Ford’s long-promised affordable EV program has finally taken physical form. The 3-million-square-foot Louisville Assembly Plant that once built gas-powered vehicles is no longer just a familiar factory with a few new robots. Ford stripped it to its shell, spent $2 billion rebuilding it, and is now preparing it for the $28,350 Fathom electric pickup. The result is a very expensive experiment.

According to Ford’s latest progress update, production-qualified Fathom prototypes should begin rolling off the line in the first quarter of 2027. Customer trucks will follow later that year. The Fathom is the first vehicle on Ford’s new Universal EV platform and carries a $28,350 starting MSRP before its $1,595 destination charge. Ford still hasn’t revealed the range, payload, towing capacity, or most of the other figures truck buyers will care about.

Read: Ford Promised A Sub-$30K Electric Truck, The Fathom Came In At $28,350

For now, the story is the factory and how production will work. Instead of sending a mostly complete body shell down one long line, Ford splits each Fathom into three sections: the front clip, rear clip, and a structural battery-and-interior assembly. Workers outfit those sections in parallel, then bolt and bond them into a finished truck.

The front and rear sections rely on large aluminum unicastings that replace dozens of stamped and welded components. Meanwhile, the battery serves as the truck’s structural floor. That means workers can install a seat before there’s even a cabin structure in the way, rather than squeezing through a doorway with tools in hand.

There’s real potential here beyond the usual manufacturing buzzwords. Ford says the system reduces the need to reach over a fender by 84 percent. It also says the Fathom’s wiring harness is more than 4,000 feet shorter and 22 pounds lighter than the one in its first-generation electric SUV. Less twisting, less reaching, fewer parts, and fewer chances to mess something up all sound like wins. Especially for a brand so closely associated with recalls of late.

Ford says the plant will allow it to build cars 15 percent faster than its current Louisville products. A new software-flash station can even update modules while the truck moves through the plant rather than holding it up after assembly. Now, we just have to wait and see if this new production plan pays off. It’ll take a lot of $30k EV pickup truck sales to make a $2B investment look smart. But the real play here could be insight and experience that could spread to other Ford products.

Photos: Ford

Well, there’s no way that this information will be controversial at all. A new study out of MIT appears to completely crush the claim that EVs simply move pollution from the tailpipe to a smokestack. The analysis tackled the variables usually missing from that argument, like where drivers live, what powers their grid, what they drive, how far they travel, and even the weather. 

Its conclusion isn’t that EVs are perfect. It’s that battery-electric vehicles beat comparable gas cars on lifecycle emissions across the U.S., including where electricity still comes heavily from fossil fuels.

Published in Environmental Research Letters, the MIT-led research first reported by InsideEVs found that EVs cut emissions by 40 to 60 percent in most locations. That’s not cherry-picking statistics either. The researchers considered vehicle and battery manufacturing, fuel and electricity production, regional grids, local temperatures, vehicle types, and how people actually drive. Re-read that maybe, because that’s an abundance of variables and considerations.

Read: Should Fossil Fuel Ads Be Banned Like Tobacco

The reason is pretty simple. Internal-combustion engines waste an enormous amount of the fuel they burn as heat. EVs lose energy too, including at the power plant and during transmission, but electric motors are so much more efficient that they retain a massive advantage even after those losses are counted. A dirty grid narrows the gap. It doesn’t magically erase it.

What The Study Doesn’t Claim

Before the angry comments come in, though, it’s worth being clear about what this study does and doesn’t say. It is a lifecycle greenhouse-gas analysis, so battery production is already in the equation. But it doesn’t claim EVs have no environmental cost, nor does it settle every issue people may cram under the word “green.”

Mining, water use, local air pollution, labor practices, battery recycling, and grid reliability all deserve their own scrutiny. Like every model, its results also depend on assumptions about battery life, manufacturing, charging behavior, and future electricity mixes. Those details can affect the size of an EV’s advantage from place to place.

Still, the core finding holds. Even with the country’s most carbon-intensive electricity mix, the researchers found battery EVs do not increase lifecycle emissions compared to combustion vehicles. That’s a remarkably direct answer to the smokestack argument.

The Grid Only Gets Cleaner

And the picture should keep improving. The EIA says wind and solar accounted for a record 19 percent of U.S. electricity generation in 2025. Every cleaner kilowatt-hour makes the EV already in your driveway cleaner to run. A gas car gets no such upgrade. It just keeps burning gas. You can prefer an ICE car. That’s fine. Plenty of us do. But pretending a fossil-fueled grid turns an EV into a gas car isn’t skepticism. At this point, it’s simply ignoring the evidence.

Yale Zhang is the managing director at the consultancy Automotive Foresight in Shanghai. He’s well-versed in the Chinese auto industry, and he knows all about the tariffs that keep its cars out of the USA. Despite them, he believes that Americans will force politicians to let Chinese cars into the USA sooner rather than later. Mexicans and Canadians with access to more affordable Chinese EVs could help sway them, too.

“[US carmakers] would face complaints from consumers who are supposed to enjoy affordable smart EVs [made by Chinese companies],” Zhang told the South China Morning Post. Mexico already has access to Chinese cars and benefits from the lower prices they can come with. Canada is also now opening up the way to sell Chinese cars after the start of a trade war with the USA.

More: Chinese Cars Got Cheap, So Toyota’s Are Getting More Expensive

Washington has made it abundantly clear that it sees Chinese vehicles as both an economic and a national-security concern. Chinese-built EVs face a 100 percent tariff, and connected-car rules make direct entry still harder. A Chinese badge on an American dealer lot is not exactly around the corner.

