Nissan Micra Is a Cute EV That Aims to Revitalize the Brand in Europe
Nissan is bringing back the Micra name in Europe with a new electric hatchback that's based on the Renault 5 E-Tech.
The Micra's overall shape matches the Renault, but it gets circular headlights and taillights and unique bumper treatments.
Two powertrains are available, with a smaller battery and 121-hp motor providing 191 miles of range; a bigger battery and 148-hp motor bring 253 miles of range.
Nissan is shifting away from cars to a more SUV-heavy lineup in the United States. The Versa and Altima sedans are bound for retirement after 2025, while the Leaf hatchback will morph into a crossover for 2026, and plans for an electric Maxima successor have been shelved. That leaves just the Sentra—set to grow for its next generation—and the sporty Z coupe as the only cars left. But over in Europe, there's still demand for small cars, and Nissan has unveiled the new sixth-generation Micra hatchback, which now comes exclusively as an EV.
Nissan
The Micra hatchback has never been sold in the United States, although if you live in a state along the northern border, you may have spotted fourth-generation Micras driving around on Canadian plates. If you've recently vacationed in Europe, this latest Micra might also look familiar, as it is closely related to the stylish Renault 5 E-Tech.
The Micra doesn't have the same slick retro look as the Renault, but it's cute and has its own referential design elements. While the roofline, C-pillar, and overall stance are clear giveaways of its Renault bones, the front fascia is unique. The Micra wears interesting headlights with a main rectangular element flanked by rounded LEDs above and below, emulating the circular lights of past Micras.
All Micra EVs ride on 18-inch wheels, and the lower portion of the bodywork is dominated by gloss-black trim. The taillights are also circular, with a small piece poking outwards that makes the taillights look like an upside "Q." The two-tone look seen here will be optional, and buyers can also pair the body color with a gray roof.
Nissan
The cabin bears a strong resemblance to the Renault, with a 10.1-inch center touchscreen that's angled towards the driver and attached to a 10.1-inch digital gauge cluster. The central HVAC vents and climate controls are also canted to the left, while the dashboard in front of the passenger features stitched indentations that create an eye-catching shape in the ambient lighting. Another fun detail is a molded outline of Mount Fuji in the storage compartment between the front seats.
There's a choice of two batteries, either a 40-kWh unit or a 52-kWh pack. All Micras feature a single electric motor on the front axle, and the smaller battery brings 121 horsepower and a claimed 191 miles of range. The bigger battery bumps output up to 148 hp, along with 253 miles of estimated range. It also allows for charging at 100 kW on a DC fast-charger. The Micra supports vehicle-to-load capability too, allowing the car to power other electronic devices.
The Micra is likely too small to make it in the United States, as it measures less than 157 inches long. That means it's at least 20 inches shorter from nose to tail than a subcompact Versa sedan. Hatchbacks also haven't proven popular on our shores, inspiring Nissan's decision to grow the next-generation Leaf into a small SUV. But the new Micra proves that even as SUVs continue to increase their market share worldwide, small cars still have a place on the tight streets of Europe.
Caleb Miller
Associate News Editor
Caleb Miller began blogging about cars at 13 years old, and he realized his dream of writing for a car magazine after graduating from Carnegie Mellon University and joining the Car and Driver team. He loves quirky and obscure autos, aiming to one day own something bizarre like a Nissan S-Cargo, and is an avid motorsports fan.
