible for some provincial rebates including Quebec's which tops out at $2,000. The Eclipse Sportback uses a 75-kWh lithium-ion battery and offers an estimated range of up to 454 km. Its charging hardware includes a J1772 connection for Level 1 and Level 2 charging, along with a North American Charging Standard port for DC fast charging. Mitsubishi has not disclosed the vehicle's power output, charging speed, standard equipment or Technology Package contents. Motor Illustrated can safely assume that the Eclipse Sportback will feature the same front mounted electric motor providing 214 hp and 261 lb-ft of torque as the Leaf, along with 150-kW DC fast-charging capability. The Eclipse Sportback enters a segment where the Nissan Leaf already takes up a fair amount of space. Nissan's recently announced entry-level Leaf S starts at $34,998 (total fees and levies add approximately $3,000), making it $14,000 less expensive than the base Mitsubishi. However, its 53-kWh battery provides a shorter estimated range of 341 km. The 75-kWh Leaf S+ is more directly comparable. It starts at $45,198 and offers up to 488 km of estimated range, placing it $3,800 below the Eclipse Sportback while providing 34 km of additional range. Warranty coverage could help Mitsubishi distinguish its new EV. The Eclipse Sportback receives a five-year/100,000-km comprehensive warranty, a 10-year/160,000-km limited warranty covering the powertrain and lithium-ion battery, and five years of roadside assistance. Nissan provides three-year/60,000-km basic coverage on new vehicles. The Leaf's EV system is covered for five years or 100,000 km, while its lithium-ion battery warranty extends to eight years or 160,000 km. The Eclipse Sportback is the first new model introduced under Mitsubishi's Momentum 2030 business plan. It calls for at least one new or substantially updated vehicle annually between fiscal 2026 and fiscal 2030. An off-road-focused Outlander spin-off is scheduled to follow in early 2027. Mitsubishi also plans to return to the North American pickup segment through its partnership with Nissan, although timing and product details remain unconfirmed. Discover more Carbon fiber parts SUVs & Crossovers

Latvian electric car of the year tests evaluate 33 contenders. Can Chinese EV manufacturers outpace traditional brands in the latvian market? Discover more Printing & Publishing Advertising policy consulting Engineering & Technology With contenders testing vehicles across three distinct price brackets ahead of the October 20 winner announcements, traditional European automakers face mounting pressure from aggressive Chinese pricing and rich baseline trims. The bottom line. * Market Share Expansion: Chinese automakers account for a growing share of new electric vehicle registrations in Latvia, continuing trends observed in the broader European market. * Global Industry Realities: Industry leaders like Ford CEO Jim Farley note that European markets have been slow to react, leaving traditional legacy brands scrambling to adapt to lower production costs and rapid scaling from Asian competitors. While European brands continue to lead in traditional steering feedback, suspension tuning, and road composure, Chinese manufacturers frequently counter with superior battery technologies and extensive auxiliary equipment included directly in base trims. In the budget category, ten models contend with base prices ranging from 21,990 to 33,810 euros. Chinese marques such as BYD, MG, and Omoda face off against entry-level offerings from Volkswagen, Cupra, Nissan, Renault, Kia, and Ford. Meanwhile, the mid-price tier spans 17 models priced between 35,900 and 59,900 euros. Zeekr stands out for delivering among the highest maximum charging capacities in this bracket, while Mercedes-Benz emphasizes low energy consumption and extended single-charge range. For vehicles priced above 60,000 euros, six premium entries from BMW, Mercedes-Benz, Volvo, and Lexus compete with base prices running from 60,834 to 75,020 euros. Competition organizer Roberts Jansons noted that traditional brand reputation offers buyers a sense of security and club identity, yet lesser-known manufacturers regularly surprise testers by meeting or exceeding their technical promises on the road. Discover more Real-time news updates Health news summaries | Price Category | Price Range (EUR) | Key Participating Brands | | Budget Tier | €21,990 - €33,810 | BYD, MG, Omoda, Volkswagen, Cupra, Nissan, Renault, Kia, Ford | | Mid-Price Tier | €35,900 - €59,900 | Toyota, BYD, Tesla, Subaru, Zeekr, Mercedes-Benz | | Premium Tier | €60,834 - €75,020 | BMW, Mercedes-Benz, Volvo, Lexus | Broader market pressures and the Global response. The local competition mirrors a wider continental shift. Chinese brands have captured nearly 12 procentu of the European new passenger car market, prompting legacy manufacturers to reconsider long-term operational strategies. At the same time, structural cost advantages remain a core challenge for Western automakers. Data from the International Energy Agency shows that battery electric vehicle production costs in China remain lower than in developed Western economies. This cost gap stems from integrated supply chains, factory efficiency, massive production scale, and advanced battery manufacturing dominance, with China controlling over 80 procentus of battery element production. Related reading Discover more News subscription service Daily news updates Journalism training course Senior Editor, Economy An award-winning financial journalist and analyst, Daniel brings sharp insight to economic trends, markets, and policy shifts. He is recognized for breaking complex topics into clear, actionable reports for readers and investors alike.