Plenty of new cars are wildly expensive, and affordable EVs remain even harder to find. Ford CEO Jim Farley recently told employees that Chinese automakers could enter the U.S. within five to 10 years. Ford is trying to get ahead of that with its own affordable EV program, but Farley has been more candid than most about the ground Detroit needs to make up.

Canada’s decision to permit up to 49,000 Chinese-made EVs each year and Mexico’s growing appetite for Chinese brands will give American buyers plenty of nearby examples. That does not mean the U.S. will suddenly throw open the gates. It may never happen through simple imports, either. Local assembly, familiar brand names, partnerships, and Chinese-built technology could all be part of the route in.

For now, tariffs can buy domestic automakers time, but they can’t build a compelling $25,000 EV. If the Big Three can’t figure out how to do that fast enough, consumers might get impatient and unwilling to wait any longer.

Lead Photo: BYD

Americans are understandably tired of hearing why a new vehicle now costs the better part of $50,000. Automakers did not totally invent the country’s appetite for SUVs and pickups. But there’s no doubt that they have spent decades feeding it, moving buyers into bigger, plusher, and far more profitable machines. Their newest answer to affordability may be a $15,000 electric low-speed vehicle. In other words, when America asks for a cheaper car, the industry may offer a more convincing golf cart.

As CNBC reports, companies including Stellantis’ Fiat, Waev, and startup Chip Motors, see an opening for electric LSVs. Fiat is using Miami to test its tiny Topolino quadricycle, while Chip plans to begin production of a four- or six-seat vehicle next year. Both are expected to start at roughly $15,000, a figure that suddenly looks interesting in today’s market.

Read: Fiat’s Bringing An EV To America So Small It Makes Kei Cars Look Like Cadillacs

There is a real use case here. An LSV can be ideal in some spaces. Think of a retirement community, a beach town, a resort, or a dense development where the grocery store, restaurant, and mailbox are all a few miles away. They can generally charge from a normal household outlet, cost less than a conventional EV, and offer more weather protection than a typical golf cart. As a second vehicle, that sounds perfectly sensible and even a little fun.

Still, it takes a remarkable amount of optimism to frame one as an answer to America’s broader transportation problem. Federal rules generally limit LSVs to 25 mph, and states may allow them only on roads posted up to 35 mph. They need lights, mirrors, turn signals, and a compliant windshield, but airbags are not required. That is not a cheap replacement for a normal family car. It is a vehicle for people whose lives happen to fit inside a very narrow operating envelope.

That is where the affordability pitch begins to wobble. America does not need another clever way to sell a vehicle that cannot safely handle the daily realities of American driving. It needs genuinely affordable, highway-capable cars with enough room, safety equipment, and range of ability to serve as a household’s primary transportation.

LSVs may become a healthy niche, and good for them if they do. The roads will be more whimsical with them there. But they are cheaper precisely because they are less capable and subject to fewer requirements than a normal car. Sell them honestly as fun, useful local runabouts, and there is a case to make. Sell them as the industry’s answer to soaring vehicle prices, and it starts to look like the affordability crisis has been answered with a loophole.

Solar panels on an EV are usually the kind of feature that sounds far more useful than it turns out to be. Clemson University’s Deep Orange 17 might actually flip that on its ear. The team there worked with BMW to wrap more than 1,700 photovoltaic cells around a tiny EV coupe that looks like a homemade Cybertruck, and the result, they say, adds more energy than it uses over a normal day of urban driving. Don’t get too stoked yet, though; there’s a lot to break down.

Read: VW Fired Its Lawnmowers And Hired 100 Sheep

Developed by 16 graduate students alongside BMW’s research and development team, the prototype is called the Luminetta. Clemson says it was designed around a 12-mile (20 km) daily commute. It’s unclear how many folks have just a 12-mile commute but it clearly doesn’t apply to most. That said, the car is designed to soak up sunlight both when parked and when moving.

The big issue, of course, is that this is not remotely a normal car. In the metal it’s all flat angles and improvised paneling. Deep Orange 17 weighs just 1,212 pounds (550 kg), or roughly a quarter of the mass of many similarly sized production vehicles. Its multi-material structure combines steel, aluminum, carbon fiber, and 3D-printed metal joints, while regenerative braking, torque distribution, and optimized drivetrain controls all work toward the same goal of using as little energy as possible.

Clemson and its Fraunhofer Institute for Solar Energy Systems ISE partners modeled sunlight and environmental conditions in Greenville, South Carolina; Frankfurt, Germany; Madrid, Spain; and Mumbai, India. Across those locations, the university says the solar system could generate enough surplus electricity to add an average of 31 miles (50 km) of driving range per day. That’s groundbreaking regardless of all the other caveats here.

Sure, it’ll take a bevy of other innovations to apply this sort of thing to a modern production vehicle. But rather than simply being able to power a car with the sun, this one is proving that it’s technically possible to gain more energy than one would use on a very short… commute.

Photos: Clemson University / BMW

Electric cars do not work for everybody. They can be a terrible fit for apartment dwellers without dependable charging, certain rural routes, and buyers who regularly tow long distances. But President Trump took the familiar issue of range anxiety and turned it into “a disease” during remarks in Las Vegas on Wednesday.

Speaking at the Red Rock Resort, Trump claimed he had “ended the electric mandate,” before suggesting that previous policy would have required everyone to drive an EV “within a very short period of time.” He said EV drivers begin worrying about where to charge when their battery is still three-quarters full, calling them “crazy.” These are real statements that were said out loud.