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WIRED
an hour ago
- WIRED
Cops in Germany Claim They've ID'd the Mysterious Trickbot Ransomware Kingpin
Matt Burgess Lily Hay Newman May 30, 2025 9:22 AM The elusive boss of the Trickbot and Conti cybercriminal groups has been known only as 'Stern.' Now, German law enforcement has published his alleged identity—and it's a familiar face. Photograph:For years, members of the Russian cybercrime cartel Trickbot unleashed a relentless hacking spree on the world. The group attacked thousands of victims, including businesses, schools, and hospitals. 'Fuck clinics in the usa this week,' one member wrote in internal Trickbot messages in 2020 about a list of 428 hospitals to target. Orchestrated by an enigmatic leader using the online moniker 'Stern,' the group of around 100 cybercriminals stole hundreds of millions of dollars over the course of roughly six years. Despite a wave of law enforcement disruptions and a damaging leak of more than 60,000 internal chat messages from Trickbot and the closely associated counterpart group Conti, the identity of Stern has remained a mystery. Last week, though, Germany's federal police agency, the Bundeskriminalamt or BKA, and local prosecutors alleged that Stern's real-world name is Vitaly Nikolaevich Kovalev, a 36-year-old, 5'11' Russian man who cops believe is in his home country and thus shielded from potential extradition. A recently issued Interpol red notice says that Kovalev is wanted by Germany for allegedly being the 'ringleader' of a 'criminal organisation.' 'Stern's naming is a significant event that bridges gaps in our understanding of Trickbot—one of the most notorious transnational cybercriminal groups to ever exist,' says Alexander Leslie, a threat intelligence analyst at the security firm Recorded Future. 'As Trickbot's 'big boss' and one of the most noteworthy figures in the Russian cybercriminal underground, Stern remained an elusive character, and his real name was taboo for years.' Stern has notably seemed to be absent from multiple rounds of Western sanctions and indictments in recent years calling out alleged Trickbot and Conti members. Leslie and other researchers have long speculated to WIRED that global law enforcement may have strategically withheld Stern's alleged identity as part of ongoing investigations. Kovalev is suspected of being the 'founder' of Trickbot and allegedly used the Stern moniker, the BKA said in an online announcement. 'It has long been assumed, based on numerous indications, that 'stern' is in fact 'Kovalev',' a BKA spokesperson says in written responses to questions from WIRED. They add that, 'The investigating authorities involved in Operation Endgame were only able to identify the actor stern as 'Kovalev' during their investigation this year,' referring to a multi-year international effort to identify and disrupt cybercriminal infrastructure, known as Operation Endgame. The BKA spokesperson also notes in written statements to WIRED that information obtained through a 2023 investigation into the Qakbot malware as well as analysis of the leaked Trickbot and Conti chats from 2022 were 'helpful' in making the attribution. They added, too, that the 'assessment is also shared by international partners.' The German announcement is the first time that officials from any government have publicly alleged an identity for a suspect behind the Stern moniker. As part of Operation Endgame, BKA's Stern attribution inherently comes in the context of a multinational law enforcement collaboration. But unlike in other Trickbot and Conti-related attributions, other countries have not publicly concurred with BKA's Stern identification thus far. Europol, the US Department of Justice, the US Treasury, and the UK's Foreign, Commonwealth & Development Office did not immediately respond to WIRED's requests for comment. Several cybersecurity researchers who have tracked Trickbot extensively tell WIRED they were unaware of the announcement. An anonymous account on the social media platform X recently claimed that Kovalev used the Stern handle and published alleged details about him. WIRED messaged multiple accounts that supposedly belong to Kovalev, according to the X account and a database of hacked and leaked records compiled by District 4 Labs but received no response. Meanwhile, Kovalev's name and face may already be surprisingly familiar to those who have been following recent Trickbot revelations. This is because Kovalev was jointly sanctioned by the United States and United Kingdom in early 2023 for his alleged involvement as a senior member in Trickbot. He was also charged in the US at the time with hacking linked to bank fraud allegedly committed in 2010. The US added him to its most wanted list. In all of this activity, though, the US and UK linked Kovalev to the online handles 'ben' and 'Bentley.' The 2023 sanctions did not mention a connection to the Stern handle. And, in fact, Kovalev's 2023 indictment was mainly noteworthy because his use of 'Bentley' as a handle was determined to be 'historic' and distinct from