Spy photographers have snapped a slightly more rugged Ford F-150 Lightning.
It features a unique grille, side steps, and 18-inch wheels wrapped in all-terrain tires.
This appears to be a half-hearted effort to counter the Silverado EV Trail Boss.
Rugged trucks are big business and Ford offers an assortment of off-road focused models including the F-150 Tremor and F-150 Raptor. Besides dedicated trims, customers can get an FX4 off-road package.
Despite the popularity of these models, Ford hasn’t seen it fit to offer a rugged F-150 Lightning. It’s a strange oversight considering General Motors offers the Chevrolet Silverado EV Trail Boss, the GMC Sierra EV AT4, and GMC Hummer EV Pickup.
Ford is now gearing up to respond, but fans shouldn’t get too excited as it looks like the company is raiding the parts bin to cobble together a soft-roader. The changes are so small they’re easy to overlook, but the prototype appears to be riding on black 18-inch wheels sourced from the old F-150 Rattler. They’re wrapped in Goodyear Wrangler Territory all-terrain tires, which are a tad meatier than the all-season rubber typically found on higher-end versions of the truck.
We can also see side steps, covered badging, and some light camouflage. The latter could potentially be hiding a hood graphic as well as bedside decals.
Baldauf
Additional changes are limited, but we can see a brand-new grille with a prominent blue line. This echoes the F-150 Tremor, which has an orange grille accent. Spy photographers also noted the bright blue exterior appears to be new to the F-150 Lightning lineup.
Spy photographers didn’t get a good look inside, but the seats were covered. This could indicate they’ll have special embroidery, but that remains to be seen.
We’ll learn full details soon enough, but the current truck offers 98, 123, and 131 kWh battery packs. They’re paired to dual-motor all-wheel drive systems developing between 452 hp (337 kW / 458 PS) and 580 hp (433 kW / 588 PS).
A semi carrying seven Teslas caught fire on I-5 in Sylmar, shutting down lanes for hours.
Firefighters faced a prolonged blaze due to EV batteries, though no injuries were reported.
Traffic snarled well past midnight; the cause of the fire was still under investigation.
Traffic in California isn’t often pleasant, but it was even worse than normal on Saturday night. Drivers on the southbound side of the 5 freeway saw something rare: a semi truck fully engulfed in flames that spread to new Teslas on the attached trailer. It took crews several hours to get the conflagration under control.
Road users reported the fire at around 5:35 p.m. local time. Based on the video of the scene, it appears as though the fire began on the truck itself and spread. In some footage, it’s clearly growing in and around the cab. Later on, it spreads up to the Tesla Model Y directly above the cab. From there, it seems that it worked its way back, damaging all but two cars on the trailer.
According to SignalCV, authorities confirmed that the driver escaped without injury. California Highway Patrol officers issued a SigAlert for two hours just before 6 p.m., but that ended up lasting far longer. At 10 p.m., it was still telling locals to expect a two-hour backup in the area. Some vehicles had to sit for so long that they ran out of fuel on the highway.
No doubt, the lithium-ion batteries onboard made putting the fire out harder than usual. Notably, it’s unclear at this point what started the fire to begin with. One person who claims to have seen the fire early on said that it began near the back tires of the truck. Reviewing topography from the area also shows a steep decline of several hundred feet on I-5 just before the location of the parked semi.
While we can’t be definitive, the combination of that statement and the steep decline suggests that overheated brakes could’ve played a role in the initial fire. At this point, we’ll have to wait for authorities to release additional information. We’re just happy that everyone escaped without injury.
Ford says its new generation of EVs will shake up the industry like the Model T did.
It simplified its EV platform to reduce weight and costs, and reimagined the build line.
Instead of traveling down one line, cars are built in three parallel lines that then merge.
The big news from Ford the past week was the announcement of the $30k electric pickup arriving in 2027, an EV that’s just the first of many coming in the next five years. But its engineers say the really big story is how they ripped up the rulebook on building EVs to come up with a production process that will leave rivals, and especially newcomers in the industry, floundering in its wake.
“I don’t think many legacy car manufacturers could pull off a project like this,” said Doug Field, Ford’s Chief EV, Digital and Design Officer. “And I don’t believe new electric vehicle startups will be able to keep up with our Ford engineers and manufacturing teams making this a reality.”
Ford’s Universal Electric Vehicle Platform was conceived by a small skunkworks team headed by former Tesla engineer Alan Clarke, who worked in near secrecy in California with a bunch of brains recruited from inside and outside of the automaker’s ranks.
The architecture the team created broke from Ford tradition in key ways. One is the use of unicasting, where large one-piece aluminum castings replace multiple welded panels on a current Ford vehicle. This technology – also being used or developed by other brands, including Tesla and Toyota – allowed the team to eliminate three-quarters of the parts, two-thirds of the welds, and half of the fasteners versus a traditional pickup. Another big leap that saves both time and weight is the removal of almost a mile (1.6 km) of wiring versus an older of Blue Oval’s EV.
Ford
But equally important is how these new-generation EVs will be produced inside Ford plants. Henry Ford is credited with revolutionizing the car industry by introducing a moving production line that ramped up efficiency and drove down cost. Now, though, the company is moving away from the idea of a single production line to what it calls a production tree.
Instead of vehicles moving down one track, they’ll start off on three parallel lines, one building the front, one the rear and the other the structural battery core. When each sub-section is complete the three lines converge and the EV is finished off, having spent far less time in build than a conventional car. Ford says these combined efficiencies – the platform and the production process – will help it compete with Chinese automakers.
“The Model T was affordable not because it was a thrifted version of other cars, but because brilliant minds took fundamentally new approaches to old problems,” said Doug Field. “That’s exactly what we set out to do in creating the Ford Universal Electric Vehicle Platform.”
Ford says the 2027 mid-size electric truck will be as quick as an Ecoboost Mustang and as roomy as a Toyota RAV4. It also promised a five-year cost of ownership that will be “lower than buying a three-year-old Tesla Model Y.” Images shown at the pickup’s announcement revealed the same platform could be used to create a diverse range of other vehicles from a two-door panel van to a three row SUV.
Ford designers created a retractable tent that deploys over the cab and rear truck bed.
Clever integration allows full bed use while improving aerodynamics for EVs.
Patent may preview an accessory for the $30,000 electric pickup launching in 2027.
A new chapter in Ford’s electric vehicle plans will arrive in 2027 with an affordable midsize pickup starting at around $30,000, kicking off an entire lineup of budget EVs. While the automaker has only revealed a simplified silhouette of the upcoming model, recent patent drawings may offer an early glimpse at one of its optional accessories.
