Volvo will discontinue the EX30 in the U.S. after the 2026 model year.
Tariffs, tax-credit changes, and slowing EV demand likely sealed its fate.
The small electric SUV will remain on sale in Canada, Mexico, and other markets.
Volvo is suffering a new setback as the short-lived EX30 is leaving the USA after this model year. The automaker confirmed the news that will see both the normal and Cross Country versions of the electric crossover exit the U.S. Notably, Volvo will continue selling it in Mexico and Canada, which makes the motive behind this choice a little more obvious.
On paper, the EX30 made a lot of sense. It was positioned as Volvo’s most affordable EV, starting at just over $40,000, with up to 422 horsepower in dual-motor form and EPA range estimates of around 253–261 miles depending on configuration. It was quick, stylish, and small enough to appeal to urban buyers who didn’t need a full-size electric SUV.
In reality, the U.S. market just wasn’t ready for it. The EX30 is tied to a Chinese-built EV architecture like the one used in the Zeekr X. That complicated life for Volvo when President Trump enacted steep tariffs on Chinese-made vehicles. Volvo shifted U.S. supply to Belgium to get around the issue, only to end up hit by more tariffs later on.
At the same time, Trump killed the EV tax credit for imported vehicles and then all vehicles. Sales reflected that change. Volvo shifted just over 5,400 EX30s in the U.S. during 2025. A Volvo spokesperson confirmed the situation to The Drive, saying it is “a thorough evaluation of our business and operational strategies and is a direct response to shifting market conditions and financial factors.”
Importantly, Volvo isn’t backing away from electrification overall. The brand will continue selling the EX40 and EX90 in the U.S., and the upcoming EX60 is still likely coming later this year. The EX30 didn’t flop in America because it was a bad car. It just ended up being launched at the worst time possible for a small, imported EV. Most automakers worldwide would struggle with such a task, and it’s why so many have changed their EV plans.
Tesla has delayed the Roadster again, now aiming for a late-April 2026 demo.
EV clashes with Tesla’s push toward steering-wheel-free autonomous vehicles.
After a decade of hype, the Roadster feels increasingly out of step with its future.
Sit down for this, because it might shake everything you thought you knew. The Tesla Roadster is delayed once again. Now that you’ve recovered from the shock of this news, let it be known that this time the delay is only a few weeks beyond the previous demo date of April 1. Every day that Tesla waits to bring this car to production, the less it makes sense, and that seems to be the viewpoint of the automaker itself.
CEO Elon Musk confirmed the latest delay on his social media platform X, writing in part, “New Roadster unveil probably in late April.” That moves it back from April 1, itself already a revision after missing earlier targets in 2020, 2021, 2022, 2023, 2024, and “late 2025.” Still, Musk insists it will be “a banger next-level.”
The second-generation Roadster has been pushed back so many times that its timeline now spans multiple presidential administrations, several Tesla product cycles, and an entire industry shift toward autonomy. At this stage, it’s starting to get really weird.
Musk and Tesla executives have hyped the Roadster as the “last best driver’s car,” a halo vehicle meant to prove EVs can outperform anything with pistons. Of course, plenty of EVs have come and gone that already made that point (at least on drag strips or shorter race tracks). The kicker is that while Tesla has delayed this car over and over and over again, its own view of the future has dramatically shifted.
The company is betting heavily on fully autonomous vehicles, including the upcoming Cybercab, which could, in theory, arrive without a steering wheel or pedals at all. That’s the way Tesla initially pitched it before regulations dampened that possibility. That creates a strange contradiction.
On one hand, Tesla says the future doesn’t require human drivers. On the other hand, it’s still teasing a six-figure performance car built entirely around the idea that driving engagement matters. At this rate, it likely doesn’t show up in production form until Tesla actually masters Full Self-Driving (Unsupervised).
Buick just revealed a luxury electric MPV you won’t see in America.
It packs 900V charging, 640-kW fast charge, and lounge seats.
China gets what might be Buick’s most advanced minivan yet.
America, you won’t believe the $70,000 Buick you’re missing out on. While the brand’s U.S. lineup has been trimmed down to a handful of boring crossovers, China is getting a futuristic, all-electric luxury minivan with ultra-fast charging, reclining lounge seats, and enough screens to make a business jet jealous.
This is the new Encasa EV, Buick’s latest flagship MPV for the Chinese market, and almost certainly the most advanced vehicle wearing the tri-shield badge today.
The Encasa already existed as a plug-in hybrid, which we showed you back in December, so this new EV version just gives Chinese customers more choice. It rides on GM’s latest dedicated EV architecture and uses a 96-kWh battery paired with a 900-volt electrical system. For comparison, the Hummer EV has two 400-volt batteries that can switch to 800 volts during charging.
Buick claims the setup can deliver up to 373 miles (601 km) of range on the CLTC cycle and support peak charging speeds of 640 kW, allowing the battery to jump from 10 to 80 percent in about 11.5 minutes under ideal conditions. To put that into perspective, that’s faster charging than almost anything sold in North America, let alone a minivan.
Performance isn’t exactly slow either. Chinese-market specs list a dual-motor all-wheel-drive system producing 646 hp (482 kW) and 406 lb-ft (550 Nm) of peak torque , good for a 0–62 mph (0-100 km/h) time of about 5.1 seconds. The exterior follows Buick’s latest “Land Jet” design language, with a slippery 0.258 Cd drag coefficient, matte gray paint option, and a long, low MPV shape that prioritizes interior space over SUV styling trends.
A Living Room On Wheels
Inside, the Encasa EV goes all-in on the luxury MPV formula that Chinese buyers love. The three-row cabin uses a 2+2+3 layout with reclining second-row seats, multiple display screens, and a massive augmented-reality head-up display reportedly measuring up to 50 inches.
Passengers also get features rarely seen in U.S. Buicks, including air suspension with ride-height adjustment, a built-in refrigerator, rear entertainment screens, and an advanced driver-assistance system based on Momenta’s reinforcement-learning software.
The Encasa EV starts at 489,900 yuan (about $68,000), putting it right in the middle of China’s rapidly growing premium electric MPV segment. Buick once built its reputation on big, comfortable family haulers, but today the brand sells no minivan at all in the U.S., let alone a 900-volt electric one. In China, though, the formula clearly still works.
Bentley is delaying most EVs as luxury demand stays uncertain.
Hybrids and gas models will take priority through the decade.
Only one EV is confirmed before 2030 despite earlier plans.
The automotive industry is undergoing a gigantic shift, and Bentley is changing too. The British luxury brand had big plans to go all electric, but consider that plan delayed big time. Now, it’ll launch just one EV before 2030, and the rest of the lineup will use gas or hybrid powertrains.
This all comes as Bentley reports its seventh straight year of profitability despite a 42 percent drop in that figure year over year, and layoffs hit the company.
