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Ford’s $30K electric truck is on track. Recent spy shots and a new official microsite confirm its debut in 2027.
Innovative Universal EV Platform. Supports multiple vehicle body styles with efficient production techniques.
Impressive specs. Comparable interior to a Toyota RAV4 and 0-60 mph in 4.5 seconds.
Design and development updates. Near-final-looking prototype showcases low-drag profile.
✦ AI assisted, editor reviewed
Spy shots of Ford’s upcoming $30,000 electric pickup emerged online last week, reaffirming that the vehicle the company itself has billed as its next “Model T moment” is on track for a debut next year. Now, Ford is adding further fuel to the fire with a new microsite that shows a video of the pickup undergoing cold-weather testing and a behind-the-scenes look at its design process.
To recap, the yet-unnamed battery-electric truck will be the first product to ride on Ford’s Universal EV Platform, a skateboard architecture that should support many different kinds of vehicles beyond a pickup with a bed. Ford is also leveraging “unicasting” technology to reduce the number of parts in the final product.
In one video hosted on the site, a Ford prototype assembly employee gives us a peek at the front of the truck being bolted onto the chassis, saying that in his 27 years of building Dearborn’s prototypes, “nothing has gone together as easily as this.”
Ford
The Universal EV Production System, as it’s been dubbed, will unite the front, rear, and chassis/battery sections to ideally enable more modular, efficient production. And it won’t be the only form of clever consolidation to maximize manufacturing versatility, as the wiring harness, for example, will apparently “be more than 4,000 feet shorter and 22 pounds lighter” than the equivalent part in the Mustang Mach-E.
The EV will use a lithium-iron-phosphate battery and a 400-volt charging system, according to details Ford shared last year. 400-volt systems don’t charge as quickly as 800-volt ones, but they do have the upside of lower cost and wider charging support. The truck is also said to have interior volume comparable to that of a Toyota RAV4 and the ability to sprint from 0-60 mph as quickly as an EcoBoost Mustang, in 4.5 seconds. Ford is building the electric motor in-house, and there will be single- and dual-motor options available—which means that the cheapest, $30K trim will be a two-wheel-drive affair.
As for the truck’s design, it appears to be final in Ford’s own footage, judging from the complete camouflage and smooth appearance of the body. Still, we can tell that the side profile features a high beltline and a relaxed rake of the windshield to reduce air resistance and improve efficiency, which is especially important for electric vehicles. The X-shaped wheels are also a cool touch.
Ford tells us to watch the microsite for updates as it wraps up development of the pickup, ahead of a reveal later this year before an on-sale date in 2027. The automaker certainly isn’t afraid of building hype with its “Model T moment” claims; we’ll just have to see if the final product lives up to them.
Got a tip about Ford’s next-gen electric pickup? Reach out to tips@thedrive.com
Tesla started building its Cybercab earlier this year, a two-seater autonomous vehicle that we’ve learned more about in dribs and drabs over the last few months. Now, thanks to a new document published by the Environmental Protection Agency (EPA), we have a lot more information about the specifications of this potentially groundbreaking vehicle. Unlike Tesla’s existing robotaxi fleet, the Cybercab promises completely autonomous commuting—it doesn’t even have a steering wheel or pedals. The newly shared specs reveal an EV with a lot less power than the average Tesla EV, but also a lot less weight.
Tesla Cybercab Specifications
Tesla Cybercab
Tesla
By seating only two occupants and not requiring major driver controls, the Tesla Cybercab’s specification sheet reads a lot differently compared to most other Teslas. Here’s a look at the key figures in the EPA document:
Front-wheel drive
219 horsepower
48-kWh battery capacity
Equivalent All Electric Range: 418 miles
Curb weight: 3,113 pounds
At just over 3,100 lbs, the Cybercab is over 600 lbs lighter than the next-lightest Tesla, which is the Model 3 with rear-wheel drive. That likely comes down to a more compact footprint, an extremely minimalist cabin without traditional controls, and the small battery. The output of 219 hp may not sound like much, but it gives the Cybercab a similar power-to-weight ratio as a first-generation Subaru BRZ. We doubt anyone will want to go much quicker in a fully autonomous vehicle, anyway.
Tesla Cybercab
Tesla
The range of 418 miles is the Equivalent All Electric Range, which is under perfect lab-test conditions. The real-world figure that will be on the window sticker is estimated to be much lower, at around 293 miles, according to InsideEVs.
The other piece of information in the EPA document that caused some confusion is a section that states the “drive mode while tested” was “all-wheel drive,” but it’s widely understood that this is a front-wheel-drive EV.