Incite D just tested the 2027 Nissan Z NISMO manual - is it the best Z yet? Bob Hernandez Fri, October 2, 2026 at 4:00 AM PDT Excellent track capability Powerful, fade-resistant brakes Strong powertrain Noticeable weight and heft Difficult manual transmission Harsh ride quality Nissan has finally given the Z NISMO the transmission enthusiasts wanted from the start: a six-speed manual. The stick shift adds involvement to a car already transformed by NISMO's chassis, brake, and powertrain upgrades, but it also raises a question: Does the manual make this track-focused Z more engaging, or does it expose the limitations of an aging platform? The answer is a little of both. The NISMO is quick, capable, and more balanced than the standard Z, yet it's still heavy, stiff-riding, noisy, and burdened by dated details. It feels less like a modern sports car than a highly developed old-school tuner. Is the NISMO manual the track-day Z? This thing is in its element when pushed to the limit on a road course. Incite D were impressed by how planted, balanced, and predictable the Z feels when driven hard. Its steering is heavy but accurate, and the car is easy to place. The chassis tolerates an aggressive driving style and remains composed through quick transitions. Other editors found it easy to settle into a rhythm on the handling course, with enough grip and stability to inspire confidence. That represents a clear evolution from the current-generation Z Performance, which also felt balanced and poised but had less grip, more body motion, and a greater tendency toward rear-end movement under hard braking. The NISMO's larger brakes, additional chassis bracing, upgraded tires, and more aggressive suspension calibration give it a much more secure track attitude. Nissan also gives the NISMO a smoother damper stroke for 2027, though the car's mass remains apparent in corners. The trade-off is that the Z NISMO doesn't feel especially light or playful. It tends toward moderate understeer when pushed hard and doesn't eagerly rotate or oversteer. The manual Mustang Dark Horse Incite D tested was quicker and generated more grip, but it wore optional Pirelli P Zero Trofeo RS tires designed for more serious track work. The Nissan's Dunlop SP Sport Maxx GT 600s are capable high-performance street tires, but they are not intended for the sustained heat of a racing circuit. The NISMO's brakes are one of its clearest strengths. Two-piece Akebono front rotors with forged aluminum hats, high-performance pads, and NISMO-specific calipers provide strong initial bite and a firm, easily modulated pedal. Repeated hard stops barely dull their response. Compared with the standard Z's soft, vague brake pedal, the NISMO is a major step forward, even if it lacks the Dark Horse's extraordinary stopping power. Acceleration: strong engine, difficult execution. The NISMO adds 20 hp and 34 lb-ft of torque to the lineup's standard 400 hp and 350 lb-ft. Its 3.0-liter twin-turbo V-6 sends power to the rear wheels through a six-speed manual transmission, with a carbon-fiber driveshaft, Exedy high-performance clutch, and SynchroRev Match included. This isn't the quickest Z Incite D has tested: The automatic Z NISMO reaches 60 mph a half second sooner and covers the quarter mile seven-tenths quicker, at nearly 6 mph faster. The manual Z NISMO also trails the manual Mustang Dark Horse by a similar margin. Even so, this is the quickest manual Z Incite D has tested, matching the best 370Zs and comfortably beating the 350Zs Incite D tested. The VR30 engine delivers abundant midrange torque and strong passing power, but it doesn't feel eager to spin. The Z NISMO can seem burdened by its mass, particularly when accelerating in a straight line. Above roughly 4,000 rpm, it becomes more energetic and pulls hard toward its 6,800-rpm redline. The gritty, trucklike engine note adds character, though it lacks the smoothness and refinement of the Mustang's V-8 or Toyota Supra's inline-six. The manual's gearing is well suited to a winding road or racetrack, keeping the engine in its powerband once the car is moving. Getting the Z NISMO moving quickly is another matter. Launch control holds the engine at 3,000 rpm, but it requires a carefully modulated clutch release rather than simply dropping the pedal. Finding the right