Australia has long been a stronghold for pickup trucks, but Rivian’s all-electric lineup remains out of reach for local buyers. For now, at least. Without any right-hand-drive models in its range, the American EV maker hasn’t officially broken into the Australian market.

More: Rivian Is Getting Bigger But Its Service Workforce Is Getting Smaller

That could shift in a roundabout fashion, courtesy of a batch of Rivian R1T trucks that ended up stranded Down Under. They might soon be offered to the public. Just one small hitch; you can’t legally drive them on the road, which tends to put a dent in the whole ownership experience.

How Did They Get Here?

So, how did a bunch of Rivianland in Australia in the first place? The short answer is MEVCO, a Perth-based startup launched in 2022 with plans to supply fully electric light commercial vehicles to the mining sector.

The company purchased 13 Rivian R1Ts in 2024 for local trials, alongside three electric Toyota Hilux utes converted by SEA Electric. But MEVCO’s ambitions didn’t last. After struggling to raise funds and drowning in debt, the company collapsed into administration in September 2025.

As part of the liquidation, the entire fleet is now heading to auction. The Rivians will be sold through Grays Auctions in Western Australia, giving local EV enthusiasts a rare chance to pick up one of the U.S.-built trucks, if they can live with some serious restrictions.

Can You Actually Use One?

MEVCO via Drive.com.au

Under Australian law, left-hand-drive vehicles can only be registered for road use if they’re over 30 years old. There are limited exemptions for rare imports, but as these Rivians are mass-produced, they likely won’t qualify.

That means buyers will be confined to using them on private property, think farms, mine sites, remote tracks, or driveways outside the public road network.

More: Rivian CEO Gets A Musk-Style Pay Deal, But Minus A Few Zeros

Technically, converting them to right-hand drive could make them street legal, but that’s not a cheap process.

As reported by Australian outlet Drive.com.au, which broke the story, the Rivians will go under the hammer in Western Australia through Grays Auctions.

The Rivians in MEVCO’s fleet are second-generation models equipped with dual electric motors, with several adapted for use in Australian mining operations.

Press photos show a range of added gear, including a bull bar, sports bar, Kevlar underbody protection, wiring harnesses for auxiliary equipment, and a custom sliding drawer mounted behind the cabin.

Michael Fernandes, State Operations Manager for Grays Auctions in WA, told Drive.com.au, “We’re currently working closely with the administrator and completing our legal and compliance due diligence to ensure that when these vehicles hit the open market, ownership will pass to buyers as smoothly as these vehicles drive.”

He added that more details about the auction sale would be made available once the formal process allows.

Sometimes, the fix really is the obvious one, especially when the original solution involved little more than strong glue and wishful thinking. Tesla has outlined how it intends to keep the Cybertruck’s optional off-road lightbar from slipping away.

Instead of relying on adhesive, which has not aged well in practice, the company now plans to fasten the light bar to the roof with actual bolts.

Read: Cybertruck’s Light Bar Has Joined The Long List Of Things Falling Off Teslas

Last month, Tesla announced that it was recalling 6,197 Cybertrucks because the optional LED light bar was being held on solely with strong adhesive.

Not surprisingly, several light bars failed to stay attached, separating from vehicles while driving. The issue stemmed from problems with the adhesive primers used during installation. So far, Tesla has logged 619 warranty claims related to the light bar coming loose.

Bolts Sure Are Better Than Adhesive

Well, at least now Tesla has come up with a solution that should, in practice, work. The company has developed a new steel bracket that affixes to both sides of the light bar.

The bracket then slides between the stainless steel window frames of the Cybertruck and includes a small attachment that is bolted directly into the vehicle’s roof.

Also: Tesla Recalls Every Single Cybertruck After Glued Stainless Steel Trims Fall Off

Although Tesla has now developed the fix, it’s not yet ready to start repairing customer cars. According to the original recall bulletin, owners won’t be formally notified until December 26. That means service center appointments likely won’t begin until early 2026.

So, if you own a Cybertruck with the light bar held on exclusively with adhesive, it might be wise to limit your drive. Or, if you must drive it before you’re able to book in an appointment at your local Tesla service center, it wouldn’t be a bad idea to get some duct tape to try and better secure the light bar, if only temporarily.

A Long-Standing Issue

The off-road light bar has been a sore point for owners ever since the Cybertruck arrived in late 2023. Owners who paid extra for the Foundation Series version of the electric pickup were supposed to receive the light bar as standard, yet most trucks showed up without it because Tesla was still finalizing the accessory.

By August, the delay had worn thin enough that one owner took the matter to court and sued Tesla in California.

Toyota has broadened the ever-expanding Land Cruiser family with the smaller, more accessible FJ. The catch? It’s only available in select Asian markets. But fear not, as according to a new report, this might just be the start.

A new SUV and pickup duo is said to be in the works, potentially marking a turning point for the storied Land Cruiser name.