Related: Tesla Cybercab Could Cost Just 2.6¢ Per Mile To Run
Why It Matters
Tesla Cybercab
Tesla
If Tesla can get the Cybercab to customers for the promised $30,000 starting price, it will be a revolutionary mode of transportation for many. While robotaxis from various companies are already on the road, these are not for sale to individuals. The Cybercab could dramatically improve mobility for people who can’t drive, be it due to a disability or simply having no desire to drive a conventional vehicle.
However, while the specs look promising, big questions remain over how close the company is to full autonomy. Tesla’s lineup only offers Level 2 self-driving that requires constant driver supervision, and even many of its robotaxis require human supervision. The leap from that to the fully autonomous Cybercab is enormous. The fact that we don’t have an official on-sale date, along with Tesla’s long history of missed production deadlines, leave me reluctant to get too excited about the Cybercab just yet.
Related: Production-Ready Tesla Cybercab Hits Showroom Floor In San Jose
The UK government is reportedly planning to weaken its zero emission vehicles (ZEV) mandate, which currently requires 80 per cent of all new cars sold in the UK to be electric by 2030 on the road to a 2035 ambition of 100 per cent.
Numerous outlets in the UK reported on Monday that the country’s government was planning to water down its 2030 targets, and plans to meet with the UK car industry this week to discuss a potential shift in policy.
All reports, however, suggest that the new 2030 target could fall from 80 per cent to anywhere between 50 to 70 per cent – a potentially significant hit to the country’s electrification and its efforts to reduce carbon emissions.
The UK car industry has been pleading for a review of the ZEV mandate for some time now, declaring that demand for electric vehicles (EVs) does not match political ambition, even despite significant investments, government incentives, and improvements to charging infrastructure.
“Targets alone do not cut emissions – new vehicle uptake does,” said Mike Hawes, chief executive of the Society of Motor Manufacturers and Traders (SMMT). “Consumers and businesses will only switch when conditions – and costs – are right.”
According to Hawes, in an update published late last week ahead of the latest rumours, “consumers consistently cite familiar reasons to hold off: cost, uncertainty about infrastructure, whether an EV will meet their driving needs.
“Add in a prospective additional tax in the form of a pence per mile VED charge, and such wariness is natural,” he said.
But while the UK’s carmakers and trade unions have continued to lobby the government for years to ease the mandate, proponents of the ZEV mandate warn that any weakening of the target will only serve to harm the UK’s long-term electrification and climate goals.
Transport & Environment (T&E) said the SMMT’s claims lean “heavily on selective evidence, unsupported assertions, and misleading interpretations that exaggerate challenges while ignoring clear signs of significant market progress.”
T&E pointed to data which showed that BEV sales had increased by 31 per cent year-on-year in May and 56 per cent year-on-year in April.
“Let’s be clear: the SMMT has spent years overstating the challenges of the EV transition while downplaying industry inaction to justify weakening the ZEV mandate,” said Tim Dexter, T&E UK vehicles policy manager.
“The reality is much simpler. Carmakers that moved early, like Renault, are now gaining market share in the UK and globally thanks to great new EV models. Those that delayed are not victims of policy; they are betting on political backtracking. That is not a strategy, it is a gamble that risks leaving them behind in a rapidly electrifying global market.”
The 2030 ban on petrol and diesel vehicles was introduced in 2020 by former Conservative prime minister Boris Johnson, before it was then pushed back by then Conservative prime minister Rishi Sunak in 2023.
It was under Sunak that the phased targets for EV sales under the ZEV mandate were introduced, with annual targets ramping up to 100 per cent by 2035 – though any targets after 2030 were yet to be enshrined in legislation.
Labour, which ousted the Conservatives in July 2024, pledged to bring the petrol and diesel ban back to 2030, and now appears unwilling to cement any ban at all.
“Investors in the UK have been absolutely clear that the Zero Emission Vehicle (ZEV) mandate is vital for driving investment into our charging infrastructure,” said James Alexander, CEO of the UK Sustainable Investment and Finance Association (UKSIF).
“Any attempt to water down these targets could send warning signals to these investors about the government’s long-term commitment to electrifying our transport network. This could threaten future financing for charging infrastructure, at a time when more and more consumers are seeking to switch to electric vehicles.”
The UK’s seesawing on its EV targets mirrors what has already been taking place on the European Continent, after the European Commission proposed in December dropping the European Union’s effective ban on new combustion-engine cars from 2035 by allowing continued sales of some non-electric vehicles.
The Commission had come under intense pressure from Germany, Italy, as well as the European car industry, to relax its plan to ban the sale of petrol and diesel cars and vans from 2035. Instead of a 100 per cent cut in allowed emissions, the Commission has proposed dropping that to a 90 per cent cut.
Such a move, however, could see battery electric vehicle (BEV) sales slip by as much as 50 per cent, according to T&E, who analysed the potential impact of the Commission’s proposal.
“It’s like hedging your bets when there’s only one horse in the race,” said Lucien Mathieu, cars director at T&E, speaking in February.
