Chevrolet introduced the 2026 Silverado EV Trail Boss off road trim.
The new model gains a 2-inch lift, updated suspension, and Terrain Mode.
Super Cruise now integrates with Google Maps for enhanced navigation.
It’s that time of year again when model changes are rolling in, and the 2026 Silverado EV is adding a new off-road-focused trim called Trail Boss. As the name implies, it’s built to handle trails like a boss. To accomplish that, it leverages a lift kit, an updated hydraulic rebound control system, and a new Terrain mode. Interested parties will need to be ready to part with over $72,000 to put one in their garage.
“Trail Boss has been one of the highest turning trims in our portfolio since we first launched it on the 2019 Silverado,” said Scott Bell, vice president, Chevrolet. “Adding Trail Boss to Silverado EV gives customers an option that builds on our strong truck pedigree, high electric range, and off-road capability.” We’re happy to report that this isn’t just an appearance package.
Enhanced Off-Road Performance
Every Trail Boss comes standard with a two-inch lift kit, which Chevy boasts is a 24 percent increase in ground clearance over the standard Silverado EV. On top of that, the automaker re-tuned the coil suspension and rebound control system. A new trim-exclusive Terrain mode acts almost like a low-speed off-road-focused cruise control for navigating uneven surfaces. It also gets sharper 4-Wheel Steering for better response off-road.
Chevrolet leverages a “high-angle approach” front fascia on the Trail Boss along with 35-inch all-terrain tires, unique 18-inch wheels, red tow hooks, and exterior badging to make the trim stand out. The cabin also gets its own unique touches. Perhaps most impressive is that this new version of the Silverado EV doesn’t sacrifice much in the way of range.
“The Silverado EV Trail Boss delivers similar capability expected with other Chevy Trail Bosses,” said Joe Roy, chief engineer for Silverado EV. “It’s an impressive truck that will meet the needs of our customers looking to get off trail and still have all the features customers have come to love about Silverado EV, including range and off-road power.”
Pricing
Available with Chevy’s Extended or Max battery pack, buyers will get 410 or 478 miles of EPA-estimated range. Pricing starts at $72,095, but those who want the Max pack will pay $88,695. That’s right beneath the RST trim that starts at $89,395. Those prices include destination and delivery. There are benefits to each pack worthy of mention.
Those who select the Extended pack get up to 12,500 lb-ft of towing capacity and 2,100 pounds worth of payload capacity. On the flip side, those with the Max pack can enjoy up to 725 horsepower (540 kW) and 775 lb-ft (1,049 Nm) of torque. Expect it to go on sale later this summer, with additional details about options and pricing coming then too.
Other Updates for 2026
In other news related to the 2026 Silverado EV, Chevy is sunsetting the RST trim, leaving only the Work Truck, LT, and Trail Boss in the lineup. In addition, the Silverado EV is getting a more advanced version of Super Cruise, now integrated with Google Maps. The updated system includes hands-on functionality that helps keep the vehicle centered in its lane and adjusts to the car ahead. Also, when you engage Super Cruise on compatible roads, a green light on the steering wheel indicates hands-free driving is activated.
Stellantis is delaying its electrified trucks due to a market slowdown and to fix quality niggles.
The all-electric 1500 REV will now arrive in 2027 as a 28MY, four years after its debut.
Even the Ramcharger hybrid is pushed back to 2026, having been promised for late ’24.
We’ve got some bad news for Ram fans who were hoping to jump into one of the automaker’s two new electrified trucks. Both have been delayed again, their production debuts having already been pushed back at least once.
The all-electric 1500 REV and hybrid Ramcharger both had their global reveals back in 2023 and were originally slated to enter production in late 2024. That date was then pushed back to 2025, but now truck fans face an additional wait of up to two years to get their hands on one of the hi-tech pickups.
Stellantis has delayed the Ramcharger’s introduction to the first quarter of 2026 and the REV won’t now land in dealerships until the summer of 2027 as a 28MY truck. The delay was first reported by Crain’s Detroit Business, which discovered two different reasons for the hold-ups.
The Ramcharger delay is due to Ram “extending the quality validation period” to get a handle on some quality niggles, a Stellantis spokesperson told CDBvia email. Though the rep didn’t expand on what kinks needed straightening, the powertrain – an electric motor and battery setup charged by a massive combustion V6 – is an entirely new one for the automaker.
Stellantis makes no suggestion that the delay of the 1500 REV is related to quality issues with its fully-electric powertrain. Instead, the spokesperson places the blame squarely on market forces, specifically a “slowing consumer demand” for half-ton BEV pickups.
With technology and customer expectations evolving so quickly these days, let’s just hope the trucks still feel fresh and exciting when they finally start rolling off the line in Sterling Heights, Michigan – several years later than originally planned.
While the delays are disappointing, at least the trucks haven’t been canned altogether like the heavy-duty electric pickup Ram scrapped last year. And there is still plenty of good news coming out of Ram right now. We reported a few weeks back that the brand promised to announce 25 new products over the next 18 months, and the first one is scheduled for June 8.
One of those new models is a smaller truck, though it’s still unclear whether it will go into battle with midsize pickups like the Ford Ranger, or take aim at the small Maverick.
The 2026 GMC Hummer EV lineup includes a new Carbon Fiber Edition.
The fastest-ever Hummer accelerates from 0-60 mph in 2.8 seconds.
The EV also gains a new King Crab mode for improved maneuverability.
Even the most excessive EV on the market is still getting upgrades. For the 2026 model year, the GMC Hummer EV sees a series of small updates aimed at enhancing performance, off-road functionality, and overall refinement. A few of the improvements will even be offered retroactively to current owners, thanks to over-the-air updates.
Carbon Fiber Edition For Extreme Acceleration
Among the changes, the limited-run Carbon Fiber Edition stands out. Available for both Pickup and SUV versions, this trim builds on the top-tier 3X model but pushes performance even further. The truck version now launches from 0 to 60 mph (0–97 km/h) in just 2.8 seconds, down slightly from the already eye-widening “approximately 3 seconds” claimed by the outgoing model.
According to GMC, this extra boost is the result of refined propulsion calibration, updated software, and some hardware tweaks. The updated 3X also comes with a 24-module battery pack delivering 1,160 hp (865 kW / 1,176 PS), up from the previous 1,000 hp (746 kW / 1,014 PS).
Visually, the Carbon Fiber Edition gets 22-inch carbon fiber wheels, carbon accents on the mirror caps and skid plates, and an exclusive matte Magnus Gray exterior paired with black emblems. Inside, it features a Velocity Ember interior theme. GMC doesn’t mention any actual weight savings from the carbon fiber bits, which serve more aesthetic than functional purposes
Subtle Updates, Smarter Tech
Outside of the special edition, the 2026 Hummer lineup doesn’t get major styling revisions. However, two new exterior color options called Coastal Dune and Auburn Matte, have been added, along with new interior themes: Granite Drift and Stealth Eclipse.
The tech front gets a more noticeable upgrade. The 13.4-inch infotainment screen now supports a customizable split-view layout, giving drivers quicker access to key data. The Super Cruise driver assistance system has also been updated, though details on those improvements are still limited
King Crab Mode For Everyone
Another highlight of the 2026 MY is the addition of the King Crab mode. This feature is standard in the 2X and 3X trims and will be available to all Hummer EV Pickup and SUV owners later this year through an over-the-air update. According to the company, the King Crab mode makes the rear wheels turn “significantly faster” than the front wheels, improving maneuverability in tight spaces and enhancing the rock crawling abilities of the Hummer.
GMC engineers have also optimized the damper tuning of the EV, promising an improved ride quality. Furthermore, all versions of the Hummer are now compatible with bidirectional charging, meaning they can charge another vehicle, or power your entire home during a blackout.
Production of the 2026 GMC Hummer EV Pickup and SUV will take place at GM’s Factory ZERO Assembly Center in Michigan. The updated models are expected to hit U.S. dealerships later this year, with pricing and range details to be announced closer to launch, likely by late summer 2025.