More: Toyota’s Baby Land Cruiser FJ Looks Retro Enough To Break Your Heart

All Land Cruiser models since 1951 have been built on rugged ladder-frame foundations, defined by their focus on durability, reliability, and off-road prowess.

A Softer Side of Land Cruiser

Now, according to unnamed inside sources cited by Japan’s Best Car, an upcoming pair of Land Cruiser SUV and pickup, described by those same insiders as “the beginning of a new chapter”, are set to break from that long-held tradition.

Both are said to adopt a unibody structure, favoring on-road comfort and daily drivability over the usual body-on-frame toughness.

While these reports should be taken with a measure of caution, they immediately call to mind two familiar concepts: the Toyota EPU pickup truck and the larger, three-row Land Cruiser Se SUV, both shown at the 2023 Japan Mobility Show.

According to Best Car, the forthcoming pickup will share styling cues with the EPU, which measured 199.6 inches (5,070 mm) in length and featured an extendable rear bed.

That setup would clearly set it apart from the new generation Hilux, Tacoma, Tundra, and Land Cruiser 70 Series trucks, all of which continue to rely on traditional body-on-frame construction.

Electric Roots, Flexible Future

Both of the 2023 concepts were fully electric, pairing large battery packs with all-wheel drive systems. Production versions could evolve from Toyota’s e-TNGA platform or shift to a different unibody layout that supports hybrid powertrains. That approach would align with Toyota’s broader “multi-pathway” philosophy, as demonstrated by the new Corolla concept.

More: Forget The Slate, Toyota Wants To Make A Cheap Small Truck For America

The report indicates that the new pickup could debut as early as 2027. Earlier coverage suggests the production version of the Land Cruiser Se SUV may arrive a year sooner, in 2026, to coincide with the 75th anniversary of the nameplate.

Will They Come to the US?

What is more interesting, but hardly surprising, is that the aforementioned pickup and SUV could be sold in North America. Current information points to the upcoming electric Land Cruiser being built in the US, which makes sense given ongoing tariff challenges and Toyota’s major push into local manufacturing, recently underscored by a $10 billion investment commitment.

Adding to this, Toyota officials have admitted they are considering an affordable pickup for the US market, a role that could be fulfilled by these new two new Land Cruiser models.

An electrified Land Cruiser pickup could go head-to-head with Ford’s forthcoming Ranger-sized EV or the eventual successor to the compact Maverick. Either way, it’s clear Toyota is positioning itself for a broader, more flexible future. We’ll be watching closely as these plans take shape.

Source: Best Car

We’ve all heard the stereotype: electric truck owners are latte-sipping tech bros cruising around in Rivian R1Ts or Tesla Cybertrucks to look adventurous rather than be adventurous. It’s an easy image to picture – clean trucks, unscuffed tires, not a hint of mud in sight. No doubt, the entire truck market is far too full of folks who own them but don’t use them.

That’s an entirely different topic we’ve already covered. Today, we focus in on another truth that data has unveiled. It’s not just “real” truck folks that are hauling and off-roading. EV truck owners behave almost exactly like their gas-powered counterparts.

Also: Everyone’s Buying Pickup Trucks, But Almost No One’s Using Them That Way

Carscoops obtained data from Strategic Vision, a company that surveys some 250,000 people annually about the way they use their vehicles. That data paints a very clear picture of where truck drivers take their rides, what they do with them, and how size and powertrain affect those figures.

Who’s Actually Getting Dirty?

For example, off-roading is a hobby that around one in every three truck owners enjoys. 31 percent of alternative powertrain (ATP) truck owners report doing light off-roading. Think gravel or dirt roads, at least once a month.

That’s nearly identical to the 29 percent of standard truck (think Toyota Tacoma) owners who report the same. What about full-size truck owners? 32 percent of them take to the dirt or gravel at least once a month.

Off-Roading Activity by Truck Type

When the trail gets harder to cope with, the data doesn’t change much either. Serious off-road terrain, like rocks, mud, and streams, is the playground for 11 percent of ATP truck owners once a month or more. 13 percent of standard truck owners and 15 percent of full-size truck owners say the same.

Put another way, electric truck owners aren’t babying their rigs. If anything, they’re using them just as often for weekend adventures as those of ICE-powered ones. Perhaps the most interesting data in the entire lump that we collected is how heavy-duty truck owners differ from everybody else.

Those drivers are significantly more likely to do both types of off-roading that we’ve discussed. That tracks since these folks are often hauling equipment into fields, farms, and job sites.

Truck Bed Utility and Driving Behavior

Hauling Habits

Speaking of hauling, it’s another place where we see clear evidence that EV truck owners don’t just drive as though they’re in a crossover or car. Data shows that 64 percent of them use their bed to haul something at least once a month.

In fact, they do it more often than standard truck owners at 58 percent and full-size pickup owners at 61 percent, though obviously less than heavy-duty truck owners, who lead the pack at 74 percent.

More: America’s Truck Tariffs Just Opened A New Trade Front

On top of that, driving purely for enjoyment is common across all three core segments, with 89 to 90 percent of owners saying they do it regularly, while heavy-duty truck owners come in slightly lower, but still high at 82 percent.