that of another key Trickbot member who also went by 'Bentley.' The Trickbot ransomware group first emerged around 2016, after its members moved from the Dyre malware that was disrupted by Russian authorities. Over the course of its lifespan, the Trickbot group—which used its namesake malware, alongside other ransomware variants such as Ryuk, IcedID, and Diavol—increasingly overlapped in operations and personnel with the Conti gang. In early 2022, Conti published a statement backing Russia's full-scale invasion of Ukraine, and a cybersecurity researcher who had infiltrated the groups leaked more than 60,000 messages from Trickbot and Conti members, revealing a huge trove of information about their day-to-day operations and structure. Stern acted like a 'CEO' of the Trickbot and Conti groups and ran them like a legitimate company, leaked chat messages analyzed by WIRED and security researchers show. 'Trickbot set the mold for the modern 'as-a-service' cybercriminal business model that was adopted by countless groups that followed,' Recorded Future's Leslie says. 'While there were certainly organized groups that preceded Trickbot, Stern oversaw a period of Russian cybercrime that was characterized by a high level of professionalization. This trend continues today, is reproduced worldwide, and is visible in most active groups on the dark web.' Stern's eminence within Russian cybercrime has been widely documented. The cryptocurrency tracing firm Chainalysis does not publicly name cybercriminal actors and declined to comment on BKA's identification, but the company emphasized that the Stern persona alone is one of the all-time most profitable ransomware actors it tracks. 'The investigation revealed that stern generated significant revenues from illegal activities, in particular in connection with ransomware,' the BKA spokesperson tells WIRED. Stern 'surrounds himself with very technical people, many of which he claims to have sometimes decades of experience, and he's willing to delegate substantial tasks to these experienced people whom he trusts,' says Keith Jarvis, a senior security researcher at cybersecurity firm Sophos' Counter Threat Unit. 'I think he's always probably lived in that organizational role.' Increasing evidence in recent years has indicated that Stern has at least some loose connections to Russia's intelligence apparatus, including its main security agency, the Federal Security Service (FSB). The Stern handle mentioned setting up an office for 'government topics' in July 2020, while researchers have seen other members of the Trickbot group say that Stern is likely the 'the link between us and the ranks/head of department type at FSB.' Stern's consistent presence was a significant contributor to Trickbot and Conti's effectiveness—as was the entity's ability to maintain strong operational security and remain hidden. As Sophos' Jarvis put it, 'I have no thoughts on the attribution as I've never heard a compelling story about Stern's identity from anyone prior to this announcement.'
The Hill
an hour ago
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How corporate America is taking a stand against Trump
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Motor Trend
2 hours ago
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2025 Volvo EX90 Performance First Test: A Few Buttons Short of Perfection
Pros Drives exactly how a Volvo should Seats so comfortable, you'll want them in your house Practical three-row seating with ample cargo space Cons Rivals offer more range and faster charging Safety settings revert to DEFCON 5 before every drive Minimalist user experience isn't for everyone The first Volvo engineered from the ground up to be an EV is, in nearly every way, exactly what Gothenburg's crown jewel should be. The 2025 Volvo EX90 Ultra Twin Motor Performance is as practical as it is luxurious, quiet and comfortable with a timeless design and effortless performance. 0:00 / 0:00 There's just one hurdle that might trip up buyers willing to fork over $90,640 for the 510-hp three-row SUV. Volvo's embrace of the latest tech trends has completely changed how you interact with the car. Are Volvo buyers really clamoring for a button-free cockpit? Did they ask for an alternative to the tried-and-true key fob? And how much Tesla is too much Tesla for a Volvo owner? The Flagship Volvo Driving Experience The tech will likely push some shoppers outside their comfort zones, but that's the only way an EX90 can make anyone uncomfortable. The Ultra trim's air springs and adaptive dampers relax the optional $800 22-inch wheels with rubber-band tires, turning hard impacts into soft, distant thumps. The cabin is a blissful sanctuary free from wind noise, road noise, and the constant thrum of an internal combustion engine. The front seats cradle you like a bean-bag chair and give a Swedish massage so good we dropped a $20 tip in the cupholder. Toggling the steering and suspension between soft and firm effects changes big enough to be felt and subtle enough that every combination is a natural fit for a Volvo with 'Performance' in