GM and LG will put lithium manganese-rich (LMR) batteries into production by 2028.
These use a unique cell chemistry that has high amounts of manganese and little cobalt.
The new batteries promise a 33% higher energy density than LFP batteries at a comparable cost.
General Motors and LG Energy have announced plans to use lithium manganese-rich (LMR) prismatic battery cells in electric trucks and full-size SUVs. The automaker intends to be the first to use LMR batteries and production is slated to begin by 2028.
GM says LMR batteries are a breakthrough as traditional battery cathodes require nickel, manganese, and expensive cobalt. This drives up prices and makes EVs expensive.
LMR batteries seek to address this by using a “higher proportion of more affordable manganese.” They also promise to deliver a “greater capacity and energy density.”
The companies didn’t go into many specifics, but said their new LMR prismatic battery cell has a 33% higher energy density than the best-performing lithium iron phosphate (LFP) cells, despite having a comparable cost.
So what does this all mean? We can expect an electric truck that delivers more than 400 miles (644 km) of range as well as “significant battery pack cost savings compared to today’s high-nickel pack.” That would be a welcome development as the 2025 Chevrolet Silverado EV LT Extended Range starts at $75,195 and has an EPA-estimated range of up to 408 miles (657 km).
GM’s director of advanced battery cell engineering said the batteries are the result of a decade of development. Kushal Narayanaswamy went on to say GM’s current crop of electric trucks and SUVs use NMCA batteries and these have a composition that is roughly 85% nickel, 10% manganese, and 5% cobalt. LMR batteries are vastly different as they’re about 65% manganese, 35% nickel, and use “virtually no cobalt.” In effect, they use more of the cheaper materials and less of the expensive ones.
A Cybertruck flipped after allegedly being hit by a Ram pickup driver on a California highway.
The EV’s cameras recorded the entire incident, reportedly helping police charge the driver.
The Tesla driver avoided serious injury, and the totaled Cybertruck was later listed on Copart.
A Cybertruck driver recently found himself in a terrifying situation after what he claims was an aggressive move by another motorist on a California highway ended with his truck upside down. The incident occurred in broad daylight near Ukiah, and the entire event was captured by the Tesla’s onboard cameras.
The footage, later shared on YouTube by the Wham Baam Teslacam channel, shows how the crash unfolded. A black Ram 1500 overtakes the Cybertruck, then abruptly cuts into the right lane just ahead of it. Moments later, the Ram driver taps the brakes, prompting the Cybertruck driver to move left in an attempt to pass. That’s when things take a turn – literally.
The Ram swerves into the Tesla’s path, pulling off what appears to be an unintentional PIT maneuver that forces the Cybertruck off the highway. As it veers off the road, the slad-sided electric truck slams sideways into a ditch, causing it to roll over. While the truck lay upside down, its sensors detected the crash and automatically alerted emergency services. Fortunately, the driver wasn’t seriously injured, though he was taken to the hospital by ambulance after reporting back pain.
Copart
According to the Tesla owner, he had no prior interaction with the Ram driver, something he says is backed up by the footage he shared with police. After reviewing the video, the California Highway Patrol has reportedly charged the Ram driver with vehicular assault, though official confirmation from authorities has not been released publicly.
The aftermath wasn’t kind to the Tesla. The truck sustained heavy damage to its roof, wheels, suspension, and body panels. It later appeared on Copart, looking far worse for wear. Some parts may be salvageable, but the cost of repairing such a heavily damaged vehicle likely outweighs any benefit. The driver is presumably seeking reimbursement through his insurance provider.
As for motive, nothing has been officially confirmed. However, the incident brings to mind other recent reports of road rage or hostility directed at Tesla drivers. Unlike the usual vandalism or minor clashes, though, this sort of encounter could have ended far more dangerously. With any luck, the Ram driver, if found responsible, will think twice before acting on impulse behind the wheel.
The Tasman is expected to gain hybrid and electric powertrains later in its lifecycle.
An upcoming facelift may take design cues from the Tasman Weekender Concept.
Kia says it plans to keep the pickup on the market for approximately 8 to 12 years.
Kia’s midsize truck, the Tasman, is just getting started and is expected to stick around for quite a while, according to a high-ranking company official. However, it won’t remain frozen in time. Along the way, it’ll see upgrades including, in all likelihood, a styling refresh and, more notably, hybrid and fully electric variants.
The update comes via Roland Rivero, General Manager of Product Planning at Kia Australia. Speaking with CarExpert, Rivero described the Tasman’s ladder-frame chassis as a “fairly modular platform” that can accommodate “numerous powertrains.”
Hybrid and EV Versions on the Table
Depending on the market, the Tasman is currently offered with gasoline and diesel engines, but electrified versions are on the horizon. Rivero confirmed that Kia is actively “studying and reviewing” both hybrid and fully electric variants, though he stopped short of committing to a specific timeline for their launch.
One possible setup involves pairing the turbocharged 2.5-liter gasoline engine that’s available in the Korean market with a self-charging hybrid system, like what Hyundai is doing with the latest Palisade. Such a move could position the Tasman to compete directly with electrified midsize trucks like the BYD Shark and Ford Ranger Plug-in Hybrid.
As for the fully electric Tasman, expect a dual-motor setup providing all-wheel drive. This version would go up against the zero-emission trucks being developed by Toyota and Isuzu, including electric versions of the Hilux and D-Max.
Kia’s local head of Product Planning said the Tasman’s lifecycle will follow the typical pattern for light commercial vehicles, lasting “anywhere from 8 to 12 years.” To keep demand strong over that span, Kia plans to update and refine the midsize truck in a variety of ways.
Weekender Concept Shows What’s Possible
Some of those future styling updates might take cues from the recently revealed Tasman Weekender concept, which debuted at the 2025 Seoul Mobility Show. While Rivero emphasized that the Weekender is “just a concept” for now, he acknowledged that it could influence future updates, saying there’s “plenty of opportunity to enhance the Tasman” throughout its run.
The concept gets wider, body-colored fenders, redesigned bumpers, a more pronounced hood, and chunkier tires over the production model. These could make their way into a tougher, off-road-oriented variant of the Tasman, a move in line with the growing popularity of factory-built rugged trucks, led by models like the Ford Ranger Raptor.
In any case, it appears that Kia has plenty of ideas about the future of the truck, enhancing its presence as a newcomer in this competitive segment. Until a facelift arrives, owners of the Tasman can rely on the numerous available accessories, tailored for different use-case scenarios.
Ram was working on an electric heavy duty pickup that would have slotted above the 1500 REV.
The model was reportedly axed last year, leaving suppliers fighting to recoup their investments.
This has sparked a $25 million lawsuit that pits Valeo against American Axle & Manufacturing.
Two years ago, Ram introduced the 1500 REV at the 2023 New York Auto Show. It was originally slated to arrive in the fourth quarter of 2024, but has now been pushed back to 2026. That’s a heck of a delay and it appears Ram was also working on an electric heavy duty pickup. The truck was slated to join the lineup in time for the 2027 model year, but the program was reportedly axed in 2024.
This is an interesting development as heavy duty trucks are known for diesel-power and huge towing capabilities. The latter is a significant weak spot for EVs, leading us to question who in their right mind would want an electric heavy duty pickup.
Ram appears to have answered that question with ‘no one’ as the truck was quietly killed off. However, we’re learning about it today thanks to a lawsuit discovered by Auto News.
According to the publication, Valeo is suing American Axle & Manufacturing for refusing to cover “sunk costs” related to the vehicle. Valeo reportedly spent millions developing electric motors and inverters that would be used in e-beams from American Axle.
American Axle announced a contract with Stellantis in 2023 and said the upcoming model – which was a mystery at the time – would have “both front and rear e-Beam axles that include AAM’s integrated 3-in-1 e-Drive technology.” They added the vehicle would arrive late in the decade and feature a motor, inverter and gearbox integrated into a single assembly.
While it would have been interesting to see what Ram came up with, the two suppliers are now fighting over a reported $25 (£18.6 / €21.9) million. Valeo reportedly wants to be paid for their work, while American Axle is said to be claiming the two firms never had an enforceable contract.