The company had previously outlined an ambitious strategy that would see five fully electric Bentleys arrive by 2035. Now, only the first one, an SUV-like EV due in 2027, is still locked in, while the rest of the program has effectively been put on ice.
That first EV is expected to be revealed before the end of this year and will ride on Volkswagen Group’s Premium Platform Electric (PPE) architecture, which also underpins several other upcoming luxury EVs. The four additional EVs were originally being developed on the Porsche-led platform that has since been canceled, effectively ending those projects.
Future Lineup Prioritizes Hybrids
Instead of rapidly expanding its EV lineup, the brand will lean heavily on plug-in hybrids and gas engines. It might even keep traditional combustion models around longer than expected. That’s big news all by itself and provides an extra layer of exclusivity for future buyers.
Bentley CEO Frank-Steffen Walliser said the company has had to rethink its entire product plan as the market shifts. Some of that comes directly from customer demands. Recent plug-in hybrid versions of the Continental GT and Flying Spur were well received, and the company says these electrified V8 models can meet future emissions rules without giving up the performance buyers expect.
According to Car&Driver, he also noted that future models will continue adopting plug-in hybrid systems, and confirmed that retrofitting EVs with combustion or hybrid powertrains is not part of the company’s strategy due to feasibility constraints.
That said, it seems clear why Bentley is being cautious. The company reported its seventh straight year of profitability, but deliveries fell five percent, with weaker demand in China cited as a major factor. Bentley says it remains financially solid, but the changing market means it has to be selective about where it invests next. A 42 percent drop in profit is nothing to ignore, and Bentley is making moves to improve its position.
Bentley is also cutting some 140 jobs in the UK. That’s only a portion of total layoffs, which Walliser says will likely amount to 275 employees, mostly in office jobs. Some of the changes are due to forces outside of Bentley itself.
The Volkswagen group is no longer going to build the Porsche-led Scalable Systems Platform that was going to underpin multiple Bentley products. Without it, the brand had basically no choice but to abandon its plans. Despite that, it’ll still likely go EV-only at some point… just not anytime soon.
Oil prices are climbing amid Iran tensions, pushing gas higher.
AAA says the U.S. average recently jumped to about $3.25.
Some forecasts warn gasoline prices could stay high for months.
Gas prices are already starting to climb as tensions in the Middle East push oil markets higher. The increases haven’t been dramatic yet, but depending on how the war with Iran unfolds, they could keep creeping up for quite some time. How bad would it have to get for those of you with gas cars to switch to an EV?
According to AAA, the U.S. average recently climbed to about $3.25 per gallon after a sharp weekly jump, as crude markets react to the fallout from the U.S.-Israeli conflict with Iran. And there’s a good chance this is only the beginning.
Analysts say the biggest risk is disruption to oil shipping through the Strait of Hormuz, one of the most important energy choke-points in the world. If supplies stay tight, gas prices could keep rising for weeks or even months.
Recent forecasts tied to the ongoing war suggest crude could stay elevated for a while. The U.S. Energy Information Administration expects oil to remain high enough to push U.S. gasoline prices higher in 2026, even if the conflict cools down, with average prices projected around the mid-$3 range.
In more extreme scenarios, oil staying near or above $100 per barrel for an extended period could drive inflation higher and make everyday driving significantly more expensive. In fact, Reuters reports that some big names in the banking and finance industry worry that it’ll climb to $120 a barrel. Some analysts think $150 a barrel is possible.
For reference, when oil prices hit $130 a barrel in 2022, gas prices reached about $5 per gallon. At $150 or more, we could see $6 or $7 a gallon fuel prices. That’s exactly the kind of situation where EVs suddenly start looking a lot more appealing, even to those who wouldn’t normally consider buying one.
So where do you draw the line? If fuel prices keep climbing with no sign of relief, when would you finally consider parking the gas-powered car and moving to an EV?
Lucid adds CarPlay and Android Auto to Gravity via OTA update.
New Gravity models get it standard, and the Air already has it.
The update addresses a long running request from many owners.
Every automaker has its own take on how infotainment should work. Android Auto and Apple CarPlay make that experience far more uniform. Up until now, though, Lucid Gravity owners haven’t had access to either. Now, a big software update is coming, and it’ll remedy the situation for the luxury SUV owners.
The update is part of the latest version of Lucid’s software, and it allows drivers to connect their phones to access navigation, music, messages, and apps directly through the vehicle’s infotainment display. Both wireless and wired connections are supported, depending on the device. According to Lucid, the rollout begins in North America first, with other markets expected to follow shortly after.
CarPlay And Android Auto Arrive
The addition of smartphone mirroring may seem like a small update, but it’s a big deal for owners. Apple CarPlay and Android Auto are among the most requested features in modern vehicles, and their absence has been a frequent complaint from Lucid customers despite the company’s otherwise advanced software system.
“Apple CarPlay and Android Auto are two of the most sought-after features by our customers,” said Emad Dlala, SVP of Engineering and Software at Lucid. “We are now providing a seamless connection between mobile devices and the Lucid Gravity. We’re excited to introduce these features to Lucid Gravity, which now offers even greater comfort and convenience for owners.”
From here on, every new Gravity leaving the factory will include Apple CarPlay and Android Auto as standard equipment. The Air sedan already lists both systems on its infotainment menu, so the SUV was the obvious next step.
Do Older Gravity Models Get It?
Yes, existing Gravity owners will receive the capability through the OTA update without needing to visit a dealer. This is a key selling point for the brand; not just these pieces of software themselves, but the ability to update the car.
According to Lucid, more than 95 percent of the vehicle’s functions can be refined or expanded through over-the-air updates. Put another way, it hopes to consistently introduce new capabilities without hardware changes. This move will no doubt add value to potential buyers.
Kia has dropped the Niro EV as focus shifts to dedicated EVs.
The refreshed Niro will now be sold only as a hybrid in Korea.
Rising competition made the electric Niro harder to justify.
Update: Kia America has responded to our request for comment, telling Carscoops that “Kia America has made no formal announcement regarding the Niro EV and it remains as an important element in our lineup of ICE and electrified vehicles.” That statement suggests the discontinuation confirmed for South Korea may not apply to the U.S. market, at least for now.
Original Story Follows
The latest Kia Niro has been around for almost half of a decade. When it launched, it was unique in the segment. It had an unconventional slashed body panel at the rear and came in hybrid, PHEV, and EV versions. The plug-in died recently, and now, as a facelift nears release, the EV version is also going the way of the Dodo.
The automaker confirmed the change for the Korean market. “The Niro EV, which had been produced until the previous model, has been discontinued,” Jung Yoon-kyung, a senior marketing manager at Kia, told The Korea Herald. “We plan to sell the remaining inventory available.” Carscoops reached out to the automaker to confirm the change in the U.S. market as well.