More: Trump Doesn’t Renew US-Mexico-Canada Trade Agreement

There is a real point buried beneath all the theatrics. Public charging still needs work, especially outside major metro areas and on parts of America’s vast rural highway network. Someone who cannot charge at home has a very different EV ownership experience than someone who plugs in every night, and long-distance travel requires more planning than filling a gas tank.

Still, calling that a disease is silly. A driver who sees a charger 89 miles off-route might reasonably factor that into the trip, but three-quarters of a battery is generally not panic territory in a modern EV. For most people who can charge at home, it is barely something they think about day to day.

The claim that there was “no way” to charge electric cars does not hold up either. The Department of Energy’s charging database now shows more than 250,000 public charging ports nationwide. That does not make the network perfect, reliable, or evenly distributed, but it is a far cry from nonexistent.

Trump also said EVs account for 7 percent of U.S. vehicle sales. The latest Kelley Blue Book estimates put the second-quarter figure at 5.8 percent, so the larger point is fair. EV demand has cooled sharply since its 2025 peak. That is a real market correction automakers cannot ignore. But it’s also partially a byproduct of Trump’s move to end the $7,500 federal EV tax credit.

What is not accurate is the idea that Americans faced a federal order to buy an electric car by 2030. Biden’s policy set a 50 percent target for new zero-emission vehicle sales, while emissions and fuel-economy rules pressured automakers to sell more of them. Trump’s own 2025 executive order targeted those policies, subsidies, and California’s waiver, not a retail rule forcing somebody to trade their F-150 for a Model Y. EVs are not a universal answer. Neither is pretending the people who buy them are sick.

We’re all living in a golden era of supercars and hypercars, but almost all of them use the same ingredients. Tons of power, typically some power adders like turbos or superchargers, active aero, trick suspension bits, and a price tag so high it becomes part of the experience. Even electric hypercars are a thing now, and they have their own fancy feats. None seem to be as raw, smart, and rule-breaking as this: the McMurtry Spéirling PURE. Now, it’s about to make its public debut at Monterey.

Read: McMurtry Sperling Crushes Hockenheim Record, Beats Mercedes-AMG One By 14.1 Seconds

The secret is hidden underneath. Twin fans and a sealing skirt create a low-pressure zone beneath the car, generating up to 2,000 kg (4,400 lb) of downforce from zero mph. Unlike a conventional wing, the system doesn’t need speed to work. The Spéirling can arrive at a corner already carrying race-car levels of grip.

That advantage was demonstrated at Laguna Seca in 2024, when a non-professional driver set an outright EV lap record with a 1:18.413. He wasn’t chasing a record. He was simply participating in a 10-minute demonstration while running just 50 percent power and downforce. The very first flying lap time was 6.3 seconds quicker than the production-car record set by a Czinger 21C.

Fan cars are not new. The Chaparral 2J and Brabham BT46B explored the idea decades ago. McMurtry has simply developed it into a modern, customer-ready track car. Prototype versions have also set records at Goodwood and the Top Gear Test Track, while one demonstrated enough suction to drive upside down.

The production PURE gets 95 percent new components, including a larger 100-kWh battery, new Helix motors, an upgraded gearbox, improved cooling, and a more durable fan system. It produces 1,000 bhp (746 kW), reaches 60 mph in 1.55 seconds, and tops out at 190 mph (305 km/h). It weighs approximately 1,350 kg (2,980 lb) and can generate 3g in both cornering and braking.

McMurtry says the PURE can be operated by a driver and a competent friend or technician rather than a full race team. That’s important because the car costs £995,000 or $1.3 million before taxes, shipping, and options. Only 100 examples will be built.

The Spéirling PURE will appear at The Quail on August 14 before heading to Laguna Seca on August 15. Let’s hope somebody gives it another chance to set a record without even trying.

Photos: McMurtry

Few things in the classic vehicle space are as controversial as EV restomods or electromods as some call them. Purists see it as sacrilege, while EV enthusiasts often end up with conversions that look more like science projects than timeless machines. Somehow, this 1974 Honda CB500 manages to avoid both pitfalls.

Built by Canadian company Beachman Bikes, the motorcycle marks the debut of its new Special Vehicles Division (SVD). It will focus on rescuing worn-out vintage motorcycles by replacing their tired gasoline engines with modern electric drivetrains. Importantly, this wasn’t a healthy classic sacrificed in the name of progress. According to Beachman, the donor CB500 arrived with a blown engine and failed clutch, making it an ideal candidate for a second life instead of a trip to the scrapyard.

Read: Honda CB-F Concept Combines New Tech With Classic Looks

Beachman says it completely restored the original frame before redesigning it around an electric powertrain. The centerpiece is a custom-built 72-volt, 200 Ah lithium-ion battery pack developed specifically for the Honda after the company digitally scanned the chassis and designed cells to maximize the available space while maintaining the bike’s balance.

The best part is that this bike isn’t limited to low-speed espresso runs. Beachman says it’ll cruise on the highway without issue and offers everyday usability and reliability. That said, it hasn’t announced things like range, performance figures, charging times, or output specifications, so take everything here with a grain of salt. That said, from a visual perspective, the bike looks great.

The cream-colored fuel tank, quilted brown saddle, wire-spoke wheels, round headlight, and classic proportions all remain intact, while the battery enclosure fills the space where the inline-four once lived without looking overly bulky. Even the charging port was designed with a vintage aesthetic so it doesn’t immediately give away what’s hiding underneath. The details line up well enough that the bike reads as a coherent build rather than a hack job.