A Cybertruck owner performed Nazi salutes and allegedly hurled slurs in public.
The Tesla owner’s business was quickly bombarded with negative Yelp reviews.
The owner apologized and promised to support anti-hate groups going forward.
These days, just about everyone walking around has a recording device sitting in their pocket. That means just about anything we do in public has the potential to be filmed and posted online for the world to see. One business owner just found that out the hard way. After performing a couple of Nazi salutes out the window of his Tesla Cybertruck, a video of the incident surfaced online. Unsurprisingly, his company’s Yelp reviews took a nosedive in the aftermath.
According to the post on Reddit, this happened in Mission Bay, San Francisco. “While I was walking home… the owner of Cyber Electric LLC, repeatedly performed the Nazi salute after yelling homophobic slurs at my friends and me. This is deeply abhorrent behavior and a reflection of the company’s values and beliefs. I feel badly for anyone this woefully ignorant and hateful,” the poster said.
Sure enough, that appears to be what we see in the video embedded below. While some elements of that description are hard to confirm, it’s clear that someone is making the gesture and that the company graphic is on the side of the electric truck. It’s worth noting that we have no idea what led up to this interaction. While nothing warrants the reaction, it’s tough to believe that we’re missing some context here.
Video Reddit
That said, those who saw the video online went to Yelp to express their displeasure with reviews of Cyber Electric. “There is no room in Modesto for Nazi businesses. Don’t support fascism or homophobics,” one reviewer said. “Is this who you want in your home, around your family performing repairs?” another from the Bay Area wrote according to SF Gate. “Disgusting.” Interestingly, Yelp has since scrubbed the page of the negative reviews with the following explanation.
Yelp’s Response
“This business recently received increased public attention, which often means people come to this page to post their views on the news rather than actual consumer experiences with the business,” said the company. “We’ve temporarily disabled the posting of content to this page as we work to investigate the content you see here reflects actual consumer experiences rather than the recent events (even if that means disabling the ability for users to express points of view we might agree with).”
To his credit, Cyber Electric owner Marco Diaz has already issued a response. He posted a video on his YouTube account admitting that he used the Nazi salute. While he denied using homophobic slurs, he did acknowledge that he hurt others with his actions. “To make this right, I am educating myself, supporting anti-hate groups, and ensuring my company promotes inclusion. I’m committed to learning and rebuilding trust. I welcome your feedback and hope my actions show my sincerity,” he said.
This looks like a case of trying to be provocative and crossing a line that was not remotely worth testing. It is another reminder that in today’s world, almost everything ends up on video, and once a reputation takes a hit like this, there is no easy way to walk it back.
Slate wants to revive old-school driving fun with an affordable, no-frills electric pickup.
CEO Barman aims to deliver simple, modular EVs instead of flashy, tech-heavy vehicles.
She’s just told the world why she thinks Slate will be different from every other brand.
As the EV world continues its game of musical chairs, one startup company thinks it has found a different way to stay standing when the music stops. Slate is betting on a different formula: simplicity over flash. In a market obsessed with massive screens and autonomous gimmicks, Slate thinks there is still room for vehicles that just work.
CEO Chris Barman, a veteran of Chrysler, says that the startup, which is reportedly backed by Amazon boss Jeff Bezos, aims to deliver “fun, affordable EVs that people actually want to drive.” Her goal is to tap into an under-served market, and she just opened up about why she thinks Slate will succeed.
Barman, a mechanical engineer by background, joined Slate as CEO in May 2022. She spent most of her career in product development at Chrysler, eventually rising to vice president of electrical and electronics at Fiat Chrysler. Put simply, she knows how to build vehicles that can handle real-world abuse.
A Truck Without the Tech Overload
Slate’s first offering is a no-frills electric pickup truck priced from “around $28,000.” With current incentives, that could theoretically make a base Slate pickup roughly $20,500. No doubt, that would stand out in the U.S. market and the overall EV segment, though as always, there is no guarantee the $7,500 tax incentives will still be available when the trucks actually hit the road.
“There’s a massive population of people out there when it comes to safe, reliable, affordable transportation; there just really aren’t many alternatives for them,” Barman said in an interview with Business Insider. As of February, an EV costs an average of $6,300 more than a similar gas-powered car. Of course, some gas-powered cars do almost everything Slate offers and then some.
Nevertheless, it sounds like Barman is building this idea off of decades of love for similar vehicles. “I grew up on a farm. My first car was a 1984 Ford Ranger pickup, with a five-speed manual, manual windows, and no air conditioning,” she said. “It was basic transportation, but I loved the freedom it gave me to go places and do things.” That freedom-based thinking bleeds into the design of the Slate pickup.
Modularity Built In
Unlike just about everything else on the market, this thing stands out because of its modularity. Owners can add over 100 different accessories, and we’re not talking about Slate-branded valve caps. We’re talking about infotainment systems, speakers, cupholders, different exterior lighting surrounds, and even a conversion kit that turns the truck into a five-seat crossover.
“It may be, they were single when they first purchased the truck, and they recently got married, and a few years later, they have a family, and instead of having to exchange it out for a completely new vehicle, they can convert it into a five passenger SUV and continue to use the vehicle,” Barman told BI.
How exactly does she see users engaging at such a high level in a space that few people usually do? She says that the automaker will offer instructional videos online in what it’s calling Slate University. It is part of what Barman calls “a complete paradigm change in the car buying experience.” Buyers will not be locked into the expensive, bloated versions dealerships like to push. Instead, they will start basic and add only what they want, when they want.
Direct Sales
To help streamline the process, as with most EV startups, Slate is skipping traditional dealerships altogether and selling directly to consumers. Buyers will configure and purchase their vehicles online, with no showroom upsells or sales pressure to deal with.
Reservations for the EV are already open, with a refundable $50 deposit if you are feeling adventurous. Of course, the company still has a lot of hoops to jump through before any of this happens. Slate is working to secure an old shuttered factory to revive in the Midwestern US, and only once vehicles start rolling off an actual production line will we know if Barman’s dreams for Slate can turn into a reality.
The electric version of the Isuzu D-Max delivers 188 hp from dual electric motors.
Powered by a 66.9 kWh battery, the electric truck claims 163 miles of WLTP range.
Pre-orders for the D-Max EV begin in late 2025, with deliveries starting March 2026.
Isuzu is stepping into the electric pickup game with a familiar face and a new heart. The company has officially unveiled the production version of its fully electric D-Max pickup, which is set to hit European roads in 2026.
While the exterior sticks closely to what buyers already know, underneath it promises a zero-emission alternative without sacrificing the rugged practicality the D-Max is known for. Fleets and private buyers looking to ditch diesel but keep their payloads will likely want to take a closer look.
Described as “the first production electric pickup in Europe to deliver full commercial capabilities,” the Isuzu D-Max EV will face off against rivals like the upcoming electric version of the next-generation Toyota Hilux.
Visually, there is little to separate the EV from its internal combustion siblings. Unlike the concept version shown last year, the production D-Max EV skips the closed-off grille treatment. Instead, exterior changes are subtle, limited mostly to EV-specific badging and the absence of tailpipes. The charging port has been tucked into the same spot where the fuel cap normally lives, maintaining a familiar layout for users.
For its debut, Isuzu dressed the D-Max EV in a one-off Norwegian Blue paint job, paired with black accents and matching 18-inch alloy wheels. The electric pickup will launch in two high-spec trim levels, with buyers able to choose between Extended Cab and Double Cab body styles.
Dual Electric Motors And 4WD
The D-Max EV runs on dual electric motors that generate a combined 188 hp (140 kW / 190 PS) and 325 Nm (240 lb-ft) of torque. That means it offers 27 hp (20 kW) more power than the diesel version, though it gives up 35 Nm (26 lb-ft) of torque in the trade. Power is delivered to all four wheels through a full-time four-wheel-drive system, with the Rough Terrain Mode feature carried over from the diesel model.