The design seen in the patents outlines a rooftop tent that deploys over the truck and stores neatly in a retractable module above the rear bed.
Filed with the United States Patent and Trademark Office in February 2024 and published last week, the patent carries the title “Shelter System Having Deployable Platform.” Whether it becomes a production reality is still uncertain, but the concept alone has strong appeal.
If it makes it into production, the tent would be a great option for camper conversions on future Ford pickups like the upcoming EV or the next-generation Maverick, Ranger, and F-150 models.
Room to stretch
When fully deployed, the tent gives a similar profile outline to the truck as the Tesla Cybertruck. The extended platform offers enough room to sleep two adults. Furthermore, the rear section has more than enough headroom for people to comfortably stand while being protected from the elements. Entry is through a rear doorway, and two windows bring in light and ventilation.
Ford / US Patent and Trademark Office
When folded, the tent looks like a sleek canopy mounted above the rear bed. Interestingly, it doesn’t occupy the space below the bed cover, meaning that it is still available.
The benefits of this design over a traditional rooftop tent are its seamless integration with the vehicle. Rather than increasing drag, the rear module could actually improve the truck’s aerodynamics, boosting efficiency and extending driving range. This advantage is particularly important for hybrid and fully electric models, where both weight and aerodynamics play a bigger role in performance.
A glimpse at Ford’s future truck?
Another detail worth noting from the patent is the design of the truck itself. It’s unclear whether this represents an actual upcoming model or simply a mockup created for the filing. Even so, elements such as the vertically stacked headlights and the smooth, streamlined roofline look entirely plausible for a future electric Ford pickup.
Hopefully, the Blue Oval won’t let this inventive idea gather dust, as seeing it developed into a factory option would be a welcome sight. Below are a few renderings we created based on the patent drawings, digitally placing the camper in the kind of settings where it belongs.
Renderings imagine a facelifted Mitsubishi Triton inspired by the new Destinator SUV.
The midsize pickup gets a new front fascia, updated lights, and a fresh tailgate design.
Mid-lifecycle update could debut with new electrified options for better efficiency.
The Mitsubishi Triton has only been in its sixth generation for two years, having debuted in 2023, yet change is already in the air. Mitsubishi’s recent introduction of a fresh design language on the Destinator SUV has sparked curiosity about how this style might suit a facelifted Triton. Digital artist Theophilus Chin decided to explore the idea through a set of unofficial renderings.
Subtle But Effective Styling Updates
The results show how a few well-judged tweaks can noticeably alter a vehicle’s personality. The redesigned Triton differs from the current model only in its lighting units, front bumper, and tailgate. Even so, these subtle revisions give the midsize truck a more modern, upmarket presence while keeping its tough, utilitarian appeal intact.
The most significant visual change comes at the front, where the controversial split LED headlights have been replaced with a cleaner, more cohesive design framed by aluminum accents in Mitsubishi’s Dynamic Shield motif. A semi-covered grille and skid plate complete the refreshed look. The sculpted fenders remain unchanged, as is typical for mid-cycle updates in pickups and light commercial vehicles.
At the back, the Triton received a modern makeover thanks to the fresh graphics on the taillights, now connected through an LED bar on the tailgate. The latter has also been altered with new dynamic lines, while the rear bumper didn’t need to change at all.
Mitsubishi appears ready to spread the Destinator’s styling cues beyond a single model. The three-row SUV, aimed at Southeast Asian markets, could be joined by a rugged off-roader that, if rumors turn out to be true, will revive the Pajero nameplate. Similar updates might also appear on the future replacement for the Pajero Sport, the Triton’s three-row SUV counterpart.
While Chin’s renderings remain speculative, they could be close to what Mitsubishi has planned for the Triton’s mid-cycle refresh, potentially arriving in 2027 or 2028. Any exterior redesign is likely to be paired with cabin technology upgrades and the addition of electrified options, ranging from mild-hybrid to plug-in hybrid, and possibly a fully electric variant.
This would help the Triton remain competitive against upcoming rivals such as the next-generation Toyota Hilux, expected in 2026.
Facing tough competition
The Triton will also underpin the next-generation Nissan Navara, giving the platform wider reach. Its competition in the midsize pickup segment is fierce, with rivals including the Ford Ranger, Volkswagen Amarok, Isuzu D-Max, Mazda BT-50, Kia Tasman, and a growing number of entries from Chinese manufacturers.
Ford is launching a brand new mid-size, four-door EV truck in 2027.
Pickup will be as fast as Mustang Ecoboost and roomier than a RAV4.
Ford also revealed it’s killing the Escape and Lincoln Corsair SUVs.
Ford promised a Model T moment this week, and the news it just dropped is undeniably huge. The headline is that a new $30,000 compact electric truck is in development and will arrive in 2027. But the story is much bigger and involves an entire family of affordable EVs that will follow in the truck’s wake.
But let’s deal with the pickup first. Ford says it’s a four-door midsize electric truck, meaning it will fit in the range below the existing F-150 Lightning. It’ll start production in Ford’s Louisville plant in Kentucky two years from now, and will cost $30,000 – and that’s an MSRP, not a with-tax-credits price, because credits are being axed this September. Ford says the price matches what the Model T cost a century ago, adjusted for inflation.
Quick Like a Mustang, Roomy Like a RAV4
If this is already starting to sound like bad news for startup Slate Auto and its back-to-basics Slate electric truck, things only get worse. Instead of around 8 seconds to 60 mph (97 km/h), Ford says its electric pickup – which could be badged Ranchero – will be as quick as an Ecoboost Mustang, suggesting 5-second-grade performance. It even claims the truck will have “more downforce” than the Mustang.
And Ford also promises the four-door cabin will have as much interior space as a Toyota RAV4 SUV, says it has a frunk to give a car-like cargo bay, and a lockable bed that can swallow surfboards and other outsize gear.
A Platform with Range
The EV rides on a brand new flexible electric platform that will spawn a huge family of other EVs, some very different from the truck, judging by Ford’s presentation. One gif showing the different types of vehicles the platform could accommodate showed everything from two-seat vans to three-row SUVs.
Compared with a conventional platform, the new architecture has 20 percent fewer parts, 25 percent fewer fasteners, requires 40 percent fewer plant workstations, and reduces build time by 15 percent, Ford claims. It also suggests the resulting vehicle will cost less over five years of ownership than a Tesla Model Y does over three.
“The numbers tell the story” Farley said. “Take for instance the wiring harness in the new midsize truck; it will be more than 4,000 feet (1.3 kilometers) shorter and 10 kilograms lighter than the one used in our first-gen electric SUV.”