The completed motorcycle also passed Ontario’s DriveON safety inspection, making it fully road certified before being handed over to its private owner. Beachman might not have a bunch of specs and figures for us yet, but it’s clear that it’s figured out one big aspect of electromodding motorcycles. Making them electric doesn’t require removing their classic good looks.

Electric vehicles have spent the last few years proving that weight doesn’t necessarily prevent eye-watering acceleration. That said, Porsche’s latest Cayenne may have just shattered the rulebook altogether. Despite tipping the scales at nearly 6,000 pounds, the new Cayenne Turbo Electric has posted numbers that would have seemed impossible for an SUV just a few years ago. The most startling fact? It’s actually quicker to 60 mph than Chevrolet’s mighty 1,064-hp (793 kW) Corvette ZR1.

More: Porsche Cayenne Electric Lineup Just Got A Powerful New Middle Child

According to Car and Driver testing, the 2026 Porsche Cayenne Turbo Electric sprinted from 0-60 mph (0-96 km/h) in just 2.1 seconds, edging out the Corvette ZR1 by a tenth of a second. That’s enough to make it the quickest SUV the publication has ever tested. It also beat the Lamborghini Revuelto to 60 mph by the same margin.

Where the Numbers Come From

The Cayenne Turbo EV’s performance comes courtesy of dual electric motors producing a combined 1,139 hp (849 kW) and 1,106 lb-ft (1,500 Nm) of torque when launch control is activated. All-wheel drive helps put every bit of that power to the pavement, allowing the big Porsche to shrug off its 5,960-pound (2,703-kg) curb weight.

And the fireworks don’t stop after 60 mph (96 km/h). The electric Porsche reaches 100 mph (161 km/h) in 4.5 seconds, storms through the quarter mile in 9.5 seconds at 146 mph (235 km/h), and continues pulling hard all the way to 150 mph (241 km/h) in 10.1 seconds. Passing performance is every bit as violent, with the Cayenne needing 1.1 seconds to go from 30 to 50 mph (48-80 km/h) and 1.4 seconds from 50 to 70 mph (80-113 km/h).

That quarter-mile run was also 1.1 seconds quicker than the Lucid Gravity and two-tenths ahead of the Lamborghini Revuelto. That’s supercar numbers, from a Porsche family SUV.

Stops Like a Supercar Too

Perhaps even more surprising is that the Cayenne doesn’t sacrifice braking or handling in the pursuit of straight-line speed. Equipped with optional $10,900 carbon-ceramic brakes, it stopped from 70 mph (113 km/h) in 140 feet (42.7 m), the same distance Car and Driver recorded for the Corvette ZR1 despite the Porsche weighing roughly 2,100 pounds (953 kg) more.

It also stopped 10 feet (3 meters) shorter than the Cayenne Turbo GT and 12 feet (3.7 meters) sooner than the Lamborghini Urus Performante. Even those who truly hate EVs can’t deny how impressive these figures are. And get this… there’s even more to gawk at.

The SUV also pulled 1.05 g on the skidpad, another record for an SUV in the magazine’s testing. That narrowly beats the Lamborghini Urus Performante’s 1.04 g and leaves rivals like the Rivian R1S and Lucid Gravity well behind, the Rivian at 0.80 g and the Lucid at 0.90 g. Car and Driver credited the Cayenne’s Pirelli P Zero R tires and Porsche Active Ride suspension for the result.

Of course, none of this comes cheaply. The Cayenne Turbo Electric starts at $165,350 with delivery fees, while the example tested carried a sticker of $194,600 thanks to options like its carbon-ceramic brakes. One could argue that for all the Cayenne Turbo Electric can do, it’s almost worth it.

One of the biggest talking points surrounding Slate’s upcoming electric pickup has been its headline-grabbing $24,950 starting price. Now, the startup is trying to convince potential buyers that adding a little personality doesn’t have to blow the budget.

In a new email sent to reservation holders, Slate introduced several themed “starter packs” that bundle wraps, decals, and accessories while keeping the vehicle below the $29,000 mark. The pivot in messaging tells you more about where Slate’s head is at than the decals do.

Rather than encouraging buyers to piece together individual options, Slate has created curated packages aimed at different tastes. Among the first themes are Baja Blaze, All Green Flags, and Rally Point, each featuring a different combination of exterior graphics, wheel decals, and accessories intended to give the truck a distinct look. The move sounds a lot like Ford’s recent idea to sell limited-edition vehicles curated to be like sneaker drops.

Read: Carvana May Have A Foot In Bezos’s Slate Auto Already

The company pitches the idea with the slogan, “Big Looks. Not So Big Price,” emphasizing that buyers should be able to own a vehicle that stands out without “setting your wallet on fire.” While the Blank Slate still carries its advertised starting price of $24,950, the email notes that every featured starter pack keeps the total below $29,000 before destination charges, taxes, registration, and other fees.

Although the email doesn’t detail exactly what’s included in every package, the approach simplifies what could otherwise be an overwhelming customization process. Slate truly offers a huge list of available options. It’s a major part of what the brand is selling, and that’s personalization.

Perhaps more interesting than the accessories themselves is what Slate chooses to emphasize. The email makes no mention of horsepower, driving range, payload, or performance. Instead, it focuses almost entirely on affordability and self-expression. That’s probably a wise play given that for $29,000 or a little less, traditional trucks like the Ford Maverick are quite a lot more capable, albeit in gas-burning form. That said, we expect Ford’s upcoming sub-$30K EV pickup to put even more pressure on Slate.