If this is indeed the situation for the States, it won’t be all that surprising. The Niro EV has always been a bit of an oddball in the family. Unlike the other EVs in the lineup, it was designed around a gas-burning powertrain. The others, all built exclusively as EVs, feature faster charging, longer range, and better overall packaging. Some even offered all of this for less than the price of the Niro EV. That’s a key piece of the puzzle here.
“Kia is strongly focusing on electrification. Starting with the EV3 and continuing through EV9, we have a range of vehicles with strong electrification capabilities and improved product competitiveness,” Yoon-kyung said. “In order to concentrate more on those models, we decided to discontinue the (Niro EV).” Those models are ones that are already set up for the U.S. market.
Now, Kia can better focus on those vehicles and streamline the Niro lineup at the same time. While we loved the Niro PHEV, EV, and Hybrid at launch, it was clear last year that they were beginning to show their age. This new shift in powertrains signals a tighter focus for the brand.
Lucid previewed a midsize EV platform for models under $50K.
Cosmos and Earth lead the lineup, with more variants ahead.
The new architecture is central to lowering EV production costs.
Lucid’s investor day made a serious splash in several ways. The automaker confirmed that autonomy subscriptions are coming, it’s kicking off a robotaxi program, and it’s launching Android Auto and Apple CarPlay. None of that might be as immediately impactful as the new revelations concerning the brand’s midsize platform and the cars it’ll spawn.
According to Lucid, the midsize platform will support several vehicles. That was already known. What we didn’t know was just about everything else. The first two cars on this platform will be named the Cosmos and the Earth. Both will sit below the Gravity and Air in terms of lineup position and pricing. A third model will come online later, though there are no details on its name just yet.
Lucid says the new platform keeps the same core philosophy as its current cars. That means high efficiency, strong performance, and lots of interior space, but with a much greater focus on cost reduction. Engineers redesigned the vehicle architecture to use fewer parts, smaller battery packs, and simpler manufacturing processes, all of which should lower production costs while maintaining range and performance.
Atlas Electric Drive Unit
One of the biggest changes is a new electric drive unit called Atlas, which Lucid says is smaller, lighter, and cheaper to build than the current motor used in the Air and Gravity. The company claims the design has more than 30 percent fewer parts and significantly lower material cost, helping reduce the overall price of future vehicles.
Battery size is another area where Lucid expects savings. Because the company focuses heavily on efficiency, it says its midsize vehicles can achieve the same range as competitors while using smaller battery packs, which remain one of the most expensive components in any EV. That alone could cut thousands of dollars from the cost of each vehicle.
Pricing And Production Strategy
Lucid tells investors that the Cosmos and Earth will appeal to adventure-seekers. That’s a buzz term these days, but it’s worth looking at how the brand sees these products in the greater market. In a slide featuring a graph of “sporty to functional” and “Advanced to traditional,” it plotted each of its three upcoming midsize offerings.
The Cosmos is slated to be the performance vehicle in the fleet. Lucid places it high on “advanced and sporty” in its graph that appears to feature some very strange cars around it. Lucid claims a 0-60 mph time of 3.5 seconds or less. The Earth appears just as advanced in the company’s presentation but leans more toward the functional side of the spectrum.
The unnamed third Lucid model will be the most functional of the bunch and about as far from sporty as it can get. Will that be a van then? Only time will tell, but it does look quite large.
That said, expect vehicles on the platform to start at under $50,000 once available. It’s unclear at this point when those models will arrive. If Lucid does things the same way it did with the Gravity and Air, the expensive top trims will drop first with the lower-cost options showing up much later.
A Giant Role
Earth and Cosmos might sound like names that are too big for their britches, but for Lucid, they’re fitting because these cars and this platform could be what makes or breaks the brand. The company’s robotaxi plans rest on the architecture, as do its autonomy hopes. That includes monthly subscriptions, which are what the brand calls the best monetization opportunity ahead.
In addition, by moving into lower price segments and sharing components across multiple models, the company expects to increase production volume, reduce costs, and generate the kind of margins it hasn’t been able to achieve with low-volume luxury cars alone.
If the plan works, Lucid’s future lineup will look very different from today’s. Instead of just a high-end sedan and SUV, the brand could soon have a full range of vehicles, from premium luxury models to more affordable EVs, plus autonomous variants built for ride-hailing fleets.
Lucid revealed a two-seat robotaxi and autonomy pricing.
Monthly autonomy subscriptions will run from $69 to $199.
The robotaxi concept rides on Lucid’s new midsize platform.
Lucid is officially joining the robotaxi race, and it’s doing so with all-new products. During its investor day presentation on Thursday, the EV startup revealed a two-seat autonomous concept to insiders. Then, it confirmed plans to charge monthly subscription fees for advanced driver-assist and self-driving features in future cars.
The concept, called Lunar, is a purpose-built robotaxi designed without pedals or a steering wheel. It clearly signals that Lucid is serious about fully autonomous ride-hailing rather than just driver-assist technology. This puts the company on the same path as Tesla’s Cybercab program and similar efforts from other EV makers trying to turn autonomy into a long-term revenue stream.
Beyond the prototype reveal, Lucid shared very little technical detail about the Lunar. What it did emphasize is efficiency. The company is targeting between 5.5 and 6 miles per kWh, a figure that could translate to a theoretical range of around 400 miles.
Reaching that number will depend largely on low-drag aerodynamics and a carefully optimized body. Fast charging is also part of the equation, with Lucid claiming the robotaxi could gain more than 200 miles of range in about 15 minutes.
Whether the Lunar ever makes it past the concept stage is less certain, though. For now, the company already has plenty on its plate preparing its upcoming midsize EV lineup for launch, which carries far more weight for the company’s near-term finances.
Subscription Fees For Self Driving
Speaking of revenue, Lucid calls autonomy subscriptions “the single biggest software monetization opportunity.” As such, it’s going to start charging customers to use DreamDrive Pro, the brand’s in-car autonomy suite, on a monthly basis. Starting in the first half of 2027, owners will have to pay anywhere from $69 to $199 a month, depending on the level of autonomy they want.
Lucid says that it has a “Level 4-ready platform available directly from the factory.” While it hasn’t unveiled it to the public, it’ll ride on the brand’s midsize architecture that underpins a few new products heading to market. Lunar will only seat two individuals, so we expect it to have plenty of room for cargo.
That’ll work well with one of Lucid’s partners, Uber. The two are in talks to use the midsize platform in the way that they do Gravity with its robotaxi program.
Timelines
Lucid went as far as to openly lay out its timeline roadmap as well. This year, it believes it’ll offer hands-free highway driving to customers. Next year, it hopes to offer hands-free highway and city driving. In 2028, it wants to achieve Level 3 autonomy. That’s where drivers still need to be ready to take over but the car can mostly navigate on its own.
Level 4, something Lucid is aiming for in 2029, would allow drivers to take their eyes off of the road. Whether or not all of this comes to pass is up for debate, but at least now we know the plan.
Slate Auto appoints former Amazon executive Peter Faricy as CEO.