No doubt, APT truck owners tow less frequently than combustion engine classes. That makes sense given the big issues with towing range, charging infrastructure, and charging speed. But when it comes to everyday utility, APT pickup drivers are putting their trucks to work.

Electric, But Every Bit a Truck

This data undercuts one of the most persistent cultural divides in the pickup world. For years, EV truck buyers have been portrayed as outsiders. Newcomers who love the look and lifestyle of a truck but not the dirt under the fingernails. The numbers suggest otherwise.

Also: Your Green Plug-in Hybrid Is An Eco Sham, Study Finds

Whether it’s a Ford Lightning hauling mulch, a Rivian R1T chasing forest service roads, or even a Cybertruck owner heading for a campsite, electric truck drivers are proving that capability isn’t defined by what’s under the hood, but how the truck gets used.

So while the stereotype might linger in comment sections, the evidence is clear: EV truck owners aren’t replacing trucks with toys. They’re just redefining what it means to be a truck owner.

Truck Owner Usage Summary

Ford is widening the reach of its “hands-off” driving tech, showing just how quickly features once kept for top-tier models are filtering into everyday vehicles. BlueCruise now targets the brand’s most accessible SUVs in Europe, giving buyers a taste of advanced driver assistance without having to climb the price ladder.

Besides the Puma and the fully electric Puma Gen-E, the system will soon be offered on the Kuga compact SUV and the Ranger PHEV midsize pickup as part of an optional Driver Assistance Pack.

The BlueCruise made its European debut with the Mustang Mach-E in 2023, before gradually expanding from the UK to 16 countries across the continent.

More: Ford Racing Is Readying A Secret ‘Road Car’ For January

Starting from spring 2026, Ford’s small and compact SUVs and its midsize pickup will also be offered with the hands-free system. That leaves only the VW-based Capri and Explorer EVs, the Transit/Tourneo range, and the ICE Mustang without access to the technology.

The BlueCruise, which is based on the Intelligent Adaptive Cruise Control, allows the driver to take their hands off the wheel while keeping their eyes on the road. It manages acceleration, braking, and steering, with cameras and sensors monitoring traffic, lane markings, and even the driver’s gaze and head position to ensure attentiveness.

More: Ford’s Ranger Street Truck Just Got Louder And Greener With New PHEV Punch

In Europe, the BlueCruise can be activated on over 135,000 km (84,000 miles) of highways, which are marked as “Blue Zones”. For example, one could use it to travel from Stockholm to Rome, covering 2,000 km (1,500 miles) across six countries and totaling around 25 hours of hands-free driving.

Globally, Ford and Lincoln owners have logged over 888 million km (552 million miles) using BlueCruise-equipped vehicles. However, the majority of those were most likely covered in North America.

The company says that the tech will be available in “selected new model year vehicles” of the Puma, Puma Gen-E, Kuga, and Ranger PHEV starting in spring 2026. Subscription options and pricing for the Driver Assistance Pack will be announced closer to that date.

The BlueCruise is currently available in select European markets, including Austria, Belgium, the Czech Republic, Denmark, France, Great Britain, Germany, Greece, Hungary, Italy, the Netherlands, Norway, Poland, Portugal, Spain, and Sweden.

Toyota has just unveiled the new generation of the Hilux, and while the new model has barely touched showroom floors, it’s already been reimagined to showcase just how far owners can take customization.

More: New Toyota Hilux Debuts Sumo-Inspired Looks And EV Option

During the truck’s official launch in Thailand, the brand presented a lineup of rugged, modified builds, blending genuine factory accessories with a few aftermarket touches to hint at the model’s versatility.

GR Flavor in Full Effect

The display featured no fewer than six distinct takes on the pickup, each aimed at a different type of driver. One stood out for its GR Parts catalogue treatment, equipped with a black grille, red skid plate, glossy black fender extensions, branded side steps, and black wheels wrapped in chunky off-road tires.

Accessories from Toyota’s Gazoo Racing division didn’t stop there. The brand also showcased roof and bed racks, plus the signature red mudflaps familiar to GR-badged models.

A GR Sport version of the new Hilux is expected to follow, with a tougher stance, refined performance, and chassis upgrades tailored to those seeking a sharper drive.

Interestingly, the GR Parts build wasn’t the star of the show. That honor went to an off-road-focused version developed by Australian tuner ARB, which looked ready to tackle almost anything.

It sat higher thanks to a lift kit and wore a rugged front bumper with clearance cutouts, auxiliary LEDs, a roof rack, a side awning, and a bed rack designed for specialized gear.

Overlanding Camper

Still, what caught our eye was an overlanding camper conversion of the Hilux with a tent mounted on a custom bed rack. The adventure-packed model came with a lifted suspension, all/terrain tires, beadlock wheels, rock sliders, a skid plate with integrated lights, an LED bar on the roof, and an aerodynamic snorkel.