Ford plans to cut costs further by equipping the truck with lithium-iron-phosphate (LFP) batteries. These packs are designed to be lighter and more compact, and they will double as part of the vehicle’s structure, forming the floor as well as the battery housing.
“We took inspiration from the Model T – the universal car that changed the world,” said Doug Field, Ford chief EV, digital and design officer. “We assembled a really brilliant collection of minds across Ford and unleashed them to find new solutions to old problems. We applied first‑principles engineering, pushing to the limits of physics to make it fun to drive and compete on affordability. Our new zonal electric architecture unlocks capabilities the industry has never seen. This isn’t a stripped‑down, old‑school vehicle.”
An Assembly Line Reinvented
The company will overhaul its manufacturing process with the Universal EV production system, replacing the traditional straight-line assembly with a branching “assembly tree.” In this setup, the front, rear, and structural battery pack are built on separate lines at the same time before being joined in final assembly.
Large single-piece aluminum castings reduce the number of parts, while pre-organized kits provide workers with all tools and components in the correct position, improving speed and ergonomics. According to Ford, the design “dramatically improves ergonomics for employees by reducing twisting, reaching and bending, allowing them to focus on the job at hand” .
Ford says the approach will make assembly of the midsize electric truck up to 40 percent faster than current Louisville-built vehicles, with part of that time reinvested in insourcing and automation to raise quality and lower costs. The net result is a 15 percent overall speed increase.
End Of The Road for Escape, Corsair
The arrival of Ford’s new generation of EVs at Louisville means the end of the road for the company’s Escape compact SUV as well as the Lincoln Corsair, both of which are currently assembled at the Kentucky plant.
Ford planned a new electric truck to eventually replace the current F-150 Lightning.
The next-gen E-Transit has been delayed from 2026 to a 2028 launch window.
Last year, Ford axed plans for a three-row electric SUV to rival the Kia EV9.
As electric vehicle plans get reshuffled across the industry, Ford is once again adjusting its timeline. Two major EVs are being pushed back, and the focus is shifting toward smaller, more budget-friendly models, including a compact electric pickup that’s now taking priority.
Suppliers were recently informed by Ford that the planned full-size electric pickup, to be produced at the new BlueOval City assembly plant in Tennessee, has been pushed back from 2027 to 2028. This new model will be a successor to the F-150 Lightning. In addition, the next-generation E-Transit will no longer launch in 2026 as originally planned, but rather in 2028.
Another Round of Delays
This is not the first time Ford has delayed the two models. As noted by Yahoo!, the new E-Transit was originally set to launch “mid-decade” after it was first announced in 2022. Similarly, the new electric pickup codenamed T3 was originally scheduled to launch this year. Just 12 months ago, Ford also killed plans for a three-row electric SUV that would have rivaled the Kia EV9 and Hyundai Ioniq 9.
“F-150 Lightning, America’s best-selling electric truck, and E-Transit continue to meet today’s customer needs,” Ford said in a recent statement. “We remain focused on delivering our Ford+ plan and will be nimble in adjusting our product launch timing to meet market needs and customer demand while targeting improved profitability.”
Shifting Toward Smaller EVs
Ford is now favoring smaller EVs. It is hard at work developing a new low-cost EV platform that will underpin several different vehicles, starting with a new compact pickup truck in 2028. According to chief executive Jim Farley, small EVs currently make the most sense in the US.
“The pure EV market in the U.S. seems to us very clear: small vehicles used for commuting and around town, so to speak,” he said. “And commercial… we think that’s going to be a robust business, but we want to shrink the number of top hats. We’re going to have just a few. And we’ve made the adjustments in timing, we think, and to be in segments where we can actually make money on EVs.”
Despite the delay, Ford says its plant in Tennessee will start making prototypes of the new T3 electric pickup in 2027
A Familiar Name Might Return
There’s also a possible nod to the past in Ford’s future product line. As uncovered by Ford Authority, the company recently filed to trademark the name Ranchero, once a classic car-truck hybrid from Ford’s history. The filing, submitted on August 5, 2025, covers both electric and gasoline-powered vehicles.
While there’s no official confirmation, the move would follow a familiar pattern, as Ford has revived other heritage names like Maverick and Lightning in recent years. The timing also lines up with an anticipated announcement about the brand’s new EV platform on August 11.
Ford opened a 250,000 sq-ft EV development center in Long Beach, California.
The new team will develop a low-cost electric midsize truck by 2027.
A former Tesla engineer leads the 350-person EV skunkworks team at Ford.
Ford has opened the doors to a new Electric Vehicle Development Center in Long Beach, California, signaling a focus on its next chapter in electric mobility. The new campus is dedicated to developing low-cost EVs, including an affordable midsize electric truck that’s expected to launch by 2027.
The 250,000-square-foot Long Beach facility features a range of resources to support the design and testing of new models. It includes a digital visualization room, an outdoor courtyard for hands-on design reviews, a milling and fabrication shop, and fully equipped EV testing labs.
Jolanta Coffey, Director of Ford’s Global New Model Launch and Americas PD Operations, shared on LinkedIn that the Long Beach team is working closely with counterparts in Dearborn to bring Ford’s first low-cost EV platform to life. “Excited to have been here for the official opening and to see so many of the team in person,” she wrote.
Speaking with Long Beach Post News, Coffey confirmed that a midsize electric truck is in the pipeline, aiming for a 2027 release. While technical specs haven’t been disclosed, the upcoming model is expected to fall in the same size category as the Ford Ranger. The goal, she added, is to “define a new era for electric vehicles.”
Ford
The low-cost EV program, previously known internally as the Skunkworks Team, is being led by Alan Clarke, Ford’s Director of Advanced EV Development. Clarke brings EV experience from his previous role at Tesla, where he served as Director of New Programs Engineering. His team currently includes 350 employees, with plans to add 100 more in the near future.
As part of a broader reshuffle, Ford will be closing its design studio in Irvine this November. Employees from that location have been offered the option to relocate to either Long Beach or Dearborn, Michigan.
In a recent blog post, Ann Diep, a senior technical program manager at Ford, described the new Long Beach facility as an “open collaborative space.” She noted that more details on Ford’s future strategy and manufacturing plans will be shared on August 11, emphasizing that the company is prioritizing “simplicity, efficiency, and the desire to spark excitement” in its development process.
This new campus also marks a return to Long Beach for Ford, which operated an assembly plant in the city from 1930 until 1958. That earlier facility built vehicles like the Ford Model A, along with several Lincoln and Mercury models.