Photos Slate Auto

When Ferrari unveiled the Luce in May, the internet had plenty to say, and very little of it was complimentary. Critics blasted its styling, investors briefly punished the stock, and even a former Ferrari chairman publicly argued it shouldn’t wear the badge. None of that appears to have slowed demand, if we’re to believe Ferrari. According to a new report, the Italian supercar maker has already met its first-year sales target for their first production EV just two months after launch.

More: Ferrari Boss Was Thrilled When Fans Trashed The $640K Luce

The Financial Times, citing two people familiar with the matter, reports Ferrari planned to sell “just under 500” Luce models during its first year on the market. That allocation was reportedly spoken for earlier this month despite a starting price of €550,000 (roughly $640,000 at current exchange rates) before taxes. While Ferrari has denied that it’s requiring customers to buy the Luce to remain in its good graces, there will no doubt be many who believe that played a role in this new report.

Chasing New Money, Not Old Collectors

Evidently, dealers were instructed not to pressure traditional collectors into buying the Luce, instead focusing on new customers, particularly wealthy buyers in China and from technology hubs such as Silicon Valley, where electric vehicles are already commonplace. That strategy appears to be paying off.

According to the FT, Ferrari has set a longer-term goal of roughly 2,500 Luce sales by 2030, or about 600 units per year. That would account for around 5 percent of the company’s yearly total.

Sources cited by the FT say demand has been especially strong in China, while U.S. technology entrepreneurs have also responded positively to the model. Independent luxury analyst Scott Sherwood told the publication Ferrari’s customer targeting is “on another level versus a lot of their competitors.” Yeah, it would seemingly have to be considering what we’re talking about here.

The Most Divisive Ferrari In Years

Nothing about the Luce’s launch felt particularly smooth. The premier online was glitchy. Critics and everyday folks panned it. Other automakers even got in on the fun. Social media users compared it to far less expensive mainstream crossovers, while Ferrari’s shares dropped more than 8% immediately after its unveiling. It’s probably the most divisive car since the Cybertruck debut.

Ferrari Luce ‘Tailor Made’ (Photos RM Sotheby’s)

The backlash was followed by the exit of Ferrari’s long-serving chief marketing and commercial officer, Enrico Galliera. Ferrari said his departure, and his replacement by a former BMW executive, had been decided before the Luce broke cover.

The first production-spec Luce will be auctioned during Monterey Car Week next month, where Sotheby’s reportedly expects the charity ‘Tailor Made’ car to bring more than $1.1 million. Now we just wait to see if the Luce can maintain its yearly sales goal or if it falls off a cliff like the aforementioned Tesla.

Photos: Ferrari

Every year we’re told the next breakthrough in battery technology will finally make EVs more affordable. Quietly, that’s already started happening… at least on the manufacturing side. According to a new study out of Germany, global battery costs have fallen by roughly 35 percent in real terms since 2020. Yet if you’ve been shopping for an EV lately, you’ve probably noticed they haven’t become dramatically cheaper. In fact, the median advertised price actually went up. Here’s why.

Read: Used Hybrid And EV Prices Have Jumped $3,600 Even After The Tax Credit Died

Researchers from the International Council on Clean Transportation (ICCT) analyzed more than 100,000 passenger car configurations sold in Germany between 2020 and 2025. When comparing equivalent models and adjusting for inflation, vehicle weight, power output, battery capacity, and electric range, they found battery electric vehicle prices fell by about 18 percent in real terms over the five-year period. Yes, prices fell by almost one-fifth. At the same time, internal combustion vehicles became roughly 2 percent more expensive.

The study attributes much of that price drop to falling battery costs. What’s particularly interesting is the gap between the roughly 35 percent decline in battery prices and the 18 percent reduction in vehicle prices. Researchers say manufacturers appear to have used some of those savings to increase driving range, improve vehicle specifications, or offset research and development costs instead of cutting sticker prices even further.

Why The Median Price Climbed

On top of that, the overall market tells us an even more interesting story. The study confirms that individual EV models became cheaper while the median advertised price across the entire German market actually went up, growing from around €38,000 ($44,000) in 2020 to €54,000 ($62,000) in 2025.

That’s largely because the number of available EV models exploded from 38 to 159 during the study period, with much of that growth coming from larger, more expensive vehicles in the lower-medium, medium and upper-medium segments. Buyers shopping for smaller, more affordable EVs still have relatively few choices, with mini and small cars accounting for just 14 percent of all BEV models on sale.

It’s worth noting that the findings reflect the German market rather than the United States, where incentives, taxes and consumer preferences differ considerably. Even so, the report highlights an important reality for anyone expecting dramatically cheaper EVs. Falling battery costs don’t automatically translate into lower sticker prices. Sometimes they become longer range, more equipment, or simply more expensive vehicles.

Luxury vehicles have never been immune to depreciation, but the latest sale of a nearly new Cadillac Escalade IQ shows just how punishing the first year of ownership can be for high-end EVs. After covering just 13,000 miles, a 2025 Escalade IQ Sport 2 changed hands for $105,000 despite carrying a window sticker of more than $152,000 when new. That’s roughly $47,000 that just went up in smoke over what amounts to barely a year’s worth of driving.

Sold on Bring a Trailer on July 19, the Flare Metallic example attracted 24 bids before the hammer fell at $105,000. While that’s still a six-figure SUV, it’s approximately 31 percent below its original MSRP of $152,365. Put another way, the original buyer, if they paid MSRP, lost $3.64 for every mile that this SUV was on the road. That doesn’t account for electricity, insurance, or maintenance.