More: Toyota Hilux Transforms Into A 6×6 Military Truck Ready For Battle

Another rugged example took a different visual route, wearing a matte gray-and-red color scheme with a snorkel, protective hardware, raised suspension, and carbon-plated tailpipe. Mudflaps and new wheels rounded out its stance.

Unlike the European and Australian Hilux, which come exclusively in double-cab form, the Thai-market truck is available in Standard Cab and Smart Cab configurations.

The Standard Cab provided the base for a particularly practical build featuring a lift kit, black wheels, white-and-black graphics, extended mirrors, and a metal cage that expanded the load capacity of the open cargo area.

More: Toyota Hilux Champ Shows Off Its Customization Potential

Rounding out the lineup was a sportier, road-focused Hilux finished in yellow with a carbon-textured wrap for the hood and tailgate. It sat lower on new wheels, backed by uprated brakes, though the heart remained unchanged, a 2.8-liter turbodiesel producing 201 hp (150 kW / 204 PS).

Depending on the market, the new Hilux range will also include mild-hybrid diesel, petrol, and fully electric options, underscoring its global versatility.

Available Accessories

Toyota Thailand’s official website lists a comprehensive range of add-ons for the new Hilux. Among them are additional plastic cladding for the doors, larger wheel arch extensions, door handle covers, a rear spoiler, stainless steel exhaust outlets, and bed liners.

Owners can also choose underbody protection and metal-look garnish for the taillights, tailgate, hood, and bumper intakes. Inside, options include heavy-duty floor mats, aluminum scuff plates, and clever storage solutions.

Thailand has a prominent tuning culture, which is why most automakers advertise the customization capabilities of their trucks. Judging from the aforementioned builds and the popularity of the Hilux, we expect to see a lot of interesting conversions in the future.

While the Ford F-150 dominates North America, the Toyota Hilux continues to reign just about everywhere else. Now entering its ninth generation, Toyota’s workhorse returns with sharper styling, a thoroughly redesigned cabin, reinforced ladder-frame underpinnings, and, for the first time, a fully electric powertrain.

More: Toyota’s Baby Land Cruiser FJ Looks Retro Enough To Break Your Heart

The new design theme, dubbed “Cyber Sumo,” takes a different path from the hammerhead styling found in other recent Toyota models. Up front, slimmer LED headlights flank a body-colored honeycomb grille, while angular bumper intakes and a solid skid plate add a functional, squared-off presence.

The fully electric version wears a unique front bumper with a closed grille and redesigned intakes, a subtle cue to its zero-emission identity.

The profile remains familiar because the greenhouse, pillars, and doors carry over from the outgoing model that’s been around since 2015. Even so, re-sculpted front and rear fenders with boxy wheel arches, paired with fresh wheel designs, give it a tougher stance.

At the rear, the Hilux shows more definition than before, with sharper LED taillights and a modernized bumper that now incorporates practical side steps similar to those on the Ford Ranger.

Its footprint stays consistent with its predecessor at 5,320 mm in length and a 3,085 mm wheelbase. Toyota has chosen to offer only the dual-cab version in Europe and Australia, while markets such as Thailand retain the Single Cab and Smart Cab configurations.

How Has The Interior Changed?

The cabin has been thoroughly overhauled, blending modern tech with the Hilux’s traditionally utilitarian nature. A boxy dashboard frames a free-standing 12.3-inch infotainment screen (8-inch in the base Thai-spec model) and a 12.3-inch digital instrument cluster (7-inch in lower trims). Importantly, physical controls remain for core functions such as climate and audio, preserving tactile ease of use.

The chunky steering wheel with buttons is borrowed from the Land Cruiser, while the compact gear knob and drive mode selector sit on the center console. Dual storage compartments line the passenger side, and dashboard-mounted cupholders complete the layout.

Toyota has also expanded the Hilux’s safety credentials with a “significantly extended” suite of advanced driver-assistance systems, bringing it in line with the brand’s passenger car range.

Multiple Powertrain Options

Toyota’s “Multipathway” approach to propulsion continues here, and the new Hilux exemplifies it. Depending on the market, buyers can choose from the familiar 2.8-liter turbodiesel engine in regular or mild-hybrid form, as well as a 2.7-liter gasoline option.

The biggest leap, however, is the all-electric version. It uses dual electric motors producing a combined 193 hp (144 kW / 196 PS), powered by a 59.2 kWh battery pack.

Toyota quotes a range of 240 km (149 miles) under the WLTP cycle, or just over 300 km (186 miles) using NEDC standards. It may not rival long-range EVs, but Toyota plans to add a hydrogen fuel-cell variant by 2028.

Payload and towing capacities remain robust: up to 1,000 kg (2,205 lbs) and 3,500 kg (7,716 lbs) respectively for internal combustion models. The Hilux BEV, with its heavier battery setup, carries 715 kg (1,576 lbs) and tows 1,600 kg (3,527 lbs).