Chris Barman stays on as President of Vehicles at the EV startup.
Leadership shift arrives before launch of its budget EV pickup.
Slate Auto is becoming an example of what a small startup can do with vast amounts of cash. It’s navigated several trials and tribulations and market shifts that other, less well-funded EV startups simply couldn’t survive. Now, it’s handling another as it appoints a new CEO just months before launching its first product, a heavily promoted $25,000-$30,000 electric truck.
The company announced that Peter Faricy, a former Amazon executive, has taken over as Chief Executive Officer, Newsweek reported. He replaces longtime Chrysler veteran Chris Barman, who will remain at the company as President of Vehicles with a focus on engineering, manufacturing, and product development. Keep in mind that Amazon founder Jeff Bezos is an investor in Slate Auto.
The leadership shift comes as Slate prepares to switch from development mode to real-world sales. The startup says customers will soon be able to configure and order their vehicles, with reservations expected to convert into orders by the end of the year.
The Slate Auto pickup is stripped down and simplified to what some would call an extreme degree. For example, it doesn’t have an infotainment screen, it features crank windows, and customers are offered several options to add after initial purchase. The company said it has around 160,000 reservations and believes it can build 150,000 trucks annually at its Indiana manufacturing plant.
The CEO Shift
Slate is going to sell cars direct-to-consumer the same way Rivian, Tesla, and Lucid do. To that end, the shift to Faricy begins to make more sense. He previously worked at Ford before moving through roles at Borders and eventually Amazon, where he spent more than a decade helping build the company’s Marketplace platform into a global ecosystem for third-party sellers.
He later served as CEO of solar company SunPower from 2021 to 2024 and most recently worked with venture capital firm Bessemer Venture Partners.
According to Newsweek, Faricy will oversee the company’s commercial operations, digital strategy, finance, HR, legal, and IT divisions, while Barman focuses on building and delivering the vehicles. One thing is certain: an undertaking of this magnitude can only benefit from more hands on deck.
The Cayenne S Electric sits between the base and Turbo models.
Dual motors deliver up to 657 hp with Launch Control.
New trim starts at $126,300 with summer 2026 deliveries.
Sometimes the most interesting vehicle in a lineup is not the flagship. Porsche understands this well, which explains the broad mix of trims across much of its range. Now the electric Cayenne gains another variant called simply the S.
Unveiled as the third member of the family, it sits between the base model and the Cayenne Turbo Electric. Even so, it still delivers the sort of power and pace normally associated with something far less practical.
On paper, at least, the numbers are strong. The dual-motor all-wheel-drive setup produces 536 hp (400 kW) in normal operation and up to 657 hp (490 kW) when Launch Control is activated. That’s enough to send the large electric SUV from 0–60 mph (0-96 km/h) in just 3.6 seconds, with a top speed of 155 mph (250 km/h). That’s serious oomph for a large family hauler, and Porsche managed it by borrowing a bit from the top trim.
In comparison, the base Porsche Cayenne Electric produces 435 hp. Engage the overboost function and it will run from 0-60 mph in 4.5 seconds, cover the quarter mile in 13.2 seconds, and eventually top out at 143 mph (230 km/h).
Both electric motors are permanent-magnet synchronous units, and the rear one uses direct oil cooling to manage heat under heavy loads. Unlike most EV motor cooling systems, Porsche’s setup extracts heat directly from current-carrying components. That helps the car sustain performance through better efficiency. The rear inverter also uses silicon-carbide semiconductors that can handle a current of up to 620 amps.
Those looking to really make their new Cayenne S shine can add a few different packages, including Porsche Active Ride suspension, Porsche Torque Vectoring Plus, Porsche Ceramic Composite Brakes, and the Sport Chrono Package with push-to-pass. Notably, that last one boosts output by an additional 120 hp (90 kW) for up to ten seconds.
Charging And Design
The Cayenne S is not only quick off the line. It is also fast at the charger. It uses a 113 kWh battery pack that can charge from 10 to 80 percent in under 16 minutes when connected to a suitable high-speed charger, matching the base model.
The system supports charging speeds of up to 400 kW. The vehicle features a NACS-style connector on the driver’s side and a J1772 port on the passenger side, while a a CCS adapter is also provided with each vehicle. The automaker has yet to confirm the driving range.
Visually, the S gets model-specific touches such as Volcano Grey Metallic trim on the front and rear fascias and 20-inch Cayenne S Aero wheels. Buyers can choose from 13 exterior colors along with multiple interior customization options. One new personalization option is the “Interior Style Package,” a curated design from Porsche Exclusive Manufaktur that mixes black leather with green accents and matching stitching throughout the cabin.
How Much Does It Cost?
The new Cayenne S Electric is now available to order, priced from $126,300 before a $2,350 delivery fee, with U.S. deliveries expected to begin in late summer 2026. That’s $17,300 more than the base Cayenne Electric. Porsche has also confirmed the 1,139 hp Cayenne Electric Turbo, which is due to arrive later this summer at a price yet to be announced.
Jim Farley says Ford misread post-pandemic EV demand signals.
The F-150 Lightning will return as a 700-mile extended-range truck.
Ford’s new strategy prioritizes cost control and mainstream practicality.
The last decade has seen the automotive industry tipped on its head, and it hasn’t completely righted itself even now. Ford’s CEO Jim Farley says that shift is part of what led the brand to take missteps as he now sees them around the F-150 Lightning.
Now that the brand is pivoting to an extended range version of the truck, he’s spilling details on how the first Lightning got off to a hot start and then burned out fast.
After losing billions on its first-generation electric vehicles, Ford has scrapped its next-gen electric truck, canceled multiple three-row EV crossovers, and pulled the plug on a next-generation van. All of those choices have come down to what Farley says was an initial mis-reading of the market.
In a recent interview with CarAndDriver, he admits about the F-150 Lighting, “I totally would’ve done it differently. I mean, look, we didn’t know what we didn’t know… COVID totally was a false signal. Post-COVID, and during the chip crisis that was a result of it, there was such high demand for all vehicles. If you could build a vehicle, you were going to sell it basically at 30 or 40 percent higher prices than before COVID.”
Despite that big boom in profit, the reality was that production costs were too high to remain sustainable, says Farley. “I guess it didn’t take us long to learn that our internal-combustion-engine prejudice was so high that we hadn’t designed the [electric] cars right. We had a Mustang [Mach-E], we had an E-Transit, we had a Lightning, and people loved these products. The problem was they were never going to pay the cost we put into the vehicle.”
Tesla’s Big Assists
How did Farley come to this realization? As it turns out, Tesla had a hand in it.
“When we ripped apart a Tesla with Doug Field [Ford’s chief officer for EVs, digital, and design, formerly of Apple and Tesla], I was just absolutely flabbergasted,” Farley told the magazine.