GM and Hyundai are teaming up to jointly develop five new vehicles.
South and Central America will be getting two trucks, a car, and a crossover.
The only model for North America is an electric commercial van.
Following months of rumors, General Motors and Hyundai have officially announced plans for five co-developed vehicles. However, many of them are destined for Central and South America.
The companies were tight-lipped on specifics, but confirm plans for a compact car, a compact crossover, and a compact truck. There will also be a mid-size pickup, whose development will be led by GM. Hyundai will take the lead for the remaining vehicles and all of them will have the “flexibility to use either internal combustion or hybrid propulsion systems.”
The only model for North America is an electric commercial van. Rumors have suggested GM could get a version of the Hyundai ST1 or Kia PV5 to serve as a successor to the Chevrolet Express and GMC Savana.
If everything goes according to plan, the companies could sell more than 800,000 co-developed vehicles annually. The automakers added that while the vehicles will have a lot in common, each version will have “unique interiors and exteriors consistent with their respective brands.”
Design and development is already underway, and models built for Central and South America will be launched in 2028. The commercial van could arrive as early as 2028 and will be built in America.
Aside from new models, the companies are planning “joint sourcing initiatives in North and South America for materials, transport, and logistics.” They’re also eyeing other areas of collaboration including on raw materials, components, low-carbon emissions steel, and “complex systems.”
Hyundai CEO José Muñoz said the “strategic collaboration with GM will help us continue to deliver value and choice to our customers across multiple vehicle segments and markets. Our combined scale in North and South America helps us to more efficiently provide our customers more of what they want – beautifully designed, high-quality, safety focused vehicles with technology they appreciate.”
Those sentiments were echoed by GM senior vice president Shilpan Amin, who said “By partnering together, GM and Hyundai will bring more choice to our customers faster, and at lower cost. These first co-developed vehicles clearly demonstrate how GM and Hyundai will leverage our complementary strengths and combined scale.”
In a glorified blog post, Amin said the commercial van will be a “smaller sibling” to the Chevrolet BrightDrop EVs. He added the partnership makes a lot of sense as the companies can reduce costs, streamline manufacturing, and launch new vehicles faster by teaming up.
Amin went on to say the collaboration will enable GM to broaden their lineup. This is a not so subtle hint that going alone on an electric commercial van wouldn’t make much sense, especially after BrightDrop’s dismal failure.
Of course, GM is no stranger to van collaborations as the company used to offer the Chevrolet City Express. It was a rebadged Nissan NV200, which saw lackluster demand and was discontinued in 2018.
CAFE penalties are gone, clearing the way for more gas-guzzling SUVs and trucks.
The Big Three appear to be pivoting back to ICE, citing major profit potential.
EV goals appear in flux, as automakers chase short-term gains in familiar segments.
The sands of the automotive industry are always shifting, but 2025 has been on another level. The Trump administration’s policies, flip-flopping on tariffs, and removal of regulatory hurdles are changing the landscape incredibly fast. One byproduct is the expectation that big SUVs and trucks will get a new lease on life. Automakers couldn’t be more excited about that.
Specifically, the CEOs of the ‘Big Three’ in America are clearly fans of what they see coming. Trump’s EPA has removed penalties for automakers that fail to meet CAFE standards. That’ll save car companies billions every year.
With no penalty for building gas-guzzling trucks and SUVs, they have the ability to lean into those high-margin segments even more than they already do.
The Wall Street Journal reports that Stellantis CEO Antonio Filosa openly said, “This will mean to us a lot of additional profit.” Speaking of the new industry landscape, GM CEO Mary Barra said on an earnings call that “It also gives us the opportunity to sell EV vehicles… Excuse me, ICE vehicles, for longer and appreciate the profitability of those vehicles.”
Ford’s Jim Farley is on board too, saying, “This is a multibillion-dollar opportunity over the next couple of years.”
EV momentum slows as profits take priority
All three of these brands have spent billions on EV development, CAFE fines, and other tech in an effort to expand into more sustainable products. GM promised years ago that it would be an EV-only brand by 2035. Ford was planning to build a three-row EV in Canada. Stellantis famously axed the HEMI and kicked off the latest Charger generation with EV power only.
Clearly, it’s proven very tough for them to successfully break into the EV space and so the incentive now is to lean back into what they already know makes a big profit, ICE vehicles. Stellantis is going to announce new information on the gas-powered Dodge Charger with the Sixpack in just a few days.
Ford is now going to build big trucks in Canada rather than the three-row electric SUV, and GM hasn’t mentioned its all-EV by 2035 plan in quite some time.
Trucks, SUVs, and a new strategy
From a business standpoint, the pivot makes sense. American consumers continue to buy large vehicles in high volumes.
“Americans do like buying giant vehicles,” said Adam Lee, chairman of Maine-based Lee Auto Malls. “They’re going to see how many more giant SUVs they can pump out, because they sell a lot of them and make a lot of money on them.” He’s concerned that without continued investment in EVs that the US will fall behind in terms of sustainability and technology.
For now, there’s no reason to think that automakers are going to scrap the EV work they’ve done, but their focus is likely changing for at least the next few years. It’s easy to see a path where the roadways are even more full of giant vehicles than they already are.
Li Auto’s SUV crash test video triggered backlash from Dongfeng Liuzhou Motor this week.
The electric SUV collided head-on with an 8-ton truck in a dramatic video demonstration.
Dongfeng Liuzhou accused Li Auto of misleading tactics and questioned the video’s authenticity.
As electric vehicles gain traction around the world, Chinese automakers are pushing harder than ever to stand out – and not just with their designs and tech, but also by trying to prove their safety credentials in dramatic fashion.
One recent example comes from Li Auto, which introduced the i8, a three-row electric SUV packed with promising specs. Yet it wasn’t the vehicle’s feature list that stole the spotlight during its unveiling. It was a video of the i8 crashing head-on into a heavy truck.
The footage showed a direct collision between the Li Auto and a Chenglong truck. The electric SUV, weighing between 2,580 and 2,610 kg (5,690–5,750 pounds), hit the truck at a speed of 60 km/h (37 mph). The truck, with a significantly greater mass of 8 tons (16,000 pounds), was traveling at 40 km/h (25 mph) at the time of impact.
A Closer Look at the Collision
Despite the imbalance in weight and size, the i8’s structural integrity held up well. . The short front overhang absorbed much of the force, and the pillars remained intact with no visible deformation. In the aftermath, the doors automatically unlocked and the handles extended outward, allowing testers to easily access the interior.