“The world is going electric, but the EU proposal would divert investment into other technologies that won’t deliver for the climate or the economy. The current 2035 target provides the investment certainty Europe needs to scale up EV production and compete globally.
“The proposed changes would mean keeping the combustion engine and hybrid alive and rewarding the laggards.”
See The Driven’s detailed EV sales data here: Australian electric vehicle sales by month in 2026; by model and by brand.
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Consumers frequently ask “How does refinancing a car work?,” without first grasping the financials that make up vehicle financing. But what is refinancing a car? It means to recognize it as a strategic way to replace or restructure current debt. When you refinance your vehicle, maybe your Ford Ranger, you are not just renegotiating with your current lender; you are taking out an entirely new loan to settle the existing one, in the hopes of securing better economic terms in the process.
This article should not be treated as a financial plan, but as a guide to gather your thoughts if refinancing is a route to ensuring some financial freedom. Car owners are strongly encouraged to approach their lenders or financial service providers.
In Brief: What Is Refinancing?
Man Reading Car-Dealer Paperwork w/ Dealership Building in Backgroundsenivpetro via Freepik
To fully understand the meaning of car refinance, you must look beyond the immediate relief of a lower monthly instalment, because it is a calculated recalibration of your debt portfolio. By replacing your original contract with a new one, you alter your interest rate trajectory, loan duration, and overall cost of credit. However, this maneuver is only successful if the new terms genuinely outperform the old ones.
Why Is Refinancing An Option?
Securing A Lower Interest Rate
Interest rates dictate the true cost of vehicle ownership – that’s just a fact. If your credit profile has matured or economic conditions have stabilized since your initial purchase, your original interest rate may no longer reflect your current risk profile. Refinancing to secure a lower rate is statistically the most sound reason to initiate this process. A reduction of even one or two percentage points on a high-principal automotive loan decreases the total cost of credit over the vehicle’s lifespan in a big way. However, achieving this requires a pristine repayment history and a strong credit score.
Reducing Monthly Cash Flow Pressure
money dollarKarolina Grabowska / Pexels
Not everyone is living in economic freedom, and many economic realities dictate a need for immediate liquidity. Here, refinancing allows consumers to stretch their remaining loan balance over a longer operational term, thereby shrinking the monthly installment obligation. While this provides necessary cash flow relief, it is a defensive strategy fraught with long-term financial consequences. By extending the repayment period, you guarantee an increase in the total interest paid over the life of the loan. This approach effectively mortgages your future wealth to subsidize and accommodate your current budget constraints. It is a necessary lever to pull during temporary financial hardship, but it should never be misconstrued as a money-saving tactic.
A Smart Move Can Release Equity
In general, vehicles depreciate at a rapid pace, but unique market anomalies or aggressive down payments can result in positive equity. Then, the vehicle’s market value heavily exceeds the settlement figure. Releasing equity involves refinancing the asset for its higher current value and extracting the difference in cash. This is a highly aggressive, high-risk financial maneuver where you are systematically stripping value from a depreciating asset to fund external liabilities.
Assess Your Current Position And/Or Contract
Request A Settlement Letter
paper letter contractNicola Barts / Pexels
You cannot formulate a refinancing strategy without hard data, so your first operational step must be to request an official settlement letter from your current financier. This document provides the exact, non-negotiable figure required to close the existing credit facility, and accounts for the outstanding principal, accrued interest, and any mandated administrative closure fees. It is important to never rely on your own estimations or the principal balance shown on a standard monthly statement, because these figures do not incorporate daily interest accruals and early termination levies that impact the final calculation.
Analyze The Loan-to-value (LTV) Ratio
Once you have the settlement figure, contrast it directly against the vehicle’s current trade-in value to determine your Loan-to-value (LTV) ratio. This metric dictates your refinancing viability. If your settlement is lower than the trade-in value, you possess positive equity and are in a prime position to negotiate. On the other hand, owing more than the vehicle is worth indicates negative equity, or a shortfall. Financial institutions view negative equity as a critical risk factor, and attempting to refinance a shortfall typically triggers immediate rejections or out-of-pocket capital injections to bridge the gap before a new contract is authorized.
Identify Any Financial Penalties
Credit agreements are heavily fortified with clauses designed to protect the lender’s projected yields. Before initiating a refinance, you must deep-audit your existing contract for prepayment penalties or early termination fees. If you settle the account prematurely, the current lender may legally demand a percentage of the interest they would have earned had the loan reached maturity. You must calculate these specific penalties and add them to the settlement figure. If the total cost of exiting your current agreement eclipses the projected savings generated by a lower interest rate on the new loan, the refinancing is mathematically invalid.