“The Mach-E’s wiring harness was 70 pounds heavier and 1.6 kilometers longer. We didn’t know what was going on in [Tesla engineers’ ] minds. But now we understand. They had no prejudice. We had prejudice. We’d gone to our supply-chain person and said, ‘Buy another wiring harness.’ [Tesla] said, ‘Let’s design the vehicle for the lowest, smallest battery.’ Totally different approach.”
That shift might have played a role in Ford moving to a 48v architecture for its upcoming EV pickup. Tesla famously sent an instruction manual on building such a vehicle to Ford and other competitors. Not only does it help the brand save money on material costs, but it should also help the final product weigh less and have a longer range as a result.
While the first-gen Lightning might be something Ford wishes it could redo, it’s clear that the brand is going into the second generation with an all-new vision.
Rivian is offering $749 per month leases on 2026 R1 models.
Select configurations also qualify for a $3,000 lease bonus.
Approval by March 19 and delivery by March 31 are required.
Electric pickups aren’t exactly inexpensive at this stage in history. Now, Rivian, the first automaker to bring an electric truck to market, is trying to lower the barrier to entry. It’s doing so by extending a short-term deal on its 2026 R1 lineup. Buyers can now get monthly payments starting at $749 for 36 months, along with a $3,000 lease bonus on certain configurations.
Naturally, as with most lease deals splashed across a homepage, the headline number only tells part of the story. To secure that $749 per month figure, you need to opt for the Dual Standard versions of the 2026 R1T pickup or R1S SUV, which start at $72,990 and $76,990, respectively.
The Bit They Do Not Put In The Big Font
Then there is the small issue of $5,644 due at signing, and that is assuming you qualify for Rivian’s $3,000 lease contribution. Miss out on that incentive and the down payment climbs to $8,644.
Run the numbers and the effective monthly cost lands closer to $906, or $989 if you do not get the $3,000 contribution. In other words, still competitive for a six-figure-adjacent electric truck or SUV, but far from the tidier $749 the banner suggests.
As we have said before, down payments on leases are best avoided. If something unfortunate happens five minutes after you leave the lot, that upfront cash is effectively gone, even if insurance covers the vehicle itself.
Wait, There’s More
Also keep in mind that none of those numbers include the usual extras due at signing, including tax, title, license, registration, and lessor documentation fees. As ever, the asterisk is doing a fair bit of work.
Just as importantly, these trims represent the most affordable way into Rivian’s electric adventure lineup. If you cannot find a base model, the price only moves in one direction. Furthermore, there’s a deadline looming. To qualify, customers must have their lease approved by March 19 and take delivery by March 31. That leaves a fairly tight window to spec it, sign it, and actually get the keys.
This Deal Doesn’t Apply To More Expensive Models
Don’t expect this payment plan to help out on the more luxurious and desirable R1 vehicles. For example, the Dual Large battery versions start around $1,019–$1,029 per month with a hefty downpayment, while stepping into Dual Max models pushes payments past $1,200 monthly. The performance-oriented trims climb even higher.
Rivian lists the Tri-motor versions starting around $1,419–$1,469 per month, again with a downpayment, and it doesn’t stop there. The flagship Quad-motor models approach $1,900 per month, depending on whether you choose the truck or SUV. For buyers considering financing instead of leasing, Rivian is also offering APR rates as low as 1.99 percent for 60 months on some configurations.
All of this is no doubt one more example of an electric automaker doing what it can to make payments manageable in a market with cooling demand. That said, interested buyers need to sign up before March 19th if they want to take advantage of the deal.
About 31.5 percent of tested chargers fell outside limits.
Some units delivered far less energy than shown.
Public charging costs and taxes add to driver concerns.
Refueling is something most drivers don’t think about too much. They plug in or insert a fuel nozzle, press go, and wait to see how bad the bank account damage is in the end. Now, EV drivers in the UK might be thinking twice before they plug in at a public charging station. A new study found that almost one in three mis-calculated the energy provided during a session.
According to independent inspection provider EVCI Global, 31.5 percent of the chargers it reviewed either overestimated or underestimated the energy transferred to vehicles. In roughly 15 percent of cases, errors exceeded five percent, with a small number showing what the company described as “materially larger deviations.”
EVCI says this effectively leaves EV drivers carrying more financial risk than petrol car owners, who enjoy far tighter oversight every time they pull up to a pump.
The study, first reported by The Telegraph, highlights how different standards are for EV chargers when compared to gas or diesel fuel pumps. Fuel dispensers are subject to strict statutory verification and typically must operate within a tolerance of -0.5 to +1 percent.
By contrast, most public EV charge point meters are allowed a margin of error of up to +2 percent. Even so, EVCI says nearly a third of the units it tested fell outside that permitted window.
The company argues that public chargers should be brought under a formal verification regime similar to fuel pumps. It has also raised the issue with relevant government departments, pushing for clearer oversight and enforcement.
Extreme Cases And Industry Response
In one extreme case cited by CEO Craig Marsden, a charger was found to be delivering 37 percent less electricity than the figure displayed on-screen. Importantly, there were also cases where the chargers actually under-valued the amount of juice they provided, so drivers paid less. The findings have been presented to the Transport Select Committee.
“People with EVs need to know that they’re getting what they’re paying for, the same way that they do at petrol pumps,” Marsden said.
EVCI argues that this situation creates a two-tiered situation where EV owners are at greater risk of losing money. That’s especially true for those who don’t have access to off-street parking and home charging networks. Such individuals rely heavily on public charging infrastructure and could end up paying more than their fair share. A long charging session can exceed £70, and annual costs may approach £2,000. That’s without the errors included.
Industry Response To Accuracy Claims
Industry body ChargeUK has pushed back on the report, saying that the inaccuracies are isolated cases. It also pointed out that measuring electricity transfer is more complex than measuring liquid fuel.
A spokesperson for the Department for Transport told the newspaper that public EV charge points are expected to measure and supply exactly the electricity they claim to deliver. They added that meters at most public chargers are regulated to ensure accuracy within 2 percent.
That said, EV drivers will no doubt want to see a dramatic improvement in the next EVCI report. Otherwise, adoption rates could take a hit.
PROS ›› Lots of utility, genuinely quick, NACS charging CONS ›› Odd shifter, questionable styling, sub-330-mile range
Subaru’s first EV, the Solterra, didn’t exactly set the world alight. Lukewarm demand and an awkward early recall made it feel more like a cautious toe-dip into electrification than a confident leap.
The 2026 Trailseeker is the opposite. It’s bigger, quicker, and more capable. And somehow, almost by accident, it has become the most powerful and fastest production Subaru ever built.
That alone would make it worth a look. But here’s where it gets interesting. We didn’t test the loaded Touring trim dripping in features. We didn’t even grab the mid-tier Limited. Instead, we spent a full week with the Trailseeker Premium, which, despite the name, is actually the base model. Yes, “Premium” is doing some heavy lifting here. This is the $39,995 version most buyers will realistically consider.