Furthermore, all nine airbags deployed, and the emergency call system was activated. Impressively, the floor-mounted battery pack didn’t produce any fire or smoke, even after sustaining deep scratches from a metal pole prior to impact.
Truck Frame Behavior Raises Questions
What caught many viewers off guard was the impact on the much larger truck. The force of the collision caused its cabin to tilt dramatically forward, nearly detaching from the chassis, with all wheels momentarily lifting off the ground. That unexpected outcome prompted a swift response from Dongfeng Liuzhou Motor, parent company of the Chenglong brand. On August 1, the company issued a public statement expressing concern about the test.
According to a report by QQ News, Dongfeng Liuzhou Motor accused Li Auto of “serious infringement.” The company questioned the credibility of the video, claiming it painted a misleading picture and did not reflect real-world driving conditions. Internal analysis, they said, showed that the test setup differed significantly from what would typically occur on the road.
Li Auto
Li Auto Defends Itself
Li Auto responded on August 3rd through an official Weibo post, stating that the crash test was conducted by China Automotive Engineering Research Institute (CAERI), a third-party state-owned company.
The automaker clarified that the video “was not intended to evaluate the product quality of any other brand, and the test results should not be interpreted as indicative of the quality of other brands’ products”.
Instead, they said the truck used in the test was purchased in the secondhand market and served only as a “mobile barrier.” The company noted, “It was unintentional that the testing process caused the Dongfeng Chenglong brand to be embroiled in public controversy.”
In a follow-up, Li Auto added, “As a benchmark brand in China’s trucking industry, Dongfeng Chenglong’s quality and safety have always been trusted by truck drivers. To this end, we would like to clarify that there is no direct competition between Li Auto and Dongfeng Liuzhou Motor.”
Independent Testing Body Confirms Details
The China Automotive Engineering Research Institute has confirmed Li Auto’s claims in a separate statement. They described the crash test as a “non-standard vehicle-to-vehicle collision test” that simulated a traffic accident scenario, adding that it “does not involve the safety performance evaluation of other brands of vehicles”.
The institute further explained that the only criteria used when selecting the truck was its curb weight. No performance modifications were made beyond repainting it from red to white, adding autonomous driving gear, and loading it to reach the 8-ton target weight.
Do you think Li Auto’s crash test was a genuine show of EV strength or a carefully staged stunt at a rival’s expense? Share your take in the comments below.
The VW Transporter T7 features a dual-cab flatbed bodystyle with an extended wheelbase.
The LCV is based on the Ford Transit Custom with diesel and fully electric powertrains.
It is longer than the Amarok with a more spacious bed, but lacks a rugged trim option.
VW’s midsize van lineup covers a wide range of buyer needs, with options from versatile family movers to practical workhorses. Among them are the Multivan, the all-electric ID. Buzz, and the latest iteration of the Transporter.
What makes the Transporter particularly interesting is that it’s not just a van; it’s also available as a dual-cab pickup. But unlike the Amarok, it can be had with either a diesel engine or a fully electric drivetrain.
The seventh-generation VW Transporter debuted in 2024, developed in partnership with Ford and sharing its platform with the latest Transit Custom. It comes in a variety of configurations, including panel vans with options like extended wheelbases and high-roof bodies. But for those needing a more open cargo space, there’s also a double-cab dropside version, officially known as the Flatbed DoKa, with a bed designed to handle bulkier loads.
Longer Than the Amarok, With Way More Room Out Back
This flatbed model rides on a stretched wheelbase of 3,500 mm (137.8 inches) and has an overall length of 5,613 mm (221 inches). That makes it 263 mm (10.4 inches) longer than the Amarok, and thanks to its shorter hood, much of that extra length goes straight into the cargo bed. The rear tray measures 2,169 mm (85 inches) in length and 1,945 mm (76.6 inches) in width, providing noticeably more usable space than your typical midsize pickup.
Payload capacity is where it slightly falls short compared to some rivals. The diesel version is rated for up to 736 kg (1,623 pounds), while the electric model bumps that to 785 kg (1,731 pounds). That’s adequate for most tasks, though a bit less than what you’d expect from a conventional midsize truck.
Volkswagen
Visually, the only way to distinguish the electric and diesel versions is the Transporter / e-Transporter lettering on the tailgate, as the rest of the bodywork is shared. Unfortunately, VW doesn’t offer a PanAmericana trim for the flatbed truck, which means that buyers are stuck with the 16-inch steelies or optional alloy wheels of the same size. Still, those who want something more rugged can always head over to aftermarket specialists like Delta 4×4.
Diesel Or Electric
The ICE-powered Flatbed DoKa comes equipped with a 2.0-liter four-cylinder turbodiesel engine. Two output levels are available: 108 hp (81 kW / 110 PS) and 148 hp (110 kW / 150 PS). Depending on the version, power is sent to the front wheels or all four, paired with either a six-speed manual or an eight-speed automatic transmission. Both the powertrain and ladder-frame chassis come courtesy of Ford.
On the electric side, the e-Transporter uses a single rear-mounted motor with three output levels. The entry version produces 134 hp (100 kW / 136 PS), the mid-tier model jumps to 215 hp (160 kW), and the top-spec version peaks at 282 hp (210 kW / 286 PS). Regardless of trim, torque is rated at a solid 415 Nm (306.1 lb-ft), which gives the EV versions more pull than the diesel alternatives.
How Much Does it Cost?
According to Vconfigurator in Germany, the Transporter Flatbed DoKa is priced between €46,586-56,648 ($53,200-64,700) for the diesel, and €62,128-66,316 ($70,900-75,700) for the EV. For comparison, the ICE-only VW Amarok starts at €58,525 ($66,800) and tops out at €73,585 ($84,000) in the same market. All prices include the local VAT.
Tariffs have already cost Ford $800M and could hit $2B by year’s end.
It posted record $50.2B Q2 revenue but still recorded a $36M net loss.
US market share rose to 14.2% as demand surged for larger SUVs.
Ford has become the latest automaker to report a hefty blow from tariffs enacted by the Trump administration. In their second quarter earnings report, the company revealed the increased fees cost them around $800 million.
That’s substantially less than GM’s $1.1 billion hit, but the damage is far from over. If everything pans out as expected, tariffs could cost Ford about $2 billion this year alone. That would be enough to pay 20,000 employees $100,000 each or, possibly, address their embarrassing recallathon.
Strong Revenue, But Special Charges Drag Earnings
Beyond the tariff toll, Ford posted record second-quarter revenues of $50.2 billion. Despite this, the company “incurred a net loss of $36 million as a result of special items.” The company chalked the latter up to a “field service action and expenses related to a previously announced cancellation of an electric vehicle program,” which presumably refers to their axed three-row SUVs.