Performance figures include a 0 to 62 mph (0 to 100 km/h) sprint in 10.1 seconds and a top speed that nudges just over 80 mph (129 km/h). More importantly for truck buyers, the electric D-Max maintains serious working credentials, boasting a payload capacity of over 1,000 kg (2,205 lbs) and a towing capacity of 3.5 tonnes (7,716 lbs), which are on par with diesel midsize pickups. Off-road figures are equally robust, with a 600 mm (23.6 inch) wading depth and 210 mm (8.3 inch) of ground clearance.
Battery and Charging Details
A 66.9 kWh lithium-ion battery provides a WLTP-rated range of 263 km (163 miles). This figure might seem modest compared to smaller EVs, but it is in line with expectations for a midsize pickup carrying extra weight and size. Fast charging at up to 50 kW DC allows the battery to go from 20 to 80 percent charge in about one hour. Isuzu backs the battery with an 8-year or 100,000-mile (160,900 km) warranty.
The fully electric truck rides on a modified version of the ladder frame chassis found in the regular Isuzu D-Max. However, the rear suspension features a De-Dion setup instead of leaf springs, contributing to a more refined ride.
The Isuzu D-Max EV made its global debut at the 2025 Commercial Vehicle Show in Birmingham. Pre-sales for the UK market are expected to begin in the second half of the year, with first customer deliveries planned for March 2026. Isuzu has also confirmed that the electric truck will be offered in select mainland European markets, including Norway.
A modified Cybertruck sold for $78K, surpassing the price of a new one.
Changes to the Cybertruck include a satin black wrap, and the CyberTent.
Some fancy and colorful LED lighting has been added to the truck’s cabin.
Owning a new Tesla might not carry the same futuristic mystique it once did, but for plenty of buyers, the dream is still alive and well, especially when it involves the polarizing, attention-grabbing Cybertruck.
While the electric pickup has not sold as well as Tesla had hoped, there are still plenty of Americans who still want to get their hands on one. For many, buying directly from Tesla’s website is the easiest option, but the used market is starting to offer some interesting alternatives. Plenty of low-mileage Cybertrucks are already available, and while most sellers are taking a big hit compared to MSRP, there are a few exceptions — even if they mostly just prove the rule.
Last week, a particularly well-specced and modified example traded hands for $78,000 on Cars & Bids. At first glance, that is a very solid result for the seller, especially considering it is possible to buy a brand-new Cybertruck Dual-Motor AWD directly from Tesla for a little over $72,000 after the $7,500 federal EV tax credit.
So, why did this Cybertruck sell for more than a new one? Well, it has several tasteful (and costly, at least for the seller) modifications that seem to have appealed to the many interested bidders. For starters, the controversial stainless steel panels now sport a satin black paint protection film, transforming the look of the Tesla. That alone likely set the seller back around $3,000 to $5,000.
Photos Cars&Bids
Elsewhere, there’s an LED light bar on the roof, aftermarket running boards, official Tesla roof bars and mud flaps, and some interesting cladding on the tailgate. It even includes the optional $2,975 Tesla CyberTent, making it ideal for some camping adventures (as long as you’re not too far away from a charger…).
Plenty of changes have been made to the cabin, too. For example, the central infotainment screen now sits on a swivel mount, meaning it can be angled towards the driver. The underside of the glass roof has also been tweaked and now sports colorful LED lights. According to the listing, the windows have been tinted too, a job that likely cost several hundred dollars.
Generally speaking, as we have seen countless times in the used car market, modifying a car does not add to its value. But clearly, the winning bidder was happy to spend more on this example than the going rate for a new one.If they were already planning to add these upgrades, which look like they cost nearly $10,000 on top of the MSRP, then maybe it makes a little more sense , but calling it a solid deal would be a stretch.
A Cybertuck Foundation Series was bought by Edmunds last July for a long-term test.
After 5 months of issues, the Cybertruck was hit by a compact sedan while parked.
Tesla’s service centers took two months to provide a quote, declaring the EV a total loss.
When it comes to testing high-profile vehicles, sometimes things go terribly wrong, and in the case of Edmunds’ Tesla Cybertruck, ‘terribly’ is putting it mildly. In July 2024, the outlet shelled out $101,985 for a brand-new Cybertruck Foundation Series to add to its One-Year Road Test fleet. By December 11, the truck was struck by a compact sedan while parked, pushing the 6,600-pound electric vehicle onto the curb. The damage was severe enough that it was written off entirely.
On the outside, the wheel, tire, stainless steel panel and bumper bore the brunt of the impact. Things were much more serious under the skin though as, apart from the suspension, the rear drive motor, the rear-wheel steering setup, and lots of other parts were wrecked. No doubt, it was in a very sorry state, but things weren’t exactly peachy before the crash either.
Early Troubles: A Red Flag Parade
In fact, problems began soon after Edmunds took delivery of its Cybertuck and they included a number of critical steering failures, the EV going on limp mode or dying altogether, lots of errors showing up on the screen, the a/c not working on hot days, the transmission not selecting Park… you get the picture.
Definitely not confidence-inspiring for a $100k truck, no matter how hyped up it might be. In fact, the issues were so many they didn’t allow the team to perform its usual instrument testing procedure or even take it off-road.
The Great Repair Odyssey
Nevertheless, what spelled its demise was the aforementioned accident and attempts to get it fixed. Body shops dared not touch the Cybertruck, so their only recourse was Tesla‘s own service network. Problem number one: while one would expect Los Angeles, the city with the most Cybertrucks in the world, to have quite a few, there were just two within a 50-mile radius that were certified by Tesla to fix the EV’s steel body panels.
The first one, in Huntington Beach, gave them a one-month waiting period just to get an estimate on how much repairing it would cost. That was not all, though; they had to wait another six months for it to get fixed, which meant towing it to the shop to get an estimate, then towing it back and storing it somewhere, and finally towing it back again to get it back in working order. Naturally, Edmunds declined the offer.
Things were much better at the second certified service center in Ontario. They still had to wait a month for an estimate, but after that the shop would instantly start working on the truck. So far, so good – until Tesla called a few days before the appointment and informed them it was pushed back a month due to the shop being overbooked.
Cybertruck Repair Costs
Stripes and moldings: $619
Motors and components: $4,191 (including $3,000 for an EV drive unit)
Motor mounts: $77
Wheels and parts: $1,758
Steering: $2,040
Rear suspension: $9,149 (including $2,500 for a new suspension crossmember)
Cab and components: $3,800 (including $3,240 for a high-strength steel frame)
Bed: $8,762.79 (including $1,595 for the outer panel, $4,280 for the aluminum rear section and $1,055 for the bed floor)
Tailgate: $2,495
Rear bumper: $2,417.73
Rear body, lamps and floor plan: $1,668.50 (including $800 for the inner taillamp assembly)
Miscellaneous parts: $357.22
Other parts: $5
Paint and materials: $610
Tax on parts and materials: $3,320.65
Labor: $16,584
Sublet repairs: $25
Grand total: $57,879.89
This time they decided to wait and, two months after the accident, had an estimate: it would cost them $1,128 to disassemble the truck and find out what had to be replaced or repaired. The quote, though, was a very unpleasant surprise; all in, they had to pay exactly $57,879.89.
The list of things that had to be fixed was too long, and the single most expensive item on it was the rear suspension at $9,149. Given that an example without prior damage was valued at $86,160, so theirs would sell for much less, it made no financial sense to proceed with repairs and it was considered a total loss.
The Final Blow
In the end, the outlet sold their Cybertruck to Copart for… $8,000! The only positive thing was that it received praise for its performance and ride comfort, as well as the design that, while controversial, at least (or rather because of it) drew a lot of attention. Other than that, not only did it not get to take part in the One-Year Road Test, but it became Edmunds’ biggest loss ever, a title that until then was held by the Fisker Ocean.
Jeff Bezos-backed Slate revealed its $28k modular EV yesterday.
The bare-bones truck has manual windows and a 150-mile range.
An optional truck top turns the two-seat pickup into an five-seat SUV.