its name. This car isn't fierce, it's fluid. Its 671lb-ft of torque pour out of the motors like fondue—smooth, creamy, indulgent goodness. Hitting 60 mph in 4.2 seconds and clearing the quarter mile in 13.0 seconds might not be all that quick by time-warping EV standards, but it's a quiet riot in a Volvo. Stopping a 6,084-pound SUV on all-season tires from 60 mph in just 110 feet is a revolt against the laws of physics. With one-pedal driving switched on, the right pedal transitions from acceleration to coasting to deceleration with uncommon grace. The regenerative braking isn't quite as aggressive as what you'll get in a Rivian or a Tesla, and the EX90 is better for it. No matter how quickly you lift off the accelerator, it's impossible to bobble your passengers' heads. All this makes the EX90 Performance unique in how it blends comfort and athleticism, which we want to stress is different than a luxury SUV that can switch between comfort and sport—plenty of German SUVs already have the Jekyll and Hyde thing covered. The EX90 never feels flustered by a fast curve or unsettled by a rough road. It is always smooth and quick at the same time. In the age of electronic controls and software-defined features, it's rare for a new car to be so laser focused on a singular, consistent driving character. The dynamics engineers appear to have a narrow idea of what a Volvo should be—the right idea. We have just one complaint about how it drives: There are brief moments where the EX90 is the mellowest 510-hp car we've ever driven. Stomp the right pedal from a roll at suburban or interstate speeds, and the EX90 takes its sweet time before rocketing toward the horizon. You can literally count out loud—one, two, three—before the full force hits you. If you want the immediacy EVs are known for, you have to activate Performance AWD, which keeps the front permanent-magnet motor engaged at all times at the expense of efficiency and range. Volvo EX90 Real-World Range and Fast-Charging Officially, the EX90 Performance with 22-inch rollers is rated for 300 miles, down from 310 miles with the Ultra's standard 21-inch wheels. Run through the MotorTrend Road-Trip Range test (a steady 70 mph from 100 to 5 percent charge), the EX90 scored a mediocre 247 miles. A 2023 Mercedes-Benz EQS580 4Matic SUV and 2022 BMW iX xDrive50 hit 315 and 312 miles, respectively, in our testing (both models have since seen some slight revisions). The Volvo at least doesn't try to fool you into believing 300 miles is possible. While most automakers reset the range estimate to show the EPA figure (or close to it) every time you charge to 100 percent, the EX90 consistently indicated 250 miles of range with a full battery—a number that's realistically achievable if you drive the SUV to empty. The EX90's DC fast-charging performance also left us underwhelmed. While Volvo claims a peak of 250 kW, we saw power top out at 193 kW in our charging test that added 94 miles of range in 15 minutes. The Mercedes gained 126 miles and the BMW 122 in the same time. A Different Kind of Luxury In the Scandinavian tradition, the EX90 spoils occupants without being flashy. You don't buy it to inform your neighbors and coworkers that you've arrived. You buy it to tickle your eardrums with the $3,200 25-speaker Dolby Atmos–enabled Bowers & Wilkens audio system or to treat your lower back to those therapeutic seats. The only hint of ritzy opulence comes from the warm, white glow that shines through the sustainably harvested wood trim at night, a tasteful counterpoint to the ribbons of carnival lights used by the luxury-car establishment. If it helps to justify the near-six-figure price tag, you can rationalize the EX90 Ultra Twin Motor Performance as a pragmatic family vehicle, too. The three-row SUV comes in six- and seven-seat configurations with a booster seat integrated into the center position of the second-row bench. Squeezing into the third row will be a workout for passengers of all sizes, but the rear seats are a pleasant place even for average-size adults thanks to the abundant natural light pouring through the glass roof and a dedicated cupholder, USB-C port, and chest-level HVAC vent for each passenger. There's surprisingly generous cargo space behind the third row, especially if you make use of the spacious underfloor well that can swallow a couple of medium-sized duffel bags. Unfortunately, the decent-sized frunk has been rendered nearly useless by two curious decisions. Volvo segmented the tray into three sections to skirt the regulations that would have otherwise required an internal emergency release, and you can only open the hood by yanking a lever by the driver's left shin, a strange holdover from the internal combustion era. How Much Tech Is Too Much Tech? All that leaves us with one thing left to discuss: the software. To understand why the EX90 is the way it is, you first need a basic understanding of the central computing platform at the core of Volvo's Scalable Product Architecture 2 (SPA2). Rather than the old piecemeal approach where every widget in the car had its own