Ford has also adjusted its full-year outlook. The company now expects an adjusted EBIT of $6.5 to $7.5 billion, a drop from its earlier projection of $7.0 to $8.5 billion. This change reflects ongoing challenges, including those tied to supply chains, shifting demand, and the broader effects of trade policy.
Despite some mixed news, Ford CFO Sherry House said they’re transforming the Blue Oval into a “higher-growth, higher-margin and more durable business – and allocating capital where we can compete, win and grow.”
Trucks, Broncos, and a Boost in Market Share
Financial numbers aside, Ford said their truck portfolio delivered its best performance in 20 years and they also set a new record for Bronco sales. The automaker went on to cite high demand for the redesigned Expedition and Navigator, while the Ranger plug-in hybrid has been “well received across Europe.” Back in America, market share has climbed 1.7 points to 14.2%.
Ford noted electrified vehicles now account for nearly 14% of U.S. sales and they’ll be hosting an event on August 11. The company isn’t saying much at this point, but revealed they’ll “share more about our plans to design and build breakthrough electric vehicles in America.”
Tesla is considering a smaller pickup aimed at international markets for wider global appeal.
The idea is gaining traction as Cybertruck sales underperform and utility demand grows.
The company’s VP says design teams are exploring concepts for carrying both people and cargo/
The Tesla Cybertruck can be called a lot of things, but a smashing sales success isn’t one of them. In fact, even Ford’s F-150 Lightning outsold it in the first half of the year. Despite that, the automaker might not be done with truck models.
Over the weekend, Lars Moravy, the company’s VP of Engineering, shared that a smaller truck could be on the table. That could open the door to bringing the Cybertruck’s distinctive design to a broader, global market.
At a Tesla owners and investors event in California, Moravy responded to a question about the idea of a smaller, more compact truck, saying, “We always talked about making a smaller pickup.” Specifically, the automaker knows that the Cybertruck, in its current form, is simply too big for some markets.
A Truck That Fits More Markets
Building a smaller truck wouldn’t just help expand Tesla’s footprint in the pickup segment. It could also meet needs the current lineup doesn’t quite address.
“I think in the future, as more and more of the robotaxi comes into the world, we look at those options and we think about, OK, that kind of service is useful not just for people, but also for goods,” said Moravy, according to Business Insider. This could be a signal that Tesla is looking to expand into the medium-truck or even small van segment.
Speaking specifically about the former, Moravy elaborated further, saying, “We’ve definitely been churning in the design studio about what we might do to serve that need for sure.”
Right now, Tesla doesn’t have anything that really fits into the category of ‘delivery vehicle.’ In fact, many of its remote service vehicles are small gas-powered vans. No doubt, it would prefer to service customer vehicles with one of its own.
Practicality could prove a big selling point, too. The Cybertruck isn’t selling the way Tesla hoped it would. Early adopters picked it up, but sales have stalled out. Plenty of folks see it as a lifestyle vehicle more than a tried-and-true pickup in the conventional sense. Perhaps a mid-size truck would be a way to crack back into the practicality market, the same way the Model Y did so where the Model X couldn’t.
Tesla is offering free transfers for its Full Self-Driving system for the Cybertruck.
Several Tesla Cybertrucks are available with discounts of over $3,000.
The electric pickup is also available with 0 percent APR financing.
Come September 30, not a single electric vehicle in the United States will qualify for a federal tax credit. As that deadline approaches, Tesla appears increasingly motivated to clear out as much inventory as possible.
The company has rolled out a number of incentives across its lineup, with a particular focus on the slow-selling Cybertruck. Even so, it’s unclear whether these perks will be enough to boost demand.
There are dozens of Cybertrucks in Tesla’s current inventory, some of which are eligible for the federal EV tax credit, and some of which aren’t. Regardless, almost all of them are being sold with generous price cuts, with some valued at upwards of $3,000. Eligible vehicles can get the tax credit regardless of whether they purchase the electric pickup or lease it.
In case discounts and credits aren’t enough to convince people to get behind the wheel of a Cybertruck, there’s another incentive on offer. All Cybertrucks that are leased from Tesla’s current inventory now come standard with a 20-inch Cyber Wheel upgrade as standard, complete with all-terrain tires.
0 Percent Financing, With Conditions
In addition, the Cybertruck is available with 0 percent APR financing. However, this is only available for “well-qualified buyers with excellent credit” who order a new Cybertruck with Full-Self Driving and provide a minimum down payment of 4 percent on terms of up to 60 months.
Tesla has also started advertising several offers that apply across its range, including for the Cybertruck. For example, all military members, first responders, teachers, and students can receive a $1,000 discount for being ‘American Heroes,’ and every new Tesla includes a free one-month trial of Full Self-Driving.
Free FSD Transfers
Perhaps the most intriguing offer currently available is that Full Self-Driving can now be transferred to a new vehicle free of charge. Usually, FSD is locked to the vehicle, rather than the owners who have paid for it. During promotional periods like this, Tesla often offers free transfers of FSD for brief periods, but this appears to be the first time the Cybertruck has been included. While that’s a step in the right direction, Tesla should make FSD free to transfer for all owners, all the time.
The one-off Elongation Evo features a fully carbon fiber add-on kit, from nose to tail.
It rides on massive 26-inch wheels beneath flared forged carbon fiber arches.
The rear features two Ferrari FXX-K-style winglets and an illuminated Mansory badge.
A few months back, an unusual Tesla Cybertruck caught the internet’s attention when Mansory unveiled a custom version called the Elongation. That build paired heavy use of carbon fiber with some dubious aerodynamic tweaks to the slopped brick-shaped truck. Now, Mansory has gone a step further with a new one-off creation: the Elongation Evo.
Built for the Middle East, the Elongation Evo features mostly the same parts as the ‘regular’ model, but adds more carbon fiber. In fact, the entire exterior of the all-electric pickup now features exposed forged carbon fiber. It makes the Cybertruck’s somewhat controversial stainless steel seem classy.
More Carbon, More Controversy
Like the Elongation, the Evo ditches the original hood and front fascia for a set of forged carbon fiber parts. There are also new LED daytime running lights. Mansory has then added new carbon trim over the pillars, window surrounds, door skins, and bed sides. The pattern used for the forged carbon is far from subtle, either, making the Evo look particularly striking.
Elsewhere, the tricked-out Tesla rides on massive 26-inch wheels tucked under widened arches, also made from forged carbon fiber. The overall look aims for dramatic, but the end result may feel more divisive than refined.