Quick Facts
› Model:
2026 Subaru Trailseeker Premium
› Starting Price:
$39,995 (excluding destination)
› Dimensions:
190.8 L x 73.2 W x 65.9 in H (4,846 x 1,860 x 1,674 mm)
› Wheelbase:
112.2 in (2,850 mm)
› Curb Weight:
4,376–4,453 pounds (1,985–2,020 kg)
› Powertrain:
Dual electric motors / 74.7 kWh battery
› Output:
375 hp (280 kW)
› 0-60 mph:
3.9 seconds (GPS verified)
› Transmission:
Single speed
› Range:
280 miles (452 km)
› On Sale:
First-half of 2026
SWIPE
On paper, it reads like a greatest-hits list for Subaru loyalists. Standard Symmetrical AWD, 8.5 inches (216 mm) of ground clearance, 3,500 pounds of towing, and 375 horsepower (280 kW). That’s not exactly timid. Subaru claims 0-60 mph in 4.4 seconds. We tested it. It’s quicker than that. And after a proper stretch behind the wheel, we’re fairly convinced this so-called base model might be the smartest pick in the entire lineup.
Does It Look The Part?
Photos Stephen Rivers / Carscoops
The Trailseeker looks like it belongs on a trailhead, not outside a charging station. Black lower cladding, ladder-style roof rails, squared-off proportions, and a clean light bar give it a tougher presence than the Solterra. It measures 190.8 inches (4,846 mm) long on a 112.2-inch (2,850 mm) wheelbase, stands 65.9 inches (1,674 mm) tall, and rides with best-in-class 8.5 inches (216 mm) of clearance.
That clearance number matters. It puts the Trailseeker Premium ahead of rivals like the VW ID.4, Hyundai Ioniq 5 XRT, and Chevy Blazer EV AWD in pure ride height. That’s something Subaru emphasized heavily in its capability comparison charts. For buyers, it means worrying less when going over deeply rutted paths or rocky roads.
Even on 18-inch wheels with aerodynamic covers (Premium trim), it doesn’t look cheap. If anything, the smaller wheels add sidewall and reinforce the rugged vibe. Having now driven both this and the bZ Woodland, the Subaru appears a bit more cohesive in person. I’m still not sold on all of the plastic cladding, but I’d rather be seen in this than the Toyota personally.
Tell Me About The Interior
Photos Stephen Rivers / Carscoops
This base Trailseeker had me searching for decontenting because it starts at $39,995. As we’ve covered, that’s thousands less than the base bZ Woodland. Despite my efforts, I never found anything that felt like a big letdown compared to the Toyota I tested a few weeks ago. Sure, we don’t have ventilated seats, heated outboard rear seats, or a panoramic sunroof, but honestly, those are luxuries, and what’s already here is pretty great for the money.
The dash has nice texturing, the steering wheel feels like it’s from the future, and the 14-inch infotainment screen is a massive leap forward for Subaru (thanks, Toyota!). The menu is intuitive and easy to navigate. Physical buttons exist for the volume, media on/off, defrost, hazards, and climate temperature. Fan speed, air flow direction, and heated seat settings are all in the touchscreen itself. It’s not as nice as having physical controls for everything, but it’s better than having none at all.
There are dual 15w wireless chargers under the screen, along with a parcel shelf underneath that. It’s key because there’s no glove box, so expect to store things differently in this car than in most others. A small ‘magic’ storage console sits behind the shifter and allows both front seat passengers to open it from their side, which is great. It doesn’t flip over like the one we tested in the latest Toyota RAV4. Speaking of that shifter, it’s one of the weirdest and perhaps least positive parts of this car.
To use it, the driver pushes a ring down and then twists it left or right. Once you’re used to it it’s no big deal, but it does take getting used to. Everyone I handed the keys to needed a quick tutorial. Subaru places driving modes, of which there are three, normal, eco, and power, to the right of the shifter, along with X-Mode, a low-speed cruise control built for off-roading.
The seating is supportive and comfortable, but lacks the deep adjustability found in more expensive vehicles. That said, I’m happy to report that the Trailseeker can easily accommodate four adults who are above average height. The rear seats have just enough headroom for me at 6’6 to comfortably sit behind my own driving position in front. That’s impressive, though we should note that adding the panoramic sunroof detracts a bit of headroom.
Photos Stephen Rivers / Carscoops
Speaking of space, there are over 30 cubic feet to use in the back of the Trailseeker. That’s a strong figure and reminds us why wagons are so practical in a world full of oversized SUVs. Fold the seats down, and cargo space more than doubles to over 70 cubic feet. That’s not half bad, though we wish Subaru had included a front truck to make that figure even bigger. Those who need even more space can tow up to 3,500 pounds.
Shockingly Quick In Practice
Leave it to Subaru to cook up what it has in the Trailseeker from a driver’s perspective because it’s on two very different ends of the spectrum at the same time. For everyday pilots of this vehicle, it’ll feel totally normal, totally placid, and at times… it just seems to lack much character. Somehow, Subaru also just happened to make this the most powerful and quickest production car that it’s ever built.
The steering is quick and communicative, the accelerator and brakes offer good linear feedback, and the chassis handles directional changes with composure and high aptitude. It even manages bad road conditions, gravel roads, rock-filled trails, and some off-road trails with ease and comfort.
There aren’t even any STI badges to show that performance envelope off. Every Trailseeker gets a dual AC synchronous motor setup with a combined 375 horsepower (280 kW). It leverages a 74.7 kWh battery pack, and Subaru says this wagon will rocket from 0-60 mph in just 4.4 seconds. It’s wrong about that, and we have the data to prove it.
In the real world, we strapped a Dragy GPS tracker to ours and recorded multiple launches. With one foot of rollout, the quickest run came in at 3.88 seconds. Without rollout, it ran 4.11 seconds. You can read the full breakdown of our testing methodology and slope corrections in our separate acceleration analysis.
That’s properly quick. Not “quick for a Subaru.” Just quick. In fact, it’s the fastest production Subaru we’ve ever tested.
More importantly, the updated AWD logic gives it a stable, confidence-inspiring feel. It uses independent front and rear motors with variable power distribution, plus X-Mode with Snow/Dirt and Deep Snow/Mud settings. Grip is immediate and predictable, even when you provoke it.
Braking is handled by 12.9-inch front rotors and 12.5-inch rears, and regenerative braking offers multiple levels via paddles. It’s not WRX-level fun, but it’s far more engaging than most mid-size electric crossovers.
EPA-estimated range is 281 miles (452 km) for the Premium, slightly higher than the 274 miles quoted for Limited and Touring trims. Charging from 10–80 percent takes as little as 28 minutes at up to 150 kW, and it uses a standard NACS port for Supercharger access. We achieved a maximum estimated range of 239 miles as we achieved 3.2 miles per kW, but that’s with our 0-60 testing included. Drive like an adult, and the Trailseeker will almost certainly hit its 280-mile range.