With so many modern cars feeling like clones of each other, featuring similar designs and often identical powertrains, it’s only normal that we’d get excited when something really different comes along. But in the case of Slate’s new EV, is that lust for the new is at risk of creating a real Emperor’s New Clothes situation?
If you haven’t seen our report on the Slate’s debut you should check out our original story at the link below this paragraph. But here’s the tldr: Slate is Michigan-based startup backed by Amazon’s Jeff Bezos that wants to sell affordable electric utility vehicles.
They’ll cost from $27,500 ($20k after federal tax credits) and a modular design means you’ll be able to turn the two-seat truck into a two-row SUV or an SUV with a coupe back or open roof with an add-on pack.
Both of those are real selling points. Most of the few electric utilities around, like Rivian’s R1S and R1T and those coming soon from Scout, cost over $50k putting them out of the reach of many American buyers. It’s great to see an automaker building a simple, no-frills truck that doesn’t cost the earth and doesn’t take up two parking bays, and the ability to switch between pick-up and SUV configurations really adds to the practicality.
Small price, smaller equipment list
But a ton of compromises have been made to hit the sub-$30k price. Most obviously, the list of standard equipment makes a Dacia look like a Maybach. There’s no touchscreen – which is not necessarily a bad thing, because we’ve all got smartphones and it means you get physical rotary controls for the AC.
But there’s not even any kind of stereo/speakers fitted as standard to play music from your phone. They’re optional, along with the wrap you’ll need to apply to change the body color since there are no paint options because there’s no paint.
And the crank windows? The internet went wild over this, but it’s a classic case of “brown, manual, diesel wagon” syndrome, and the fun factor will quickly wear off the first time you need to yell to your kids that they forgot their lunch box at school drop-off, or ask someone for directions through the passenger window because you’ve got no phone signal for Google Maps and there’s no onboard nav.
The 1,000 lbs (545 kg) towing capacity is also terrible for a utility vehicle, the 5 ft (1.52 m) bed length’s 0.5 ft (150 mm) advantage over a Ford Maverick comes at the expense of rear seats, and the lack of an all-wheel drive variant hurts its appeal to those who live in rural areas or get harsh winters. And the smaller of the two available batteries only has a 52.7 kWh capacity and gives a range of just 150 miles (240 km).
Short battery range
That range might be fine for a truck that never strays far from its home city, but we know from Mazda’s MX-30 sales failure that people don’t like EVs that can’t go far on a charge. And though you can pay for a bigger 84.3 kWh pack that’ll give you 240 miles (386 km), that’s probably going to push you well north of $30k (before credits), and by the time you’ve added the SUV top, a wrap, Bluetooth speakers and other personalization options your bargain truck isn’t going to be quite as much of a bargain.
I really want to get behind the Slate. I hate that cars have become so heavy and overcomplicated and this feels like the wheeled equivalent of my Suri toothbrush, which doesn’t have any fancy functions you never need like stupid Bluetooth apps, but is well built and lasts for weeks on a charge. Slate’s focus on simplicity, only giving us the stuff we need and none of what we don’t is refreshing, and one other automakers constantly adding pointless gadgets to get our attention could learn from.
Will internet praise equal sales?
But as Toyota discovered with the GR86, there’s a big difference between getting a bunch of people excited about the idea of a simple, pure-of-spirit vehicle, and getting them to actually buy it. Once the Slate launch dust has settled and the novelty of the crank windows and very bare, very plasticky interior and configurable roof (where are you gonna store it?) has faded and the trucks are available to buy, will Americans open their wallets?
Or will they decide that it’s simply too compromised, too basic and there are better options for similar money.
And maybe for less money if the EV tax credits advantage disappears (it’s already not available to all buyers). Those other options, like the $24k Ford Maverick with an aftermarket Leer truck cap for that SUV feel, aren’t stylish like Slate’s Truck, and they’re not electric, but they’re great products. And is anyone in America really crying out for an electric pickup right now, anyway?
Slate thinks it’ll sell 150,000 every year, and we hope it does, but how do you rate its chances? Is it a credible truck and really the game-changing bargain some people are making it out to be, or is it just massively over-hyped, still too expensive and about five years too early? Leave a comment and let us know.
Slate’s $28K EV truck is still in development, but Ford’s Maverick is available now.
The Maverick offers better range, towing capacity, and features than Slate’s EV.
Production of the Slate EV is expected to begin towards the end of 2026.
There’s no denying that Slate Auto is turning a lot of heads right now. Their new truck, which can be optioned into a SUV, sounds promising as it strips away the excess in an effort to create an affordable, practical runabout. It even boasts an electric drivetrain to keep running costs low.
All sounds good, right? In theory, it’s an appealing prospect, but here’s the thing: what Slate is selling for the future (plus a whole lot more) is already available today in the form of the Ford Maverick.
Pricing: Promises vs. Reality
Let’s start off with its biggest selling point, the reason why the internet went wild in the first place: the price. The newly announced Slate pickup promises a starting price of “around $28,000,” but that’s far from set in stone. Assuming nothing changes, and that’s a tariff-sized assumption, if you factor in the $7,500 federal tax credit, the base price could theoretically drop to about $20,500.
But again, that’s all hypothetical. Given that the Trump administration has repeatedly suggested eliminating these credits, who knows what will happen in late 2026 when it supposedly hits the market.
On the other hand, as you’re reading this, you can walk into any Ford dealership and drive off with a 2024 Maverick XL for $23,920. That’s for the 250-hp 2.0-liter EcoBoost four-cylinder-equipped model. Because it’s available and if you click on Ford’s page, that’s the model it directs you to. If you’re looking at the 2025MY, prices start from $26,995 for the 191-hp 2.5-liter hybrid FWD variant, and $27,570 for the 250-hp EcoBoost AWD. And that’s before factoring in any additional deals or potential incentives, plus delivery fees, of course.
Range and Efficiency
Now, let’s talk efficiency and range. Slate’s truck promises 150 miles of range in its base form, powered by a 52.7 kWh battery. No doubt, the optional 84.3 kWh battery, offering up to 240 miles of range, looks more promising, but it’ll cost you extra. According to the Detroit company, charging it will take somewhere between 4 to 8 hours.
For the sake of comparing base models, we’ve focused on the 2024 Maverick XL with the 2.0L turbo, which is the most affordable option you can buy right now. This base trim delivers 26 mpg according to the EPA. Meanwhile, the hybrid variant with a 191-hp engine can achieve up to 42 mpg combined.
And let’s not forget the convenience factor. You can fill up the Maverick at any gas station in America in about 3 minutes. No waiting around for hours as your truck “recharges,” praying that the charging station isn’t busy or, you know, completely broken. If you do the math, the Maverick’s EPA numbers give you nearly 430 miles of range, while Slate’s truck promises to hit just over a third of that, assuming, of course, it’s not freezing outside or anything.
SPECS
Model
Maverick
Slate
Wheelbase
121.1 in.
108.9 in.
Length
199.7 in.
174.6 in.
Width
77.9 in.
70.6 in.
Height
68.7 in.
69.3 in.
Bed Length
54.4 in.
60.0 in
Bed Volume
33.3 cu ft
35.1 cu ft
Frunk Volume
–
7 cu ft
Seats / Doors
5 / 4
2 /2
Motor
2.0L Turbo
Single Electric
Drive
FWD / AWD
RWD
Power
250 hp
201 hp (150kW)
Torque
277 lb.-ft.
Range
429 miles
150 – 240 Miles
Fills Up In
3 Minutes
4-8 Hours
Towing
2,000 lbs
1,000 lbs
Payload
1,500 lbs
1,400 lbs
* Manufacture specifications
SWIPE
Now, Slate’s concept has some cool ideas like swappable body panels and modular bits, but let’s be honest: fun, quirky features don’t always survive the realities of potholes, payloads, and subzero mornings.
Speaking of payloads, let’s break down the specs. The Slate can tow up to 1,000 lbs and haul 1,433 lbs of cargo. Meanwhile, the base Maverick doubles the towing capacity at 2,000 lbs and has a 1,500-lb payload capacity. The Slate boasts a five-foot bed, while the Maverick’s is a bit more compact at 4.5 feet.