A Ferrari-Inspired Rear
The rear is particularly polarizing. Mansory’s designers obviously spent a little too long drooling over the Ferrari FXX-K and have added two winglets to the rear. While these elements play a genuine aerodynamic role on the Ferrari, they’re likely of little use here, if not outright counterproductive. A new diffuser has also been installed, along with an illuminated Mansory badge that leaves no doubt about who’s behind the build.
The interior of the Elongation Evo is identical to the Cybertruck Mansory presented in February, meaning there’s a mixture of black, white, and bright yellow upholstery.
While the Cybertruck has lost some of its allure in the United States, it’s said to be particularly popular in the Middle East. This is hardly a surprise given the affinity among locals for flashy cars, so the Elongation Evo should fit right in. In the States though, rolling up in something this conspicuous might invite more side-eye than admiration.
The GMC Sierra is expected to be renewed in 2027, followed by the Yukon in 2029.
Both models will reportedly gain plug-in hybrid powertrain options for the very first time.
GMC is also working on mid-lifecycle updates for the Arcadia, Hummer, and Canyon.
Big trucks and SUVs continue to be the backbone of GMC’s business, and American buyers show no signs of losing interest. The Sierra full-size pickup and Yukon full-size SUV remain the brand’s heavy-hitters, and while they’ve been strong performers, GMC isn’t sitting still. Designers and engineers are already deep into developing the next versions of their most in-demand models.
GMC, much like sibling brand Chevrolet, isn’t stepping away from internal combustion engines just yet. That’s proving to be a practical move as EV demand has cooled, in part due to the rollback of federal incentives under the Trump administration. But electrification at GMC doesn’t start and end with battery-electric vehicles. Plug-in hybrids are now part of the plan.
Plug-In Powertrains and Production Plans
GM CEO Mary Barra has confirmed that plug-in hybrid models will join the lineup in 2027. That same year, GM plans to ramp up production of the Sierra at its Orion Township facility in Michigan. According to Automotive News, this timing may align with a mid-cycle refresh for the Sierra, followed by updates to the heavy-duty version in 2028.
These refreshed models are expected to feature electrified powertrains as their main upgrade, alongside tweaks to styling and onboard tech. The all-electric Sierra EV could also see its own redesign in 2028, potentially bringing it more in line with its combustion-powered counterpart. As for the related Yukon and Yukon XL SUVs, a redesign is reportedly planned for 2029, and they too are expected to adopt plug-in hybrid options.
The rest of GMC’s portfolio is also set for change. Autonews reports that the fully electric Hummer, which began production in late 2021, will likely undergo a mid-cycle refresh around 2028 for both pickup and SUV variants. The current-generation Arcadia, launched in late 2023, could be due for an update by 2027 or 2028. Meanwhile, the Canyon midsize pickup is expected to get a refresh in 2029, six years after its debut. The GMC Terrain is also quite fresh, so don’t expect a facelift before 2028 or 2029.
The aging GMC Savana van is expected to stick around at least through 2026, with some reports suggesting a potential production expansion. First introduced in 1996 and largely unchanged since then, the Savana continues on alongside its Chevrolet Express twin.
Growing Sales Driven By the Full-Size Segment
Sam Fiorani, Vice President of Global Vehicle Forecasting at AutoForecast Solutions, pointed to the strong position GMC holds in the full-size market: “Trucks are such an important part of the U.S. market, and GMC has cornered the segments that are a bit more upscale than Ford or Chevrolet.”
That strategy appears to be paying off. GMC posted its best-ever first-half sales in 2025, reaching 315,906 units, an 11 percent increase over last year. The Sierra alone accounted for 166,409 of those sales, up 12 percent. The Yukon followed with 48,190 units sold, a 22 percent increase.
The only drop came from the Terrain compact SUV, down 34 percent with 32,361 units sold. On the other end, the Hummer EV saw the largest percentage gain in the first half of 2025, climbing 74 percent to 7,987 units. Still, it remains GMC’s second slowest-selling model, just ahead of the newly introduced Sierra EV, which logged 2,774 units in the same period.
The zero-emission version of the Isuzu D-Max delivers 188 hp from dual e-motors.
It is fitted with a 66.9 kWh battery pack, offering a claimed WLTP range of 163 miles.
The EV starts at £59,995 ($80,800), while the cheapest diesel costs £27,755 ($37,400).
Update: Isuzu has confirmed pricing for the upcoming D-Max EV in the UK, ahead of the model’s first customer deliveries scheduled for February 2026. The story has been updated to reflect the latest information, including newly released details on pricing, availability, and key specifications.
Isuzu is stepping into the electric pickup game with a familiar face and a new heart. The company has officially unveiled the production version of its fully electric D-Max pickup, which is set to hit European roads in early 2026.
While the exterior sticks closely to what buyers already know, underneath it promises a zero-emission alternative without sacrificing the rugged practicality the D-Max is known for. Fleets and private buyers looking to ditch diesel but keep their payloads will likely want to take a closer look.
Described as “the first production electric pickup in Europe to deliver full commercial capabilities,” the Isuzu D-Max EV will face off against rivals like the upcoming electric version of the next-generation Toyota Hilux.
Visually, there is little to separate the EV from its internal combustion siblings. Unlike the concept version shown last year, the production D-Max EV skips the closed-off grille treatment. Instead, exterior changes are subtle, limited mostly to EV-specific badging, blue accents, and the absence of tailpipes. The charging port has been tucked into the same spot where the fuel cap normally lives, maintaining a familiar layout for users.
The electric pickup offers the option between two high-spec trims (eDL40 and eV-Cross), with buyers able to choose between Extended Cab and Double Cab body styles. The color palette includes the standard Splash White, and the optional Mercury Silver Metallic, Obsidian Grey Mica, Onyx Black Mica, and Biarritz Blue Metallic, with a Dolomite White Pearl exclusive to the range-topping V-Cross trim.
For its debut, Isuzu dressed the D-Max EV in a one-off Norwegian Blue paint job, paired with black accents and matching 18-inch alloy wheels.
Dual Electric Motors And 4WD
The D-Max EV runs on dual electric motors that generate a combined 188 hp (140 kW / 190 PS) and 325 Nm (240 lb-ft) of torque. That means it offers 27 hp (20 kW) more power than the diesel version, though it gives up 35 Nm (26 lb-ft) of torque in the trade. Power is delivered to all four wheels through a full-time four-wheel-drive system, with the Rough Terrain Mode feature carried over from the diesel model.