Review: Cadillac’s 2026 Escalade IQ Nails The Entrance, Then Spends A Week Undoing It

Photos BaT

The sale highlights a trend that’s become increasingly common across premium electric vehicles. Buyers willing to shop the used market can often save tens of thousands of dollars while getting a vehicle that’s barely broken in. This particular Escalade IQ wasn’t exactly a stripped-down example either. It featured Cadillac’s dual-motor all-wheel-drive powertrain producing up to 750 hp (559 kW) and 785 lb-ft (1,064 Nm) of torque in Velocity Max mode, fed by a massive 205-kWh battery pack.

It also came loaded with virtually every luxury feature buyers expect from Cadillac’s electric flagship. Highlights included Air Ride Adaptive Suspension, four-wheel steering, Super Cruise, Night Vision, a 36-speaker AKG Studio Reference sound system, heated and ventilated massaging front seats, heated second-row captain’s chairs, a panoramic glass roof, and the massive 55-inch curved dashboard display.

Photos BaT

The seller also fitted custom 24-inch Vivid Racing forged wheels, removed the rear badging, and added gloss-black vinyl accents to the grille surround and C-pillars, though the original appearance could easily be restored. Importantly, the Carfax was clean, showing no reported accidents or damage, although it did note at least one open recall.

Don’t get us wrong. $105,000 is a boatload of money for any vehicle. Nobody needs something this expensive. But having tested one in person, it’s a truly luxurious machine in most of the ways that matter. Letting someone else absorb the depreciation just makes the ownership experience sweeter.

Photos BaT

Car hacking is becoming a more alarming issue every day, it seems. Just this week, security researchers announced that they’d found another major vulnerability that could affect any car from any brand built in the last few decades. After watching a video about the hack, one Ford owner found exactly that same type of device in his own car. Here’s why you might want to take a peek in your own vehicle and why the threat in this case isn’t as scary as it may seem.

More: Toyota GR Corolla Buyer Finds Dealer-Installed GPS Tracker Hidden In Car

The Reddit user said the idea came after watching a recent Wired video detailing security researchers’ discovery of vulnerabilities in the KARR Security System. That’s an aftermarket alarm and tracking device frequently installed by dealerships. We’ve covered similar products in the past. In this case, the owner was simply curious, so he pulled a panel out from under his dash and, sure enough, found the module.

How To Find One In Your Own Car

These devices are often plugged into the OBDII port via a splitter, so they’re hard to spot initially. Some can route directly to or from the battery as well. The owner wasted little time removing the module, which appears to have been installed using a plug-and-play T-harness beneath the dashboard. With that simple action, he disconnected himself from the vulnerability. If you have a similar device hidden in your vehicle, removal is often that simple.

Researchers at the University of California San Diego recently disclosed a Bluetooth vulnerability affecting certain KARR Security System modules, estimating that more than two million vehicles could have the devices installed. According to the researchers, the flaw could allow someone within Bluetooth range to unlock a vehicle, trigger its alarm, or disable its ignition until the owner installs a firmware update. Importantly, they cannot start the car with this hack. The company behind the system has since released a patch.

Why You Probably Shouldn’t Panic

That said, this isn’t a reason for owners to panic. While the researchers successfully demonstrated the vulnerability in controlled testing, exploiting it requires specialized software and close proximity to the vehicle. Moreover, while two million cars is an objectively big number, it also accounts for less than one percent of cars on the road in America. With that in mind, the chances of someone targeting your car this way remain extremely low.

Instead, the bigger takeaway may be that many owners have no idea aftermarket electronics are tucked behind their dashboards in the first place. Dealers often install them for theft prevention, inventory management, or as part of an optional security package. In this case, our Mustang Mach-E owner says his purchase paperwork never mentioned it. Thankfully, a little insight into its possible existence was enough for him to find and delete it.

Tracker found in Mach-E
by u/EpicLift in MachE

Photos: Epiclift on Reddit

Subaru has officially confirmed that production of its all-new 2027 Getaway has been pushed back, weeks after Toyota acknowledged a similar setback for its closely related electric SUV. While the automaker hasn’t revealed how long the holdup will last, it says the extra time is needed to complete final adjustments before launch. Until now, Subaru had continued to publicly point to a fall 2026 arrival without acknowledging any changes.

More: Subaru’s New Getaway Is Basically A Faster, More Powerful Highlander

In a statement provided to Carscoops, Subaru confirmed the delay, saying, “The start of production for the Getaway is expected to be delayed to allow sufficient time for final adjustments before launch.” The statement is telling because it mirrors Toyota’s explanation almost word-for-word. Earlier this month, Toyota said production of its upcoming battery-electric Highlander had slipped for the same reason, more time to sort out the details before the line starts moving.

That isn’t especially surprising. The Getaway and Toyota’s three-row electric SUV are essentially the same vehicle under the skin, with both expected to roll off the line together at Toyota Motor Manufacturing Kentucky. Given their shared platform and manufacturing plans, questions quickly arose about whether Toyota’s setback would also hit Subaru’s model. Until now, though, Subaru had said nothing that broke from its original timeline.

The company hasn’t said when production will now begin or whether the slip will affect customer deliveries. It also declined to elaborate on what those “final adjustments” involve, leaving open the possibility that the changes could range from software refinement to manufacturing readiness or validation testing. Production could still begin this year.

Toyota specifically said the Highlander was facing at least an eight-week delay. For buyers, the wait probably won’t change much in the near term. The Getaway remains one of Subaru’s most important upcoming EVs, expanding the brand beyond the Solterra with a larger, three-row electric SUV aimed squarely at growing family demand. A few extra months on the clock is a fair trade if it means the Getaway arrives sorted rather than half-baked.