computer, the bulk of the EX90's code runs on just two Nvidia chips and a Qualcomm Snapdragon processor. The same idea has allowed Tesla and Rivian to develop innovative new features, launch powerful and genuinely useful phone apps, and deliver over-the-air updates for any system in the vehicle. Volvo is chasing after those frontrunners, and the EX90 puts the company way out ahead of most legacy automakers in this regard. For buyers and shoppers, this change shows up as a pervasive Teslafication of how you interact with the vehicle. All the EX90's secondary controls save for the volume knob and audio power button have been digitized in the vertical 14.5-inch touchscreen. To activate adaptive cruise control or the lane-centering Pilot Assist system, you'll first have to retrain your neurons that grabbing the gear selector at 70 mph is a totally normal thing to do. The EX90 unlocks and flips out its door handles as you approach with the buttonless fob (or your phone loaded with a digital key) in your pocket, and the ignition powers up only when you shift into drive (you can actually get the car moving a fraction of a second before the power steering assist kicks in). Whether these are good or bad developments depends on your relationship with technology and your outlook on change—although surely we can all agree that giving the driver just two switches and a fussy capacitive button to control four windows is patently dumb. Not up for debate is the fact that the new infotainment system vaults Volvo from the digital stone age into the modern era. Volvo's current gas models (and the EVs based on them) are dated by tiny screens with grainy resolution and a clumsy interface at least five years past its expiration. The EX90's infotainment, built on Android Automotive OS, is exactly the reboot Volvo needs. The tiled home screen is dominated by Google Maps plus widgets for audio and a paired phone and two rows of controls along the bottom of the screen. The layout and logic feel like a bridge between the old way of doing things and Tesla's approach, which comes with a steepish learning curve. Download a few apps like Spotify, Waze, and PlugShare, and the EX90's native infotainment system almost makes the included wireless Apple CarPlay and Android Auto redundant, if only an automaker could find a solution for text messaging. The Work That's Left Unfinished It's one thing for a startup to reinvent how cars are wired from a clean sheet of paper and another thing entirely for a 98-year-old company to reimagine the way things have been done for decades. Reorganizing teams, bringing in fresh talent, creating new policies and processes, and throwing out all that time-tested software isn't easy, and in many legacy automakers it might cause the whole house of cards to collapse. The good news is Volvo appears to have exterminated most of the bugs from the system. Aside from one drive where the center screen failed to boot, our two weeks with the EX90 were happily error-free. You get a sense, though, that Volvo left some work unfinished to get the EX90 out the door even after it delayed the launch more than six months. Or maybe Volvo's evolving minimalist sensibilities have convinced the engineers that buyers want less control. The following distance of the adaptive cruise control has one setting that leaves a gap large enough to invite semis into your lane. Setting up a driver profile and tying it to your key ensures the seats are exactly where you want them before you sit down, but the safety systems revert to their high-anxiety default before every drive. I lost count of how many times the driver distraction alert beeped at me as I drove through my neighborhood while pecking at the screen to reset everything to my liking. The unseemly wart on the EX90's forehead also does nothing for the driver. The lidar sensor inside hoovers up data and beams it back to the mothership for now. Volvo says a software update coming later this year will activate the sensor so that the driver assistance systems can see further ahead, but even then, Pilot Assist won't allow the driver to take their hands off the wheel. GM's Super Cruise (a MotorTrend Best Tech winner) does more without sullying the design team's work. That hits especially hard, since Volvo's mastery of proportion, surfacing, and detail is on full display with the EX90. Don't Let the Tech Push Your Buttons Evaluate it as a car rather than a computer, and the 2025 Volvo EX90 Twin Motor Performance is brilliant. It delivers the cosseting luxury, rejuvenating comfort, and sure-footed dynamics we want in a flagship driving experience. It's also refreshing that, after more than a decade of lagging the rest of the industry, Volvo finally has in-car tech worthy of a luxury brand. At the same time, we can empathize with the buyers who don't want to relearn the basics of operating a car. Whether Volvo has pushed the techy minimalism too far is a question for each individual buyer to answer. But it'd be a shame to ignore a car this good—and seats this spectacular—over a few buttons you'd soon learn to live without.