Performance figures include a 0 to 62 mph (0 to 100 km/h) sprint in 10.1 seconds and a top speed that nudges just over 80 mph (129 km/h). More importantly for truck buyers, the electric D-Max maintains serious working credentials, boasting a payload capacity of over 1,000 kg (2,205 lbs) and a towing capacity of 3.5 tonnes (7,716 lbs), which are on par with diesel midsize pickups. Off-road figures are equally robust, with a 600 mm (23.6 inch) wading depth and 210 mm (8.3 inch) of ground clearance.
Battery and Charging Details
A 66.9 kWh lithium-ion battery provides a WLTP-rated range of 263 km (163 miles). This figure might seem modest compared to smaller EVs, but it is in line with expectations for a midsize pickup carrying extra weight and size. Fast charging at up to 50 kW DC allows the battery to go from 20 to 80 percent charge in about one hour. Isuzu backs the battery with an 8-year or 100,000-mile (160,900 km) warranty.
The fully electric truck rides on a modified version of the ladder frame chassis found in the regular Isuzu D-Max. However, the rear suspension features a De-Dion setup instead of leaf springs, contributing to a more refined ride.
Pricing And Availability
The global debut of the D-Max EV took place at the 2025 Commercial Vehicle Show in Birmingham on April 29. UK pre-sales began on July 21, with first deliveries expected in February 2026.
Pricing starts at £59,995 ($80,800) before VAT, which is significantly higher than the £27,755 ($37,400) base price of the diesel D-Max. A more direct comparison, though, is with matching trims. In that case, the electric DL40 and V-Cross versions are £24,240 ($32,700) more expensive than their diesel counterparts. Interestingly, even the heavily modified AT35 model by Arctic Trucks undercuts the electric variant.
ISUZU D-MAX PRICING UK
EV Price*
Diesel Price*
D-Max Utility Single Cab
–
£27,755 ($37,400)
D-MaxDL20 Extended Cab
–
£33,255 ($44,800)
D-Max DL40 Extended Cab
£59,995 ($80,800)
–
D-Max DL40 Double Cab
£60,995 ($82,200)
£36,755 ($49,500)
D-Max V-Cross Double Cab
£62,495 ($84,200)
£38,255 ($51,600)
D-Max AT35 Double Cab
–
£57,005 ($76,800)
* Prices exclude VAT
SWIPE
In addition to the UK, Isuzu has confirmed that the D-Max EV will also be available in select European markets, including Norway.
The electric startup says it has received 100,000 refundable reservations for the truck.
Slate claims the affordable truck appeals to young professionals and older drivers alike.
The electric truck is also proving popular among newly licensed teen drivers.
An electric truck priced under $20,000 sounded almost too good to be true. And, as it turns out, it was. When startup Slate Auto initially announced its all-electric pickup, the promise of sub-$20,000 pricing grabbed attention across the U.S. EV market.
But the company may have overlooked a key political shift: President Donald Trump’s campaign pledge to eliminate the so-called EV mandate, which signaled that the federal tax credit was on shaky ground. So, when it was confirmed the credit would be scrapped on September 30, it came as no surprise that Slate walked back its pricing commitment, stating the EV will instead be priced in the “mid-twenties.”
Despite the adjustment, Slate isn’t backing away from its optimism. The new automaker still remains confident in the Blank Slate’s appeal. According to chief executive Chris Barman, it appeals to five very-specific groups of buyers. If Slate is to establish itself as a legitimate player in the EV space, then it’d better hope that these five groups do indeed buy it.
Strong Reservations, Cautious Optimism
In a recent interview with Sherwood News, Barman shared that Slate has already racked up 100,000 refundable reservations for the EV. A large portion of those, he said, are from “everyday Americans for whom it’s just an affordable vehicle and a lot of utility and value for the money.”
Additionally, Slate says it’s received plenty of interest from young professionals, who have “either just finished trade school or are just out of college.” According to Barman, they are “looking for value for the money” and love the customization element of the truck.
Who Else Is Buying?
New drivers are also showing the Blank Slate love. Backed by funding from Jeff Bezos, the vehicle is emerging as a practical option for younger drivers looking to buy their first car. According to Barman, parents “like the fact that there are only two passengers, it doesn’t have an infotainment for distraction, and it has really high safety standards.”
An interesting demographic where the Blank Slate is proving itself to be appealing is among “contemporary seniors.” Barman describes these as semiretired or retired individuals interested in an EV, but wanting a simpler driving experience than most other EVs. She added, “the fifth type that we see is a lot of people who are just auto enthusiasts. They want to just be able to trick it out.”
Of course, high reservation numbers don’t always translate into actual sales. Tesla’s experience with the Cybertruck showed how early enthusiasm can taper off. For Slate, the real test will come when production starts and deposits need to turn into deliveries, especially for early birds who were under the impression that prices would start from around $20,000.
Slate has raised the price of their electric truck by several thousand dollars.
It’s now slated to begin in the “mid-twenties,” instead of less than $20,000.
The price hike is believed to be related to the elimination of the clean car credit.
Slate made a splash with an affordable, electric pickup that was slated to cost less than $20,000 after federal incentives. However, that’s no longer the case as the company has quietly updated their website to say the “Blank Slate is expected to be priced in the mid-twenties.”
The company went on to say the “price is subject to change” and “does not include taxes, fees, and accessories.” While the latter is to be expected, Slate’s revised statement suggests we can expect a price hike of around $5,000. That makes the truck far less appealing as the bigger and better equipped Ford Maverick begins at $28,145.
Slate hasn’t publicly addressed the change, but it appears to be tied to President Trump’s signing of The One Big Beautiful Bill into law. The sprawling piece of legislation includes everything from a tax deduction on auto loan interest to funding for a “Golden Dome” missile defense system.
It also cut funding for solar and wind facilities as well as the clean vehicle credit. The latter will be phased out on September 30, 2025 instead of December 31, 2032. This applies to both new and used vehicles.
Photos Slate Auto
While the changes are brief – just one line for the previously-owned clean vehicle credit – they’ll have a huge impact on electric vehicles as consumers will no longer get a discount of up to $7,500. This means prices will likely rise, while demand could fall.
It’s not hard to see why as it would be easy to live with a few tradeoffs for less than $20,000. However, at around $25,000, things get a little more complicated.
That being said, the Slate truck will have a rear-mounted motor producing 201 hp (150 kW / 204 PS) and 195 lb-ft (264 Nm) of torque. It will be powered by 52.7 and 84.3 kWh battery packs, which deliver ranges of approximately 150 and 240 miles (241 and 386 km). Customers can also expect a leisurely 0-60 mph (0-96 km/h) time of around eight seconds and a top speed of 90 mph (145 km/h).
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