Automakers developing EVs have all been wrestling with the same question: how do you replace the emotional engagement of a great-sounding engine? Hyundai, Porsche, BMW, Dodge, and others have turned to synthesized engine notes pumped through speakers. Bentley, however, believes it’s chasing the wrong answer. Rather than trying to replicate the sound of an actual engine, the British luxury brand thinks a drummer might be the key to making its first EV feel special.

Bentley calls the soundtrack for its upcoming all-electric Torcal SUV the “Bentley Dynamic Symphony,” and unlike many of its rivals, the company insists it isn’t trying to fool drivers into thinking they’re behind the wheel of a V8. Instead, it says the goal was to capture the same emotional response that has defined its combustion-powered cars for decades.

Beyond The Engine

The thinking behind this choice might make more sense than it could initially seem. Bentley’s engineers recorded and analyzed its iconic V8 in a studio. What they decided in the end was that it wasn’t the exhaust note itself, but rather the rhythm that was special. That’s what led to the automaker setting up a pair of parabolic speakers. One played recordings of the V8 while a drummer performed via the other.

Read: Bentley Just Named Its First EV, And It Isn’t Barnato

Walking between the two, engineers say they found similarities in the cadence, energy, and emotional impact of both. They also concluded that the subtle imperfections shared by drumming and combustion engines help create a more authentic, human experience. Armed with those findings, Bentley didn’t set out to recreate an engine note.

Strings Rather Than Pipes

At this stage, Bentley commissioned musicians to compose an original soundtrack using live instruments including drums, viola, and bass guitar. The resulting sound responds to the driver’s throttle inputs, rising and falling with acceleration while aiming to deliver the same sense of occasion buyers have come to expect from the brand’s V8-powered models. Bentley says the tempo increases under acceleration and eases back as the driver lifts off.

It’s tough to say how successful it’ll be, but there’s no denying that the noise it creates will be unique. The entire approach is unique. Perhaps it’ll hit home with well-heeled buyers who love the symphony. Maybe the notes will fall flat. Only time will tell.

The soundtrack is one piece of a larger puzzle Bentley is assembling for its first EV that makes its debut on September 23 in London. The Torcal will sit below the Bentayga riding on the Volkswagen Group’s PPE electric architecture, the same platform used by the Porsche Cayenne Electric. It’s expected to bring dual-motor all-wheel drive, a 113kWh battery, charging speeds of up to 390kW, and more than 300 miles of range, with Bentley prioritizing effortless real-world usability over headline numbers.

Volvo spent the last few years methodically trimming its U.S. lineup until only crossovers remained. Sedans disappeared, wagons followed, and the company’s strategy seemed crystal clear: Americans wanted SUVs, so that’s what Volvo would sell. Now, however, the company appears to be reconsidering that approach, and the timing couldn’t be more interesting.

More: There’s Still Hope For Volvo Wagons After All

According to Automotive News, Volvo is evaluating a pair of electric midsize cars for the U.S. market that could arrive in 2028, potentially bringing both a sedan and a wagon back to American showrooms.

The vehicles would reportedly be based on Volvo’s new SPA3 platform, the same next-generation architecture underpinning the upcoming EX60. And since the cars are already being engineered for Europe, reworking them for American roads shouldn’t take much effort, according to a person briefed on the talks.

The EX60 features an 800-volt electrical system, allowing for faster charging while supporting a wide range of battery capacities, motor configurations, and performance levels. If approved, the two models would evidently revive familiar 60- or 70-series nameplates, with a rugged Cross Country wagon variant also said to be under consideration.

Read: Polestar Owners Fear A Fisker-Style Resale Collapse After US Ban

While it’s relatively rare to see an automaker adapt a European-spec vehicle for the U.S. market, Volvo believes the feat isn’t too tough to pull off in this case. That said, expectations appear conservative. Combined annual sales are said to be projected at roughly 10,000 units, with pricing expected to begin somewhere in the low-$50,000 range.

Betting On Wagon Nostalgia

If it moves forward with this change, it’s easy to see how the brand could market these cars. Sedans and, most notably, wagons are a deeply ingrained part of how Volvo got to where it is today. As we’ve seen across the industry, brands are eager to monetize nostalgia at every turn. At least this time it sounds like the enthusiasts might benefit most.

Edmunds analyst Ivan Drury told Autonews that he believes Volvo could carve out a niche as a “counter-culture cool” electric wagon, giving buyers an alternative in a segment that has largely disappeared beneath the SUV boom.

There’s another factor working in Volvo’s favor. With Polestar effectively retreating from the U.S. after tariffs derailed its product plans, Geely’s American portfolio suddenly has a sedan-shaped hole in it. A stylish Volvo EV could help fill that gap while keeping customers within the broader corporate family. The move would also hand Volvo retailers some badly needed fresh metal after the brand’s U.S. market share slid to 5.8 percent last year, the lowest it has been since 2019.

Slate has built its entire pitch around simplicity, affordability and endless customization. Those goals sound great together, but spend just a few minutes in the company’s online configurator, and you’ll discover they can also work against each other.

It’s already easy to question the truck’s value compared to the Ford Maverick, but start checking option boxes without much restraint, and the budget-friendly EV suddenly looks a lot less like a bargain.

More: Carvana May Have A Foot In Bezos’s Slate Auto Already

The startup’s electric pickup starts at $24,950 before destination charges, but that’s only the beginning. Buyers wanting something more practical than the standard pickup can choose either the Squareback SUV conversion for $29,950 or the Fastback SUV for $31,950, both of which add a bed cap and rear seating. From there, it’s remarkably easy to inflate the sticker price.