Plenty Of Competition
Subaru benchmarks the Trailseeker against the Kia EV6, Volkswagen ID.4, and Honda Prologue, but the reality is broader than that.
Tesla Model Y is the most obvious rival. In Long Range form, it offers more range and arguably better software. It also matches the Trailseeker’s 3,500-pound towing capacity and adds a usable frunk, something the Subaru notably lacks.
But the Model Y rides lower, lacks meaningful ground clearance, and doesn’t pretend to be trail-capable. If you want tech and efficiency first, Tesla wins. If you want capability baked into the chassis, Subaru has the edge.
Kia’s EV6 leans sportier. It feels lower, sharper, and more road-focused. In GT-Line or GT form, it’s quicker in a straight line, but it sacrifices ride height and off-road pretense. It’s the enthusiast’s EV crossover. The Trailseeker is the practical adventurer.
The Hyundai Ioniq 5 XRT gets closer philosophically. It adds rugged styling and a slight lift, but it still can’t match the Subaru’s 8.5 inches of clearance or 3,500-pound tow rating. Hyundai wins on interior tech polish and charging speed consistency. Subaru counters with real-world trail confidence.
The Toyota bZ Woodland is mechanically nearly identical. Same bones. Same dual-motor layout. Same basic mission. But in person, the Subaru feels more cohesive and slightly better resolved. And crucially, it undercuts the Toyota on price in base form. That matters.
The Trailseeker doesn’t dominate on range. It doesn’t dominate in outright interior luxury. What it does is combine quick acceleration, meaningful ground clearance, real towing capacity, and sub-$40,000 pricing in a way very few EVs currently do. That niche may be small, but it’s distinctly Subaru.
Final Thoughts
Here’s the surprising part: I’m not convinced you need to step up to the Limited or Touring. The Premium delivers the full 375-hp experience, the full AWD system, the full ground clearance, the same fast charging, and nearly identical range. The features it lacks feel like luxuries, not necessities.
That’s rare in today’s trim-walk world. If Subaru’s goal was to make its second EV feel unapologetically like a Subaru, capable, practical, quick, and ready for something more than commuting, it nailed it. And the base model might just be the smartest version in the lineup.
For those with just $5,000 extra to spend, they have their pick of the lineup… and the fastest production Subaru in history without giving up a shred of practicality.
U.S. consumers are sharply divided on Chinese vehicle brands.
Dealers show strong resistance despite notable shopper curiosity.
Price incentives could sway buyers, but trust remains critical.
If you spend any time in automotive comment sections, you’ve seen it. Someone inevitably points to a cutting-edge EV from China and declares it superior to whatever U.S.-market model is under discussion. There’s a huge catch, though: that vehicle doesn’t actually exist in the American marketplace.
It’s not federally certified, not sold through U.S. dealers, not supported by a domestic service network, and not priced with tariffs factored in. It’s a theoretical alternative, not a real one, and new research helps explain why this dynamic exists. Americans are forming opinions about Chinese automakers before most have ever seen one in person.
According to a study from Cox Automotive, consumers are heavily divided. Around 38 percent of shoppers say that they’re extremely or very likely to consider a Chinese brand. Another 39 percent says the opposite, that they’re extremely unlikely to do so. Among Gen Z buyers, the openness jumps to a whopping 69 percent, so if this ever does happen, expect the marketing to skew toward younger folks.
That split implies any early traction would likely be concentrated within specific demographics rather than spread across the broader market, creating both opportunity and risk for established players.
That said, actual awareness is thin. Nearly half of those surveyed said they were familiar with Chinese brands, but actual brand knowledge falls off a cliff quickly. BYD is the brand most are familiar with and that made up just over one-third of respondents. In total, only 17 percent said they had a deeper awareness of it. That’s a pretty big insight gap.
Dealer familiarity lags even further behind, with only about a quarter reporting any awareness of BYD, a reminder of how preliminary this conversation still is at the retail level.
While around 40 percent of consumers say that they’re interested in Chinese brands coming to America, dealers, the ones with the real power, aren’t so hot on it. Only 15 percent said they’d like these brands in the USA. In fact, 92 percent of dealers reported concerns about selling Chinese vehicles. They cited everything from reliability to safety to long-term viability. That hesitation matters even more than the fact that some 60 percent of buyers aren’t interested.
The research also found that roughly 70 percent of dealers would adjust their business strategies if Chinese brands entered the market, suggesting preparation may follow skepticism.
Partnerships could shift the equation, though. When consumers were asked to consider a Chinese automaker aligned with an established U.S. brand, purchase consideration rose sharply to 76 percent, indicating that brand pairing may influence acceptance as much as pricing or product.
The Attraction
Interest does not appear to hinge on technology, styling, or practicality. It comes down to price. Nearly half of consumers rate them positively for affordability, and 35 percent give strong marks for performance. No doubt, we’ve seen pricing for Chinese automobiles undercut just about every other brand. But durability, safety, quality, and reliability fall short, and those are precisely the fundamentals that drive mainstream purchase decisions.
When consumers directly compared specific models, Tesla’s Model Y maintained a clear edge among EV shoppers, and the Chevrolet Equinox led among ICE vehicles, reinforcing the staying power of established nameplates.
However, when steep price discounts were introduced into side-by-side comparisons, a meaningful share of buyers indicated they would switch, particularly among lower-income and more price-sensitive groups.
Dealer and Consumer Comparisons (Strongly or Somewhat Agree)
Established U.S. brands still hold the advantage, buoyed by trust and familiarity. Price can narrow that gap, especially among more cost-sensitive buyers, but it doesn’t erase it. And it’s why those folks in the comment section suggesting that readers get a BYD Dolphin instead of whatever is actually available might have to wait a while longer before that comment makes any sense.
Consumers Rate Chinese Brands Lower on Buying Criteria (Durability, Quality, Safety and Reliability)
Toyota offers up to $6,500 in incentives on the new bZ Woodland.
Buyers can choose $5,000 cash or 0% financing with bonus cash.
Subaru’s Trailseeker remains cheaper despite Toyota’s early discounts.
The new Toyota bZ Woodland arrives at a complicated moment for electric SUVs. Conceptualized and likely sent into a production cycle with federal tax credits in mind, the electric crossover is here without those credits to rely on. On top of that, its near identical Subaru twin, the Trailseeker, costs thousands less. Now, Toyota is putting discounts of up to $6,500 on its brand-new electric model to sweeten the deal.
According to Cars.com, the deals aren’t exactly hidden or subtle, either. Buyers can score $5,000 in customer cash, lessees get $6,500 in lease cash, and those with pristine credit can opt for 0% APR for 72 months plus $3,500 cash back. Not bad for a model that effectively just arrived on dealer lots.