Upgraded Underpinnings

Under the skin, the Hilux rides on an upgraded version of the IMV ladder-frame architecture of its predecessor rather than moving to the more modern TNGA-F used by the Tacoma and Land Cruiser. 

Still, it benefits from a new electric power steering, new engine and cabin mounts for reduced vibrations, new front rail extensions for improved crash perfromance, and a revised suspension setup.

The suspension setup combines independent coil springs at the front with a rigid rear axle supported by leaf springs. Toyota Australia says there are two distinct calibrations: one tuned for heavy-load and towing performance, and another focused on everyday ride comfort.

More: Toyota Shrinks Its Hilux Champ Into The Super Short Wheelbase

In terms of off-road credentials, the 4×4 versions use a part-time 4WD system with high and low range ratios, now improved with the standard fitment of a rear locking differential and the available Multi-Terrain Select system.

Pricing and Availability

Production remains centered in Thailand, where the diesel-powered Hilux Travo is already on sale, priced between ฿767,000 ($23,700) and ฿1,366,000 ($42,200). The fully electric model starts at ฿1,491,000 ($46,100), placing it at the top of the lineup.

The new Hilux will reach Europe and Australia in December 2025, followed by broader Asian rollouts in 2026 and a home-market debut in Japan by mid-2026. Detailed specifications and pricing for each region will be announced closer to launch.

Toyota

Tesla’s annual shareholder meeting was absolutely full of news. More than 75 percent of the company’s shareholders voted to approve Elon Musk’s one-trillion-dollar compensation plan, split into 12 tranches of shares that unlock only if Tesla meets a series of milestones over the next decade. Musk also confirmed that series production of the long-awaited CyberCab will begin in April next year.

Also: Elon Musk’s Trillion Dollar Pay Hinges On A Bet That Could Break Tesla

The Roadster 2 demo is now slated for the same month, and in classic Musk style, the timing isn’t without a joke. He says it’s happening on April Fools’ Day, partly because it “affords some deniability.” If the demo slips, he quipped, “I could say I was just kidding.”

What’s New With the Semi?

And then there’s the Semi, which is heading for a redesign and full-scale production next year, following its unveiling all the way back in 2017 The redesigned Class 8 hauler gets meaningful efficiency gains, higher payload capacity, and a package clearly engineered around Tesla’s autonomy ambitions.

While the original Semi entered limited production back in 2022, this is a full-scale update with big aspirations and changes.

Efficiency is the biggest news. Tesla claims energy consumption drops to 1.7 kWh per mile, a 15 percent improvement over the current Semi. Paired with a 500-mile range rating, the update positions the new truck more competitively against rivals from Daimler and Volvo.

Drive power holds at 800 kW, but Tesla says that internal improvements under the skin, such as cooling, software, and thermal routing, provide more consistent performance under load.

Fast Charge Future

Another major upgrade is charging. The new Semi supports a peak rate of 1.2 MW (1,200 kW). That eclipses the current Megacharger output and allows for significantly shorter high-volume charging stops when paired with compatible infrastructure. Payload capacity also increases, though Tesla didn’t reveal by how much.

Visually, the Tesla truck looks a lot more like the rest of the family now. It gets a new Model Y-style front light bar, cleaner body surfacing, and a reshaped roof to improve aerodynamic flow. The black glass side panel is narrower, the bumper is reworked, and that continues to the wheel openings.

Read: Tesla’s Cybercab Might Become The Affordable Model 2 After All

Tesla frames all of this as groundwork for a future autonomous freight platform. Amazingly, the brand and its CEO avoided reaffirming any specific Level 5 self-driving timelines.

How Fast Can It Build the Cybercab?

Elon Musk didn’t stop at teasing the Cybercab itself; he also boasted about how it would be built. According to him, the dedicated production line will operate on an astonishing sub-10-second cycle time, compared with the roughly one-minute rhythm it currently takes to assemble a Model Y.

If that target holds, Musk suggested, it could translate to an annual output up to five million Cybercabs, a figure that would eclipse the production pace of nearly any vehicle on the road today. Still, as with most of Musk’s projections, take everything said with a grain of salt.

Either way, it’s going to be a wild year for Tesla. From Semi production ramp-up to the launch of the Cybercab and the potential demo of the Roadster, there’s a lot to live up to and lots that could go wrong.

Volkswagen has stepped back from its earlier plans to introduce fully electric or plug-in hybrid versions of the global-spec Amarok, choosing instead to stick with its familiar lineup of diesel and gasoline powertrains for now. The decision keeps the pickup rooted in its traditional formula, at least for this generation.

Unlike the South American Amarok, which still rides on Volkswagen’s own ladder-frame platform, the global model is built on the same underpinnings as the Ford Ranger.

More: VW Just Dropped An Electric Pickup And It’s Not The One You’re Expecting

Ford’s pickup truck already offers a plug-in hybrid setup combining a turbocharged 2.3-liter gasoline engine with a single electric motor, producing 277 hp (207 kW / 281 PS). A modest 11.8 kWh battery enables around 40 km (25 miles) of electric-only driving.