The Accessory Rabbit Hole

Slate’s business model revolves around personalization, and the accessory catalog is extensive. Exterior wraps alone can add $1,599.99, while decorative decals, auxiliary lighting, roof racks, fender flares, alternate grilles, spare tire carriers, and upgraded 20-inch wheels all pile onto the total. The configurator even lets buyers choose whimsical graphics, including faux business branding, alongside more traditional racing stripes.

The interior follows the same philosophy. Buyers can add a center console, upgraded armrests, storage accessories, floor mats, and optional speakers because the truck doesn’t come with a traditional audio system as standard. A front-center speaker costs $249.99, while additional dash speakers add another $149.99. Even the dashboard-mounted tablet, which serves as the infotainment interface, a feature that will no doubt be popular, still doesn’t have a published price.

Also: Ford’s New $30K EV Truck Barely Clears An Expedition’s Shoulder

As Car and Driver found, and as we confirmed ourselves, stack enough of those accessories together and the math changes dramatically. A fully optioned Fastback SUV sailed past $46,000. Ours hit $46,607.49, to be exact, and you still have to crank your windows by hand, at least until the electric kit Slate has hinted at actually shows up. Keep in mind, there are some more exotic options like a lift kit, off-road tires, and more that aren’t priced or available yet, so the figure will go up. Importantly, none of this is a criticism of the strategy.

The Upside Of Paying For It

Pretty much every legacy brand boasts about all the customization buyers can do, but none of them come close to this. Slate lets customers choose exactly where to spend their money without hiding unique features behind a giant trim upgrade. Someone who simply wants a basic electric pickup can still buy one at the advertised starting price, while enthusiasts can build something far more distinctive.

That all said, it’s an important reminder that while a $24,950 truck makes headlines, the price out the door can be dramatically higher.

Photos: Slate Auto

Battery fires rank among the worst things that can befall an everyday motorist. Kia and Hyundai have each just issued a fresh recall tied to exactly that danger. Both companies say misaligned electrodes can create an internal short and start a fire in the affected cars. The two campaigns cover just 14 vehicles in total, but every owner still needs to park outside until the problem is fixed.

Hyundai says six Ioniq 5 models from the 2023 and 2024 model years may carry high-voltage battery cells with these skewed electrodes. The automaker warns the defect could eventually spark a blaze whether the car is parked or on the move.

More: Fuel Leaks Spark Recall Of Nearly A Quarter Million Kia And Genesis Vehicles

Kia’s recall identifies the same root cause. According to documents filed with the NHTSA, the supplier, SK On Co, blames a quality deviation for the problem. The automaker says the issue affects seven 2022-2024MY EV6s and a lone 2024MY EV9 SUV.

Hyundai has not yet detailed its repair procedure. The normal NHTSA documentation isn’t viewable as of this writing, but Kia will replace the entire high-voltage battery pack with one containing properly aligned battery cells. We expect Hyundai will do the same thing given that the issue is basically identical and from the same supplier.

Until that work is completed, the automaker is instructing owners to limit charging to 80 percent and park their vehicles outdoors and away from structures as a precaution. While it’s not explicitly stated in the recall, it probably wouldn’t be a bad idea to park away from other vehicles even when outside and away from structures.

Much like the recall of nearly half a million Tellurides we reported on earlier today, dealer notification letters for this recall went out on July 6. Owner notification correspondence will go out on August 7.

When Fisker launched the Ocean One, it promised exclusive styling, long range, and performance worthy of its premium asking price. Just three years later, one example with only 17,000 miles on its odo has sold for less than the price of a new entry-level economy car. If you needed another reminder of how unforgiving the used market can be for vehicles from failed automakers, this is it.

The 2023 Fisker Ocean One crossed the auction block on July 7 for just $15,800 after attracting 30 bids. Originally priced at $68,999, that represents depreciation of more than 77 percent in around three years. This wasn’t a clapped-out, abused example, either.

Read: Polestar Owners Fear A Fisker-Style Resale Collapse After US Ban

Finished in blue over a black interior, the all-wheel-drive electric SUV features dual permanent-magnet motors producing 564 hp (421 kW) and 543 lb-ft (736 Nm) of torque from a 106 kWh battery pack. When new, Fisker claimed up to 360 miles (579 km) of driving range.

BaT

Equipment includes a SolarSky photovoltaic roof, 22-inch wheels, a rotating 17.1-inch infotainment display, heated seats, wireless phone charging, a 360-degree camera system, and the brand’s signature California Mode that lowers every side window at the touch of a button.

The Ocean auctioned on BaT showed just 17,042 miles on its odometer and came with a clean Carfax report showing no reported accidents or damage. The listing notes that the interior door handles were replaced in May 2026, but otherwise presents the SUV as a well-kept example with two previous owners. Honestly, the general package sounds appealing, especially for $15,800, but owning a Fisker requires a real commitment to the lifestyle.

BaT

Fisker’s bankruptcy left owners facing an uncertain future regarding software support, replacement parts, and long-term service. While owner communities have stepped up with resources and independent support, buyers still have to accept significantly more risk than they would with an EV from an established manufacturer.

Also: Buy A New Polestar For $25,000 Off. Small Catch, It’s Leaving The US

That said, there’s no question that the price paid here bought quite a lot of hardware and relatively low mileage. Whether it proves to be one of the biggest automotive steals, or one of the biggest headaches, will only become clear with time.

Photos BaT