Here’s how it breaks down. The $5,000 customer cash incentive functions like a rebate and lowers the price or amount financed. The $6,500 lease cash deal reduces the capitalized cost of the lease, which means lower monthly payments. The $3,500 cash back deal with 0 percent APR is exactly what it sounds like. A discount on the price and no interest on payments for six years. All deals expire on March 2nd.
With pricing starting at $46,750 (including $1,450 destination) and climbing to $48,850 for the Premium, Toyota clearly felt some pressure to keep this wagon-like EV competitive in a cooling segment. These deals should help, considering that the bZ Woodland seems incredibly similar to Subaru’s Trailseeker.
Pricing Pressure From Subaru
For its part, the Trailseeker starts at $39,995 before destination, and that’s without discounts. So even with $5,000 on the hood, the Toyota still plays in a higher price bracket. That means the Woodland’s biggest advantage may come down to brand loyalty, dealer networks, and whether buyers prefer Toyota’s design and packaging.
Again, Toyota probably cooked up this car when it thought the $7,500 federal EV subsidies would still exist at launch. With that in mind, this feels like an almost necessary move to keep the car moving off dealer lots.
Highlander EV uses an electronic popper with hidden manual release.
A small tab inside the handle serves as a built-in mechanical backup.
The setup reflects growing focus on EV safety and everyday usability.
Spend five minutes around a modern car, especially an electric one, and you will notice something curious. Door handles have morphed into design statements, tech showcases, and sometimes awkward little puzzle games that feel one step away from becoming a liability.
Some pop out theatrically, some sit flush until summoned, others attempt both, and an increasing number rely entirely on electronic latches that only function when the car has full power. Toyota’s new Highlander appears ready to break new ground with a hidden feature few will notice at first.
During our time up close and personal with the SUV, one small feature stood out. The main exterior handle leverages a small pad to activate an electric door latch. That’s not groundbreaking, but what’s next to it might be.
Did You Notice The Tiny Tab?
Photos Stephen Rivers/Carscoops
Inside of the stationary recessed door handle lies a tiny tab. Roughly the size of a postage stamp, it’s designed to be pulled independently by someone outside the car, including, knock on wood, emergency crews. Unlike the main handle, the tiny piece has a clear pictogram suggesting it’s a manual release.
Next to it is a removable section for a keyhole. Getting into this electric SUV, should it ever lose power, is as easy as inserting a key, engaging the manual latch, and pulling on it. Notably, the pull tab did nothing for us when we were in person and tinkering around with it.
Photos Stephen Rivers/Carscoops
Toyota clarified to Carscoops that the prototypes didn’t have functional versions of the handle. The production car will work via a two-step process. Pull once, and the tab will unlock the door. Pull twice, and it’ll manually open the door. That’s clever, and it’s worth noting that it’s not just the exterior handles that have this sort of feature.
The inside handles are similar to the ones we’ve seen on Lexus vehicles for some time. Users can push the door button for the electric latch to release, or they can pull it to manually open the latch. That’s just one more piece of safety baked into the all-new Highlander.
In a world where even door handles have gone digital, a simple mechanical fallback feels less like nostalgia and more like common sense. Toyota’s solution is not flashy, and it does not need to be. As cars pile on electronics for even the most basic tasks, a simple physical solution may turn out to be the smartest feature of all.
Slate Auto is only a few months away from what could become the most consequential moment in its brief existence. It will soon tell the world exactly how much its trucklet will cost. We already know it is targeting the “mid-$20,000 range,” but whether or not that’ll be cheap enough for widespread adoption is an open question.
This week, the startup teased on social media that final pricing for its two-door EV will arrive in late June. In the video, CEO Chris Barman reiterates that the base “Blank Slate” model is still expected to land in the mid-$20,000 bracket.
“We’ve been working tirelessly to get the lowest price possible,” Barman said. “While we’re not pencils down just yet, we’re wrapping negotiations on final parts with suppliers. We’re on track to share new info on the price in June. We think it’ll be worth the wait.”
Obviously, the mid-$20,000 range is a break from Slate’s initial promise of a truck that starts under $20,000. That said, its initial promise relied heavily on the now-defunct $7,500 federal EV tax credit. Without it, breaking that price barrier was always going to be a stretch given material costs and industry margins. The updated estimate sounds a lot more realistic, but also far less revolutionary.
The Reality Ahead
Let’s say that the trucklet launches with relatively approachable MSRP. Slate will still need to nail the details. Execution at the manufacturing, service support, parts supply, and consumer education level will be paramount. Other startup automakers have failed on fewer issues.
Then, there’s the competition. We’ve pointed out just how unattractive a $25,000-$28,000 Slate might appear next to something like the Ford Maverick. That isn’t the only compact truck in the market and the Blue Oval brand is already working on an electric version of its own, which it promises to start from $30,000.
And while we’re still light on specifics, it is hard to imagine Ford delivering something as unapologetically stripped back as the Slate, which famously does without even basic features like integrated speakers and power windows.
That all said, a small, affordable, modular EV with tons of personality might just manage to escape the fray. Production is supposed to begin by the end of the year in Indiana.
The automotive industry never slows down, and EV brands feel that pressure more than most. Lucid is responding to the market and to its own position by cutting 12 percent of its workforce. The move comes as it attempts to tighten spending and move closer to profitability as it ramps up Gravity production.
The layoffs were confirmed to Bloomberg in an emailed statement, following the leak of an internal memo from interim CEO Marc Winterhoff that circulated within the company and was seen by Techcrunch.
In the memo, Lucid addresses the cuts head on. “Saying goodbye to colleagues is never easy,” Winterhoff wrote. “We are grateful for the contributions of those impacted by today’s actions, and we are providing severance, bonus, continued health benefits, and transition support to help them through this period.”
Bloomberg reports that the majority of workers affected are salaried and corporate roles. Hourly workers tied directly to manufacturing, logistics, and quality operations at Lucid’s Arizona facility are not expected to be part of this reduction. That’s not all that shocking, given the brand’s need to ramp up production of the Gravity SUV and continue development of its Midsize platform.
“Importantly, today’s actions do not affect our strategy,” Winterhoff wrote. “Our core priorities remain unchanged, and we continue to focus on the start of production of our Midsize platform. With disciplined execution, we are also focused on further expansion into the robotaxi market, continued ADAS and software development, and growth in sales of Lucid Gravity and Air across existing and new geographies.”
A Murky Future
Right now, Lucid’s momentum is almost entirely pinned on the Gravity SUV. It undoubtedly broadens appeal beyond the ultra-luxury Air sedan expanding its reach to a more popular segment. That said, it’s not exactly what most buyers would consider mainstream or affordable.
That’s why the Midsize platform is so key to Lucid’s future. Tesla’s Model 3 and Model Y turned a niche player into a volume powerhouse, and Lucid is hoping for a similar inflection point.
Rivian is following a similar playbook with the R2. By the end of the year, we should have a clearer picture of who is getting closer to that goal. In a cooling US EV market, profitability is no longer a nice to have. It is the whole game.
Login