Why Skip Electrification?

Earlier this year, reports suggested Volkswagen was seriously evaluating an electrified Amarok, especially given it already had access to the Ranger’s compatible hybrid system. Yet that interest appears to have faded.

According to Australian outlet CarExpert, Nathan Johnson, Volkswagen Commercial Vehicles’ brand director, explained that CEO Stefan Mecha “made it clear … the PHEV and BEV Amarok is no longer being discussed at this point in time, in this generation,” emphasizing that it’s a global decision.

That doesn’t mean the idea is gone for good. Johnson hinted that the door remains open for the next Amarok, which could arrive near the end of the decade.

The current generation debuted in 2022, so a successor is still some years off, but by then electrification will likely be standard practice among midsize pickups, making a hybrid or electric version all but inevitable.

Another Hybrid Amarok Is Under Development

Volkswagen’s approach looks different in South America. There, the company continues to evolve the first-generation Amarok, which remains in production on VW’s original chassis. A refreshed version of that truck launched last year, and an all-new hybrid successor is already scheduled for 2027.

More: VW’s New Pickup Shares DNA With A Chinese Pickup You’ve Never Heard Of

The upcoming truck will ride on a ladder-frame chassis sourced from Chinese automaker SAIC, as part of its collaboration with Volkswagen. However, it will be manufactured at the General Pacheco factory in Argentina, backed by a $580 million investment.

Early teasers point to a close relationship with the Maxus Interstellar X, LDV Terron 9, and MGU9 pickup twins, though Volkswagen will apply its own design language to set it apart. The new hybrid Amarok will be limited to South American markets, sidestepping overlap with the global version.

Owning a Ford F-150 Lightning means saying goodbye to gas stations forever. That’s the promise, at least, though it comes with the unspoken reality of long waits while electrons trickle into the battery. On the bright side, your truck can double as a backup power source for your home, and if Ford’s to be believed, even earn a few bucks while it sits in the driveway.

Read: F-150 Lightning Production Halted Indefinitely As Ford Bets On Gas Trucks Again

The company is eager to promote its usefulness, recently dedicating an entire piece describing how owners can turn their EV into a “side hustle”.

How Does It Work?

For some time, Ford’s Energy Rewards program has provided customers with bonuses for charging their F-150 Lightnings during off-peak times. It also has a system that allows the truck’s battery to serve as a backup generator during outages and blackouts.

In select US markets, owners can now charge their Lightning when electricity is cheaper (typically overnight during off-peak hours) and use the stored energy to power their home when grid prices are higher during peak times.

That’s not all. Customers can also return excess power from the F-150 back to the grid and get incentives from participating utility providers. According to Ford, customers can save up to $42 per month, or almost $500 per year, by using its new Home Power Management software.

The program has been launched in partnership with DTE Energy in Southeast Michigan. DTE will provide eligible owners the means to transfer power from the EV to their home.

Everything happens automatically, too, meaning the software optimizes the flow of energy to and from the battery pack while retaining battery health.

F-150 Lightning Production Paused Indefinitely

While the system is clever, it hasn’t done much to change the Lightning’s overall fortunes. Despite being the best-selling electric pickup in America this year, sales still trail Ford’s early projections. Earlier this month, production was officially paused with no restart date in sight.

With the federal EV tax credit gone and fuel economy penalties no longer enforced under the Trump-era rollback, Ford appears to be easing away from the Lightning experiment. The company now plans to build over 45,000 additional combustion-powered F-150s next year, signaling a quiet retreat to familiar ground

A fire at a Novelis aluminum plant has disrupted operations for several automakers, including Ford and its top-selling F-150. The setback has been costly, but the Blue Oval plans to bounce back next year by ramping up truck production.

Under the plan, the Dearborn Truck Plant will add a third shift with roughly 1,200 employees. This will be supported by more than 90 new workers at Dearborn Stamping as well as more than 80 additional employees at Dearborn Diversified Manufacturing.

More: 2026 Ford F-150 Lightning Solves Its Biggest Flaws For Free

Thanks to these workers and the extra shift, Ford aims to produce an additional 45,000+ F-150s in 2026. They’ll have traditional powertrains as the F-150 Lightning hasn’t lived up to expectations.

Assembly of the electric truck will “remain paused” indefinitely as the company is prioritizing production of models with gas and hybrid powertrains. The automaker added these types of trucks are “more profitable for Ford and use less aluminum.”

Due to the pause, hourly employees at the Rouge Electric Vehicle Center will transfer to the nearby Dearborn Truck Plant to join the third shift. The shift will also consist of new hires as well as some transfers from other plants.

To increase production of the popular F-Series Super Duty, the automaker is investing $60 million into the Kentucky Truck Plant. These funds will help speed up the production line, so that one additional truck will be built every hour. That might not sound like much, but it will result in more than 5,000 additional pickups.

The funds will also be used to help train new employees. Speaking of which, the plant is expected to add more than 100 jobs.