That said, the Maverick can seat five people at all times, even with the bed in use, while the Slate takes the cargo volume crown with 35.1 cu.ft and an additional 7 cu.ft in the frunk, compared to the Maverick’s 33.3 cu.ft.
Slate’s EV Is Laughably Bare Bones, Doesn’t Even Have Speakers
We won’t get too deep into the quality and features since we’ve only seen the prototype in pictures, not in person, and things might change when it hits production. But judging by the close up photos from our pals at The Autopian, this thing could make a 1980s Lada Niva look posh. To be fair, their motto is “We built it. You make it.” So, maybe “luxury” is all in the eye of the beholder.
But it’s not that you won’t get an infotainment screen, you won’t get anything. No power windows, no cupholders, no speakers, no radio, no armrest, no glovebox – all of these are “extras.” In fact, customers will have the option to choose from over 100 of these “accessories”, as you can see for yourself in the configurator.
We’re honestly surprised they even bothered with seats and a steering wheel. This thing is laughably bare-bones, even by decades-old standards. In contrast, the base Maverick at least comes with all the modern creature comforts you’ll actually need – and then some.
A Real Truck vs. Wishful Thinking
In the end, the Maverick is a real truck, with a real bed, and a real warranty that’s sold by a brand that has been around for over a century. Contrast that with Slate’s trucklet: an unproven EV with startup dreams and very little track record, though they’ve certainly done an excellent job going viral. We’ll give them that.
Of course, Slate’s vision still deserves some credit. It’s trying to solve a real problem: new vehicles are getting too expensive. But the Ford Maverick proves you don’t have to sacrifice practicality or usability to hit that sweet spot. You can walk into a showroom today and drive out with a functional, fuel-efficient pickup that actually exists.
You don’t have to wait for something that maybe will show up someday, hoping it somehow avoids the massive pitfalls other companies have stumbled into when it comes to service and customer care.
Maybe Slate will pull it off. Maybe it won’t. But until then, the best budget truck-slash-crossover EV isn’t a futuristic trucklet. It’s wearing a Blue Oval and parked at your local dealer.
The Slate Truck will be offered with 52.7 kWh and 84.3 kWh battery packs.
Slate is promising a driving range between 150 miles and 240 miles.
Customers will be able to choose from 100s of different accessories.
EV startups have become a regular occurrence in recent years, but the success rate for these companies in the U.S. is far from impressive. Enter Slate, a new contender aiming to change that. The company is promising to deliver a back-to-basics electric truck, which can also be reconfigured into a five-seat SUV or a fastback utility vehicle that channels the spirit of a Jeep Wrangler. Best of all, prices will start at under $28,000, or around $20,500 if you factor in the $7,500 federal incentive, an unusually rare sight in the EV world.
Slate unveiled several prototypes at an event in Los Angeles this evening, and while the brand is new, it already has serious financial backing and has apparently raised over $100 million. Amazon head honcho Jeff Bezos has even provided some funding, giving the company an important starting point before it hits the market.
A “Blank Slate” for Customization
The automaker describes its vehicle as a ‘blank’ Slate and as such, it’s simply called the Truck. Customers will be offered extensive personalization options, allowing them to make their perfect EV.
The truck is underpinned by a skateboard architecture and will be offered with two battery packs. The base pack is a 52.7 kWh unit that will provide the Slate with an estimated range of 150 miles (241 km). Those who need to travel a little further can opt for a larger 84.3 kWh pack that boosts the range to 240 miles (386 km). All models use a rear-mounted electric motor that produces 201 hp (150 kW).
As standard, the basic Slate has a 5-foot bed, a NACS connector, a 1,000 lbs (453 kg) towing capacity, which is half that of the least capable Ford Maverick, and a max payload of 1,400 lbs (635 kg). It supports 120 kW DC fast charging, allowing the battery to be charged from 20-80% in approximately 30 minutes.
Why Is It So Cheap?
A key reason why Slate will be able to sell its electric truck for so cheap is that it lacks much of the tech we’ve come to expect from modern EVs. It has no radio, no speakers, and no infotainment screen. All you will find inside is a basic dashboard with a small digital instrument cluster and a simple steering wheel. It even features physical window winders. A dedicated phone holder is positioned next to the steering wheel, and Slate is developing an app for it to provide some entertainment options while on the move.
All Slate models will leave the factory in this back-to-basics configuration. However, customers will have hundreds of accessories to choose from to personalize their vehicle. These will include kits to convert it into an SUV or as an open-top two-door.
If you want to pump some tunes while driving, you’ll have to opt for the optional Bluetooth speaker system. If you want any color other than grey, you’ll have to get the Slate wrapped, which the company says can be done in just 30 minutes, thanks to its simple shape. If you want wheels different than the standard steelies, they’ll be sold as an accessory, too. It’s a novel way of marketing and selling an EV, and only time will tell if it proves to be a good idea.
While the Slate lacks many creature comforts, the company is determined to achieve five-star safety ratings. It comes standard with traction control, ESC, automatic emergency braking, airbags, a reversing camera, forward collision warning, and auto high beam.
When Can I Get One?
Slate says its EV will be built at a new manufacturing facility in Indianapolis, Indiana, with customer deliveries scheduled to begin in the fourth quarter of 2026. Until that date arrives, it’ll continue testing and developing this unique EV, and trying to convince US buyers that this should be their next vehicle.
Slate wants to build as many as 150,000 electric trucks each year. Those who wish to secure an allocation can do so with a $50 deposit.
Canada’s Exro will supply game-changing tech to EV startup Slate, Driving.ca reports.
Exro’s equipment removes need for on-board charger, allows AC fast-charging at home.
Slate is developing EV SUVs and trucks with $25k start price that should debut in late ’26.
Slate Auto thinks it can triumph where Lordstown, Fisker, Byton and others have failed. The new US-based startup is working on a family of EVs that will reportedly start at just $25k and could be on sale before the end of 2026. And beyond that incredible price, one of the features that could make people take note is a clever piece of tech from Canada that promises to transform the driving and ownership experience.
The tech comes from Exro, which has developed its own Coil Driver inverter. The technology has several advantages, one of which is that it removes the need for a traditional on-board charger that’s necessary when converting AC power from your house to DC for charging an EV.
Ditching the converter makes the EV lighter and also cheaper to build – a big priority when you’re targeting a $25k retail price. But it also allows for faster AC charging, giving the possibility of sucking in 19 kW, with up to 80 kW possible in the future, according to Driving.ca, which broke the story. That doesn’t just mean easier charging at home, but would make it much easier for the global charging network to expand, because it removes some of the need to build expensive DC charging stations.
Another plus point to Exro’s tech is its coil-switching system. This effectively creates multiple virtual power and torque profiles in one motor, each configured to best suit what the driver and vehicle needs at that moment. The result is more bottom end torque and more top end power than with a conventional motor, plus greater efficiency.
Michigan-based Slate Auto is believed to be backed by Amazon founder Jeff Bezos, and has plans to bring electric power to the masses with simple, low-cost EVs. So far courtesy of an unconventional marketing campaign we’ve seen a small gray pickup and two different two-door SUVs, one with an upright rear window and the other with a hatchback-style slope to its tail.
Little else is known right now, but that’s set to change on April 24 when Slate will reveal more details, hopefully including whether Trump’s tariffs on auto goods entering the US from Canada will throw a spanner in plans to use Exro’s smart technology. Although Exro has facilities in both Canada and the US, it looks like the manufacturing base is north of the border.
PROS ›› Comfortable ride, good interior and bed space CONS ›› Unknown brand, sub-par performance, limited range
If you’re reading this in the West, you’re probably scratching your head over the Riddara name. And that’s okay, because you’re not alone. This is Geely’s “lifestyle utility brand”, marketed as Radar in China. In case you’re wondering, no, the name wasn’t picked by a blindfolded intern throwing darts at a whiteboard. They were forced to change the name due to a copyright conflict in some markets.