balance is difficult, and the car can bog. Bypassing launch control doesn't completely solve the problem, as the engine's revs are still limited. The 1-2 shift also requires a slower, more deliberate clutch release than expected. Other editors found the launch procedure frustrating, and some found the shifter difficult to work quickly and accurately, even though the gearbox feels sturdy and mechanical. Analog engagement. The Z NISMO feels reassuringly mechanical but not especially fluid. Its steering wheel carries substantial weight, and the reduced-friction steering rack makes the response accurate and confidence-inspiring. The wheel itself feels too large, however, and can interfere with the driver's view of the road or instruments depending on seating position. The result is a sports car that feels serious and substantial rather than light and delicate. The NISMO-specific shifter is shorter than the standard Z's, but its throws aren't especially remarkable. More noticeable is the effort required to move the lever between gates. Its action is stiff and deliberate, and shifting quickly can feel sticky or imprecise. The clutch is similarly demanding, with a bite point that can be difficult to judge. That's a departure from its experience with the regular manual Z, whose gearbox was generally satisfying despite longer throws and a long-stroke clutch. Even the parking brake is a manual lever, an old-school touch that seems suited to a car with a long association with drifting. The Z NISMO gives enthusiasts plenty of physical input, but its stiff controls and weighty responses can make the experience more laborious than thrilling. Living with the manual Z NISMO. Ride quality depends heavily on the pavement, but the Z NISMO is never a quiet or relaxed daily driver. Its stiff suspension is expected of a track-focused model, yet rough pavement sends considerable vibration into the cabin. Road noise can overwhelm the engine and exhaust note at speed, making it difficult to hear the V-6 clearly enough to judge when to shift. Some editors found the car surprisingly usable on smoother roads, while others found rough roads punishing enough to cause fatigue or headaches. The Z is more practical than the Supra, with a useful hatchback cargo area, a more open cabin, and better outward visibility. Its Recaro seats are comfortable and supportive, though the aggressive seat-back bolsters contrast with less substantial support beneath the thighs. The manual adjustments feel out of place in a car costing more than $70,000, and some editors struggled to find a comfortable seating position or see over the steering wheel. The displays and physical controls are functional, while the programmable shift light and three-bay gauge cluster add welcome theater. Still, the cabin feels like an old platform repeatedly upgraded and overdue for replacement. That dated character can be charming, but it's harder to overlook when the ride, noise, and seating position make daily driving more demanding than expected. Better than the standard Z, not the class leader. The 2027 Nissan Z NISMO starts at $68,555 and costs $70,080 as tested. For that money, buyers get the manual transmission, more powerful engine, NISMO-tuned suspension and steering, larger brakes, Recaro seats, unique aero, and forged Rays wheels. The NISMO is arguably the best version of the current Z and the one that most completely fulfills the car's enthusiast mission. At roughly $70,000, though, its stiff ride, noisy cabin, somewhat dated interior, difficult shifter, and noticeable heft are tough to overlook. The 2026 Mustang Dark Horse manual starts at roughly $66,000, and adding its Handling package and Recaro seats, as on its test car, brings the total to roughly $73,500 before any other options. The Mustang is the more polished, precise, and complete performance machine, but the Z NISMO is still a major step forward from the standard Z and the most convincing version of this generation to date. It's capable, charismatic, and genuinely fun - especially on a track - but its appeal comes from old-school character more than modern sports car excellence. The manual Z NISMO is finally the car Nissan should have built from the start, but after all these years, it still feels like an unusually well-sorted version of an old car.