In total, the automaker will increase production by more than 50,000 units and create up to 1,000 new jobs. Ford’s Chief Operating Officer, Kumar Galhotra, said “The people who keep our country running depend on America’s most popular vehicle – F-Series trucks – and we are mobilizing our team to meet that demand.”

Novelis Fire Could Cost Ford $1 Billion

Novelis

The announcement to ramp up production comes as Ford revealed the “Novelis headwind” could cost them up to $1 billion in losses between 2025 and 2026.

CEO Jim Farley has already visited the damaged plant and said, “We are working intensively with Novelis and others to source aluminum that can be processed in the cold rolling section of the plant that remains operational, while also working to restore overall plant production.” This has enabled them to “minimize the impact in 2025 and recover production in 2026.”

Given the fallout of the fire, Ford now expects to finish the year with an adjusted EBIT of $6 billion to $6.5 billion as well as an adjusted free cash flow of $2 billion to $3 billion.

It wasn’t all bad news as third quarter revenue reached a record of $50.5 billion. That’s up 9% from a year ago and the company posted a net income of $2.4 billion. Unfortunately, Trump’s tariffs cost the automaker roughly $700 million.

The big selling point for Slate Auto’s electric pickup truck was always going to be its price, promising to start at under $20,000 in the United States. However, the removal of the federal EV tax credit has forced Slate to jack up the truck’s estimated starting price, and it may also be shockingly expensive to lease, considering how few features you get.

While the company has yet to confirm a final price for the model, Cars Direct speculates that it could cost upwards of $500 per month. The outlet has come to this conclusion by estimating a $27,500 price tag, which, over a typical 36-month lease with no money down, could work out to be $468.

Read: Slate’s Affordable Electric Truck Just Got A Whole Lot More Expensive

Add in the first month’s payment and an estimated acquisition fee of $700, and this will effectively jump to near $500 per month, before taxes and fees. Had the EV tax credit still been around, the equivalent price would drop to $341 a month, a hefty difference of $127.

However, it’s worth noting that actual lease prices for the truck may be different. The publication based its estimate on a money factor of 0.00292 or 7 percent APR and assumes a residual value of 55 percent.

This or a Ford Maverick?

If Slate Auto wants the back-to-basics EV to be successful, it’ll have to convince many shoppers to buy it instead of a Ford Maverick. It’s currently possible to lease a 2025 Maverick XLT AWD with the EcoBoost engine for as little as $289 per month over 36 months with $3,709 due at signing.

Admittedly, leasing a hybrid version of the Maverick is more expensive. Depending on location, the hybrid Mavericks generally start at around the $430 per month mark, and that usually doesn’t account for a hefty $3,000+ payment due at signing, bringing effective monthly payments to over $500.

Sources: CarsDirect

Daihatsu joins Toyota’s larger showcase at the Japan Mobility Show 2025, taking part in a series of concept car debuts that highlight each brand’s vision for the future. Among them is the Midget X, a fully electric concept designed to bring one of Daihatsu’s classic nameplates into a new era.

The Midget is a pint-sized workhorse with a big personality. Born in 1957 as a tiny three-wheeler for shopkeepers and delivery drivers, it zipped through Japan’s narrow streets with motorcycle-like agility.

More: Daihatsu To Host A Funeral For Its Copen Roadster Before Killing It

It returned in 1996 as the Midget II, blending nostalgic styling with a can-do spirit. Production ended in 2001, but it seems Daihatsu isn’t quite ready to let the story end there.

A Tiny Classic Recharged

The all-new Midget X has been reborn as a tiny LCV with an electric powertrain. Daihatsu said “it’s like a bicycle plus a little something extra”, adding that it is “the perfect size for anyone starting something new, whether it’s raising children, running a business, a hobby, or just playing”.

Its exterior design nods to the original Midget lineage, featuring round LED headlights and a helicopter-style windshield. It also has semi-exposed wheels with integrated lights and a battery charge indicator on the profile.

The concept includes a backpack-style storage compartment although this area can transform into an extended rear bed or a larger box for commercial use.

More: BYD Declares War On Japan’s Kei Cars With New Racco

Inside, the EV adopts a central driving position with an unconventional steering wheel flanked by two passenger seats for toddlers. Daihatsu designers added special touches like the tiny compartment next to the seat that can be filled with biscuits, and other toy-like elements around the cabin.

Another cool feature is the rotational handle design for the rear hinged doors, while a similar mechanism is used for opening the cargo area.

Daihatsu hasn’t released technical specifications yet, only noting that “because it’s small, it can fit into a variety of lifestyles,” and that it “aims to make everyone happy.”

Daihatsu

Carrying the Torch

The Midget X stands as the next chapter in Daihatsu’s story, carrying forward the legacy of some of its most influential models. Among them are the original Midget three-wheeler, the fourth-generation Hijet LCV, the first-gen Charade hatchback, the sporty Mira TR-XX, the Copen roadster, the second-gen Tanto kei car, and the Nibako mobility service that transforms LCVs into mobile shops.