By now, almost everyone is aware that Geely is an automotive behemoth. In addition to its home-grown Geely Auto, Lynk & Co, and Zeekr offerings, it also has Volvo, Polestar, Lotus, Proton, and Smart under its wing. Riddara/Radar then is just another feather in its, rather large, cap.
Now that I’ve got you up to speed, you’ll no doubt wonder where exactly this fits in. Well, it comes as no surprise that this is an EV, with China clearly forging ahead in that space. However, while the Cybertruck, F-150 Lightning, and Rivian R1T may dominate the full-size EV pickup market in the US, there’s not much to speak of in the form of a smaller, Toyota Hilux-sized offering.
Measuring 5,260 mm x 1900 x 1880, the RD6 is a compact pickup by American standards. But here in the East, it’s considered a substantially sized truck, with markets in Thailand, Malaysia, and Indonesia lapping up utes like this. The RD6 was designed from the outset to be an EV, meaning there are fewer compromises than one might expect.
QUICK FACTS
› Model:
Riddara RD6 Air 2WD
› Dimensions:
5,260 mm (207 inches) Length
1,900 mm (74.8 inches) Width
1,880 mm (74.0 inches) Height
› Ground Clearance:
225 mm (8.85 inches)
› Motor:
Single Permanent Magnet Synchronous Motor
› Output:
100 kW (134 hp) with 385 Nm (284 lb-ft) of torque
› Battery:
63 kWh
› Range:
373 km / 231 miles (NEDC)
SWIPE
Exterior: A Pickup for People Who Don’t Want to Yell About It
Those who love their pickup trucks big, brash, and unapologetic will be disappointed with the exterior of the RD6. It has 225 mm of ground clearance and looks just a tad too low to the ground for comfort, but it avoids looking jacked up on steroids, and this slightly car-like stance lends itself to its market positioning. More on that later.
But its softer lines up front shout EV in a way that most pickups, electric or otherwise, don’t. The top half of the nose opts for the traditional battery-powered, grille-less look, opting for a textured plastic panel. There are fake vents towards the lower half, while a clamshell-like hood masks a rather useful frunk with a capacity of 70 liters.
The door mirrors, rather than connecting at the quarter glass, appear to be mounted on stalks. tHEe side profile isn’t totally flat, with a bit of flame surfacing deployed along with swollen arches. This makes our test car look a bit underwhelming, but the large profile sidewall definitely lends itself to ride comfort.
Overall, the Riddara RD6 doesn’t really stand out in traffic. It doesn’t follow the trend of ginormous grilles and towering stances we see on many new pickups keen to capture those macho vibes. Even the newly launched BYD Shark manages to mimic the class’ imposing nature with a much more off-road-centered approach.
Finally, the rear bed measures 1,525 mm long, 1,450 mm wide, and 540 mm high. It’s perfectly adequate but lacks some of the frills you may want, such as power outlets, although better-specced models come with V2L capabilities.
The tailgate release is electric, but aside from the electronic catch, the hinge, the door itself, and the mechanism all feel heavy and sturdy enough to win over the old-school pickup collective. I mention this because with some of the tech-showcasing EVs that have been coming out of China, you’d perhaps expect some over complicated electrically-lowering, damped, and soft-closing tailgate. The RD6 offers just a good old clunky hinged mechanism.
Interior: A Cozy Place, But Don’t Get Too Comfortable
If the exterior is soft, the interior is more so. The entry-level model we got our hands on was fairly basic, with high grades getting nicer materials on the dash and door tops, as well as a larger central screen. The interior isn’t quite hose-down bargain-basement though, with a nice, supposedly, leather-wrapped steering wheel, an electric driver’s seat, and a PM 2.5 air filtration system.
The controls are decently damped with some metal-effect knurling on things like the light switches and multifunction controls on the steering wheel. The plastic of the central console is a little lower rent than the rest of the interior, but there’s a Land Rover-like rotary knob to control Geely’s version of Terrain Response. We couldn’t test it off-road on our brief test drive, but we hope to get our hands on one of the more premium 4WD models for an extended test in the coming months.
The 12.3-inch central screen runs off some form of Android and is quick to respond to inputs. The top-spec Horizon 4×4 gets a usefully bigger 14.6-inch screen. Meanwhile, the drive is presented with a 10.2-inch LCD screen which is clear under various light conditions.
The voice assistant is slow to react, with a good 10–15 seconds of lag between saying a command and the system gathering its thoughts together. But it at least understands basic commands from a wide range of accents and doesn’t have you repeating them line after line.
The rear seats are pleasant, in line with the RD6’s positioning. The low beltline means that even children should be able to see the world fairly unhindered, and there are rear vents for the air conditioning. There’s a useful storage compartment under the rear bench, too, although the angle of the seat backs is a little too upright, which may cause some complaints on longer excursions.
Photos Sam Smith/Carscoops
How Does It Drive? In a Word, Comfortably
The overall feeling when you’re inside is that the Riddara RD6 knocks on the door of SUVs and CUVs, rather than that of full-on pickups like the Ranger. Pickups have come a long way from their utilitarian roots, and it’s fair to say that they’re closer to your traditional car than ever. But even the best examples can have their agricultural moments.
The Riddara RD6 negates all of that, and not just because it’s silent due to it being an EV. And that does catch you off guard. You expect any vehicle with this body shape to be a little rough and tumble behind the wheel, but the RD6 displays a level of refinement beyond the virtue of its drivetrain having few moving parts.
The steering is light, not so much that it feels disconnected from the wheels, but more so than you’d expect from an off-roader. Our tested model with the 100 kW (134 hp0 motor is far from rapid, though, with a 0–62 mph (0-100 km/h) time of 10.4 seconds. This was a market decision – our test unit was specced specifically for Sri Lanka, a country notorious for its punishing taxes on high-powered motors. In contrast, other nations get the option of a model with a combined power of 310 kW (416 HP) with a blistering 0-60 mph (0-96 km/h) sprint in 4.5 seconds.
Top speed is limited to 185 km/h (115 mph), but even at a decent rate of knots the cabin remains hushed, with tire noise being the most prevalent.
The single most significant factor is its comfort – you can mount a curb and it feels second nature. Over expansion joints and rough roads, the ride remains composed and well insulated. While good, this also signals that the RD6 isn’t a “proper” off-roader, as it’s built on a monocoque frame rather than a ladder chassis. Now, if you’re a tradesman looking to do some serious carrying, this will likely not sit well, nor will the coil-sprung rear end. However, as a family runabout with some added practicality, the RD6 makes perfect sense.
And to be honest, it’s hard to see hardcore users giving up their ICE-powered trucks just yet. Better for Riddara to capture passenger-focused buyers who are looking for refinement first than a “power” user who’s less likely to switch just yet.
The EV Part: A Little Range, But It’ll Do
Our tester was the entry-level two-wheel drive “Air” model with a 63kwh battery and 100 kW motor with 385 Nm of torque. As we only had the truck for a day, we couldn’t do a real-world test on the claimed range, but on the NEDC standard, the RD6 we drove is rated at 373 km (231 miles). That’s not great. Opt for the 73 kWh battery of the “Pro” and you’ll get a substantially improved 461km (286 miles).
The 4WD “Horizon” sports the same 73 kWh battery, but an added motor brings the torque up to 595 Nm. However, the range drops to 424 km (263 miles), as does the 0–62 mph time, which is rated at 10.9 seconds.
The Riddara RD6 can reportedly be DC fast-charged from 30 to 80 percent in 48 minutes, whereas the standard wall-mounted home charger included in the purchase will take 7.8 hours at 6.6 kW for the 63 KWh battery and 9.3 hours for the 73 kWh battery.
Final Thoughts
The Riddara RD6, then, is a surprisingly refined offering from Geely. It does the basics well but doesn’t quite challenge the established range of small pickups in the way you may expect. Instead, it offers itself as a good alternative to first-time pickup buyers or those wanting to experience an electrified alternative to an SUV,
It’s also a brand that aims to make strides in the future. With Geely’s backing and the evident tech sharing across the brands, Riddara could well be an off-road establishment challenger.
