NEws Roundup: Jan 13, 2026
- Adam Bernard
- Jan 13
- 5 min read
Check out the video: https://youtu.be/r2izJV9CuCI
The big picture
The CES event has grown tremendously since my last attendance in 1990, when I was a business school student working on a field study for Zenith about the then-emerging high-definition TV. Back then, the experience included visits to the National Association of Broadcasters and Zenith’s R&D labs. I never attended CES during my time at GM, as the event’s prominence grew later, and I would delegate attendance to the technology lead. Today, CES is far larger than other major shows like Frankfurt or Shanghai, boasting 148,000 attendees (including nearly 7,000 media representatives), 4,100 exhibitors (with 1,200 startups), 2.6 million net square feet of space, 400 conference sessions, and 1,300 speakers. The event draws 60% of the Fortune 500, with 55% of attendees being senior executives.
WHY IT MATTERS: Although still a big technology show, the automotive content here has waned over the past several years, reflecting both a rescoping of goals by automakers and decreasing interest in anything resembling a traditional auto show.
Afeela
I experienced a first-hand demo of the Afeela 1, a premium vehicle priced above $90,000. While the car isn’t unattractive, it doesn’t excel in any particular area for its price, especially when compared to the Lucid Air, which offers more range, power, and faster charging. The Afeela’s interior lacks the expected finesse and craftsmanship, and it omits physical controls for audio and climate. Despite prominent external sensors and lidar, it doesn’t offer handsfree capability, and color options are limited. The prototype, due in two years, is likely to share the sedan’s hardware and shortcomings.
WHY IT MATTERS: Sony and Honda are two respected brands that have managed to develop a vehicle sufficiently uninspiring that even they now admit it will only be a niche product. It doesn't bode well for future automotive/tech alliances if these companies can't create something suitably compelling.
THE BOTTOM LINE: Even at reduced volumes, will Afeela stores survive long enough for the SUV to actually hit the market? These vehicles may be one-and-done from the very start.
Lucid
Lucid revealed the Gravity robotaxi, which leverages Uber’s ecosystem and Nuro’s automated driving technology, targeting a launch at the end of this year. The vehicle, aside from additional sensors and a distinctive sensor array, resembles the standard Gravity model. It will feature Nvidia’s Alpamayo open-source AI models for advanced autonomy, with a new midsize SUV set to start production by year’s end, gaining L3 autonomy in 2028 and L4 in 2029. An SUV variant and a third, more differentiated model are planned for subsequent releases, though no sedan is expected. The reveal timing is not set but is likely close to production.
WHY IT MATTERS: The robotaxi is a key revenue opportunity for the company, but the Nvidia relationship is more important as multiple automakers target 2028 for Level 3 automated driving capability.
THE BOTTOM LINE: With software glitches to fix and owner loyalty to regain, Lucid has an uphill battle ahead.
Dreame
Dreame, a Chinese household appliance manufacturer, announced plans to enter the premium EV market in 2027, following in the footsteps of Dyson’s earlier, unsuccessful attempt. Last year, Dreame showcased vehicles reminiscent of the Rolls-Royce Cullinan and a Bugatti-inspired coupe. At CES, they presented three vehicles under the new Kosmera brand, focusing on performance, with plans to build in Europe and open “3-in-1” innovation showcases in key cities. The Star Razer and Star Matrix models feature impressive specs, including 2,040 horsepower, an 800V architecture, and a 0.20 drag coefficient, with 0-60 mph in 2.4 seconds. Pricing is unavailable, and launches are targeted for 2027 or 2028. The conceptual Nebula Next 01 claims even more extreme performance.
WHY IT MATTERS: Dreame is hoping to me more like Chinese electronics giant Xiaomi and less like Dyson, with premium products targeting not only the new wave of high-end Chinese brands but legacy European luxury brands as well.
THE BOTTOM LINE: This seems like vaporware, but remember that Xiaomi brought an extremely competitive EV to market in only three years, so don't count them out.
Next-gen Batteries and motors
Finland’s Donut Lab, a spinoff from Verge Motorcycles, announced the world’s first production solid-state battery, a technology long pursued by automakers. The Verge TS Pro electric superbike, starting at $30,000, will use this battery, with the premium model offering a 370-mile range, 0-60 mph in 3.5 seconds, a 10-minute full charge, and a claimed lifespan of 100,000 cycles—far exceeding typical lithium-ion batteries. If these claims hold, Donut may have achieved a breakthrough for EVs. Their booth also featured the UK’s Watt Electric Vehicles ultralight EV skateboard and a 2,000lb speedster from Longbow, both using Donut’s battery and motor tech. In-wheel motors, shown in various sizes, are expected in upcoming Alpine sports cars.
WHY IT MATTERS: Solid-state batteries are the holy grail for EV makers, and if Donut's claims are true it bodes well for the future of EVs.
THE BOTTOM LINE: Although pricey, the TS Pro boasts some enviable numbers, and you can be assured there will be some automakers buying it just to tear it apart.
Next-gen lidar
MicroVision introduced a new solid-state lidar unit priced at $200, significantly undercutting current market offerings outside China, with plans to reduce costs further for mass adoption by 2029. The unit, which integrates a system-on-a-chip and open software framework, is part of a tri-lidar architecture that replaces single roof-mounted systems with two short-range and one long-range unit. MicroVision is also exploring industrial and security applications, aiming for compatibility with both cameras and advanced radar technology.
WHY IT MATTERS: After several years of false starts, 2025 was a big year for automated driving, with numerous automakers and suppliers partnering up and announcing big plans. Microvision's tech can play a big role in democratizing this capability.
THE BOTTOM LINE: Smaller, lighter, cheaper, smarter--everything you could ask for in new tech.
You could've had a v8
Great Wall, known in the US as BMW’s partner for the new electric Mini lineup (though with no US sales planned), showcased its technological and AI capabilities at CES, aiming to foster a close driver-car relationship. The company also displayed its new twin-turbo V8 engine, which debuted in Shanghai, featuring hybrid capability, enhanced wading for SUVs, dual injection, and Miller cycle technology. This marks a shift from the earlier belief that Chinese automakers focused on EVs due to an inability to compete with legacy brands on internal combustion—an assumption that now appears outdated.
WHY IT MATTERS: Automakers who previously had significant EV investments are now shifting funds to internal combustion--but will beating the Chinese here be as challenging as beating them in EVs?
THE BOTTOM LINE: We are still a few years away from seeing Chinese-branded cars in the US, but they are building up a portfolio of technology to build a variety of buyers needs.
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