More: Mitsubishi’s New Kei Van Channels Its Inner Pajero

For now, the Midget X is nothing more than a concept. Even so, it wouldn’t be surprising if it eventually transitions into a production model, potentially for both Japan and export markets.

After all, Toyota President and CEO, Koji Sato described the concept as the “Midget of the future” during the official presentation at the Japan Mobility Show:

“Making small cars is incredibly difficult. As someone who has been involved in car-making, I can say that from my heart. But Daihatsu continues to take on such challenges. Now, as then, Daihatsu’s car-making is staying the course. Going around town to listen to what people are saying… thinking about how to help people when it finds someone in trouble… racking its brain over how it can make the most of its technologies for making things small. This led to the Midget X.”

Ford is preparing to expand its EV lineup in a way that could reshape how the company builds and markets its vehicles. And according to CEO Jim Farley, the upcoming mid-size electric pickup won’t just be another truck, but something designed to stretch beyond the typical template.

While the company remains cautious about how the loss of federal tax credits may affect demand, development is moving ahead on the new Universal EV Platform. This fresh architecture will debut with a $30,000 mid-size pickup truck, first mentioned in August, and now detailed further by Ford’s top executive.

Not Just a Truck

During a recent interview with The Verge’s podcast, Farley explained that the pickup will be the first model underpinned by the new architecture “but it’s not really a pickup. I would say it’s a new silhouette.”

It’s hard to know exactly what Ford’s head honcho means, as the teaser image Ford released earlier this year suggested a conventional truck shape, one instantly recognizable across all segments with the exception of the outlier Tesla Cybertruck.

Read: $30K Ford Electric Truck Coming In 2027 Is Seriously Bad News For Slate

Farley added that the new EV “has more room than a RAV4, the best-selling passenger car in the US. That doesn’t include its trunk and pickup truck bed”. The teaser indicated it’ll hit the market with a dual-cab design, helping to ensure that the second row has enough room for adult passengers.

Fun First, Utility Second

It’s not just space that Ford is promising. Farley noted that the vehicle will be rear-wheel drive, “very fast,” and “super fun to drive,” which isn’t the case for most pickup trucks. Not only that, but it will offer a “digital experience that no one’s seen – at least that we’ve seen – even in China.”

“The digital experience is quite different for customers,” Farley said. “I think the whole package is something that has not been offered in the US or anywhere else to date. I think this first product is quite revolutionary.”

Building EVs Differently

It’s not just the technology of the model that is promising to be revolutionary; the Universal EV Platform will be brought to life on an all-new form of assembly line and be made of three large cast pieces.

The revolution isn’t limited to the product itself. Ford plans to manufacture the Universal EV Platform in a new way, using just three large castings to form the vehicle’s structure. The process will involve 20 percent fewer parts, cut plant workstation needs by 40 percent, and speed up assembly at the Louisville facility by a similar margin.

Farley underlined the ambition of this approach. “No one has ever built a car in three pieces,” he said. “No one’s offered their own electric architecture at this price. We’ve never done it. We’ve never had two large unit castings and high quality. No one’s done it. Tesla’s talked about it, but it hasn’t done it. In fact, our manufacturing process has radically moved on beyond what Tesla’s ever shown in its unboxing. So, there’s a lot of risk here. This is not a guarantee that Ford’s going to get this done.”

If you want to get behind the wheel of a Tesla Cybertruck in Germany, you’re out of luck. Not only is the electric pickup not directly sold by Tesla in the country, but it also fails to comply with European Union safety regulations. And based on a recent document shared online, it seems that not even US military personnel will be permitted to drive the Cybertruck on German roads.

The guidance, shared this week by the U.S. Army Customs Agency, sets out the reasons the Cybertruck is officially barred in Germany.

Rules For Imported Vehicles

Under an agreement between the US military and the German Federal Ministry of Transport (FMoT), American service members can bring in personal vehicles from the US and drive them locally without having to meet all European safety standards. That arrangement, however, doesn’t stretch to the Cybertruck.

Watch: Even With Rubber Edges, Critics Want Tesla’s Cybertruck Off Europe’s Roads

According to the agency’s letter, US Forces had asked the FMoT whether military personnel would be allowed to import the truck. The answer was a firm no.

The rejection centers on “significant passive safety concerns.” The Cybertruck lacks EU type-approval because its sharp-edged stainless steel bodywork doesn’t comply with safety standards designed to protect pedestrians, cyclists, and motorcyclists. The agency states the truck “deviates significantly” from EU legal requirements and that “safe operation in German public road traffic…is not ensured.”

Attention Not Welcome

Beyond the safety issues, the document also highlights that the Cybertruck would inevitably attract unwanted attention in traffic, which conflicts with the purpose of USAREUR-AF cover plates intended for force protection. As the Customs Agency explained, “For the above reasons, U.S. Army Customs Agency will not issue import certificates for Tesla Cybertrucks.”

The US Army Customs Agency added that any military personnel who do personally import a Cybertruck to Germany risk having to ship it back to the United States at their own expense.