Tesla is offering up to $11,990 off many Cybertruck models in the United States.
Some discounted models also come with lifetime free Supercharging and FSD Beta.
Canadian buyers are getting similar discounts up to CAD $16,590 on select models.
If you want to make it painfully obvious that public opinion doesn’t faze you, there’s one simple way to do it: drive a Cybertruck. Now, for those in the market, Tesla is making it a little bit easier to take that leap with a range of discounted vehicles. And it’s not just about slicing prices. Some of these deals include lifetime access to Supercharging and Full Self-Driving, adding value to the package.
It’s no secret that Tesla has struggled to sell the Cybertruck at the rate it hoped it would. Elon Musk claimed it had over 1 million reservations. As of earlier this year, it appears it’s converted under 50,000 of those reservations to sales, though.
For one thing, it’s far more expensive than initially promised. Sure, inflation has something to do with that, but even according to that metric, it should cost tens of thousands less. Maybe that’s one more reason why Tesla just put steep discounts on it. Right now, American customers can get the 2024 Cyberbeast Foundation Series for $11,990 off MSRP. Along with that, Tesla is throwing in free lifetime access to its Supercharger network.
Here’s perhaps the most interesting part, though. It’s not just the top-of-the-range, year-old Cybertruck that is on sale. The standard 2024 AWD Cybertruck is also available with a similar discount. That makes it $89,990, and it still benefits from lifetime Supercharging and, in some cases, these trucks already come with Full Self-Driving (Supervised).
Granted, you’re getting a 2024 model while we’re already well into 2025, but Tesla isn’t a conventional automaker. There are no dramatic, huge updates from one year to the next. According to DriveTeslaCanada, Canadian buyers can also take advantage of similar deals. Tesla is currently offering CA $16,590 off the Cyberbeast and CA $13,790 off the AWD Cybertruck in Canada.
Inventory Snapshot: What’s Available Now?
At the time of writing, Tesla lists just under 4,500 Cybertrucks in inventory across the United States, including both new and demo units. That number is subject to change, of course. In Canada, availability is much lower, with only 72 trucks currently listed.
Put all of the side conversations away, and this doesn’t seem like too bad of a deal. They’re especially attractive for those who don’t qualify for tax credits or who are already considering buying a Cyberbeast. Why not get one with a steep discount and free Supercharging for life?
The only catch is that you’ll be piloting one of the most divisive vehicles on the planet, and Tesla doesn’t have much it can do if your truck becomes the target of someone else’s anger.
Tesla has launched an entry-level Cybertruck Long Range for $69,990 plus destination.
Single-motor, RWD LR undercuts AWD by $10,000, improves range by up to 37 miles.
Downsides include 6.2-sec 0-60 mph time, inferior tow rating and much less standard kit.
Almost 18 months after the Cybertruck finally went on sale in December of 2023, Tesla has finally gotten around to launching a more affordable entry-level model. But the downgraded spec of the Cybertruck Long Range makes you wonder whether you might want to give it a miss.
Not Quite a Bargain, But Better Than Nothing
A simple, single-motor, rear-wheel-drive Cybertruck was always part of the plan. And while the 2025 Long Range’s price of $69,990 plus $2,245 destination and order fees (but before the $7,500 tax credit) is far from the $39,990 that Elon Musk promised this specific trim would cost back in 2019, it still represents a $10,000 savings compared to the existing bi-motor AWD model. It also comes in at $30,000 less than the absurdly expensive Cyberbeast.
And there are other upsides apart from that price. Losing the front motor and driveshafts helps cut the curb weight (Tesla doesn’t specify by how much), enabling the Long Range to secure a 350-mile (563 km) EPA driving range. That’s for an LR with no tonneau cover – order the optional $750 soft tonneau and the electric range climbs to 362 miles (583 km), well above the 325 miles (523 km) claimed for the AWD.
The Catch: A Lot of Equipment Compromises
But from there on things don’t look so good for the Long Range’s chances of snaring buyers. To get that price down Tesla has de-contented the Cybertruck so hard that you’ll be reminded every time you jump in it that you were too tight-fisted to go for the AWD.
Out go the vegan leather seats in favor of simple cloth versions that are still heated, but no longer ventilated, and you’re downgraded to puny 18-inch wheels unless you splash for the optional 20s fitted as standard on the AWD. But the $3,500 cost of doing that really eats into the price differential. Other kit to go includes the height-adjustable air suspension, which is replaced by simple steel springs, and the hi-fi’s speaker count is halved to seven.
Slower and Less Capable
And even if you’re the kind of driver that never gets into the right pedal hard enough to notice or care that the zero to 60 mph (97 km/h) time has grown from 4.1 to 6.2 seconds, you probably are going to care that the tow rating has been decimated. AWD Cybertrucks can haul 11,000 lbs (4,990 kg) but the Long Range is only good for 7,500 lbs (3,402 kg), and there’s a 265 lb (120 kg) payload reduction to factor in, too.
Throw in the loss of the bed’s electrical outlets and the fact that you have to pay extra for a soft tonneau when the AWD gets a retractable one as standard, and the Long Range’s appeal really does start to wane. Tesla would argue that what matters here is that the LR is competitive with mid-ranking Ford F-150 Lightnings, which accelerate slightly faster but don’t go as far on a charge. What do you think? Was the entry-level Cybertruck worth the wait?
Cybertruck Long Range now available
– $62,490 (incl. Federal Tax Credit) – 362 mi of range (est.) w/ Soft Tonneau – 6' x 4' bed – 7,500 lbs towing capacity pic.twitter.com/ZP5S5uxHiY
Kia has revealed it’s building an electric pickup for the North American market.
The truck will be built around a new EV platform and beat rivals for space.
Kia promises advanced infotainment and safety features, plus off-road ability.
Kia’s EV rollout shows no sign of slowing down, and the automaker isn’t scared to push into segments it’s never played in before, including electric trucks. The Korean company confirmed that it would launch an electric pickup in North America, and it should be here within the next couple of years.
Trucks are consistently some of the best-selling vehicles in the US, and although Kia doesn’t have any on sale in America, it recently revealed the aesthetically-challenged Tasman that’s already earmarked for sale in Australia, another nation of truck lovers.
Skipping the Tasman, Straight to EV
But it looks like Kia isn’t interested in bringing the Ford Ranger-rivaling Tasman to the US, and will instead jump straight into the electric pickup market with an entirely different truck. We already knew, thanks to a spy video captured last year by Kindel Auto, that an EV was in development, with the prototype showing a more conventional Kia front-end design, and intel suggesting body-on-frame construction.
Screenshot Kindel Auto / YouTube
No details on its size were given today, but Kia CEO Ho Sung Song had previously expressed a desire to sell a mid-size truck to the US – one that would be built in the US, probably at Hyundai’s Georgia plant, to avoid both the older Chicken tax on imported light trucks and Trumps new import tariffs. Hyundai should get its own version of the pickup.
Kia’s statement says the pickup will be built on a new platform and be ‘designed for both urban and outdoor use.’ It described the model as ‘innovative,’ claiming it would have best-in-class interior and cargo space, a ‘robust’ towing system, be capable off road and have advanced media and safety systems.
Big Goals in a Small Market
Kia says its long-term goal is 90,000 annual sales and a 7 percent market share of the overall truck market. Ford only sold 7,187 examples of the F-150 Lightning in Q1, and Tesla shifted fewer than 12,000 Cybertrucks, so Kia is really aiming high with its new electric hauler.
But electric pickup choices are few and far between, and there are literally no options for anyone wanting a midsize or smaller electric truck, meaning Kia could be shooting at an open goal if it gets the thing to market quickly.
But how quickly it’ll come, Kia didn’t say. Based on last year’s spy shots, we’d say a 2026 or 2027 debut looks realistic. We’re hoping it has some of the butch attitude of the new Tasman Weekender revealed this week (pictured below), but we’re still not sure about that face.
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