Evaluating The Vehicle’s Eligibility
Age And Mileage Constraints
2019 Honda Civic Sedan Touring front 3/4Honda
Financial institutions do not evaluate the borrower in isolation, and the vehicle itself must pass rigorous risk assessments. Lenders mitigate their exposure by imposing strict parameters on the car’s life cycle, because a vehicle serves as collateral for the loan, and its depreciating nature makes it a volatile asset. Consequently, most major banks enforce hard ceilings on both age and mileage. Generally, vehicles exceeding ten years from the date of first registration, or those displaying mileage upwards of 100,000 miles, face severe refinancing hurdles. High mileage and advanced age accelerate mechanical failure risks, which subsequently destroy the vehicle’s residual value.
What Is The Car’s Title Status?
A vehicle’s title status is a non-negotiable benchmark for refinancing in the US. Lenders demand a “clean” title to secure their financial interest. “Branded titles” – including Salvage, Rebuilt, or Lemon Law buybacks – are almost universally disqualified from conventional refinancing. These designations indicate a history of significant damage or manufacturing defects, which severely compromise the asset’s residual value. Since the vehicle serves as collateral, underwriters won’t risk capital on an unpredictable asset.
Scrutinize The New Offer
Total Interest vs Monthly Payment
The Cost of Extending Your Loan Term (Hypothetical $20,000 Principal at 8%)
Maintain Current Loan
Extend for Cash Flow
Remaining Term
36 Months
60 Months
Monthly Installment
$626
$405
Total Interest Paid
$2,562
$4,331
Long-Term Impact
Baseline Cost
Costs $1,769 More
The most pervasive trap in automotive refinancing is the focus on the monthly installment. Some lenders will frequently present a dramatically reduced monthly payment as a financial victory, deliberately obscuring the expanded timeline. If you refinance a remaining 36-month loan balance over a new 60-month term, the monthly cash flow requirement drops significantly. However, you are paying interest on the principal for an additional 24 months. You must calculate the total cost of credit – the principal plus the cumulative interest over the entire duration of the new loan – and view it against the remaining cost of your current facility.
If the total cost of the new loan exceeds the old one, you are not saving money; you are simply purchasing expensive cash flow relief. Then, demand the amortization schedule from the prospective lender. This document breaks down the exact ratio of interest to principal paid each month. A structurally sound refinancing plan should ideally lower your monthly payment by reducing the interest rate, not merely stretching the repayment timeline. If the math does not result in a net reduction of total capital expended, the offer is structurally flawed.
Fixed vs Linked Interest Rates
Selecting the correct interest rate architecture is vital for long-term budget stability. A new offer will typically present a choice between a fixed rate or a linked (variable) rate. A linked rate is pegged to the central bank’s prime lending rate. When macroeconomic policies trigger a rate hike, your monthly installment increases proportionally; when rates drop, you benefit from the reduction. This introduces inherent volatility into your monthly budget.
Conversely, a fixed interest rate locks in the exact percentage for the entire duration of the contract, which guarantees absolute payment stability regardless of market turbulence. However, lenders charge a premium for assuming this risk, meaning that fixed rates generally start higher than linked alternatives.
Remember The Hidden Costs And Initiation Fees
car dealer with customersPhoto by Antoni Shkraba / Pexels
A lower interest rate is irrelevant if the savings are instantly consumed by aggressive administrative levies. Refinancing is not an admin-free process; it is the formal origination of a new credit agreement. Lenders routinely attach substantial initiation fees, monthly account service charges, and potential title transfer costs to the new contract. These hidden costs are frequently rolled directly into the principal loan amount, meaning you will effectively pay interest on the bank’s own administrative fees over the life of the loan.
Before signing, demand a comprehensive breakdown of all mandatory charges and calculate the exact monetary value of these fees and subtract them from the projected interest savings of the new loan. If the origination costs eclipse the mathematical benefit of the reduced interest rate, the refinancing is fundamentally unprofitable. If anything, treat the fine print as a hostile environment and scrutinize every line item. Look for these five common wealth-destroying charges:
Origination or Initiation Fees
State Title Transfer Fees
Prepayment Penalties
Lienholder Update & Registration Fees
Unsolicited Add-ons
Your Current Creditworthiness
Personal Credibility Goes A Long Way
new car,buying a car,Image: Gustavo Fring / Pexels
Your personal credit score is the primary metric lenders use to determine your risk profile and, by extension, the interest rate you are offered. If your credit behavior has deteriorated since the inception of your original car loan, refinancing is a futile exercise. Late payments, maxed-out credit cards, or defaults will destroy your credibility. Furthermore, every formal refinancing application triggers a hard inquiry on your credit file, which temporarily suppresses your score. So, before initiating a refinance, pull your own credit report and address any adverse listings, because a pristine credit history is the only leverage you possess when demanding preferential rates.
What About Your Income Stability?
Beyond your historical credit behavior, lenders require concrete proof of current and future liquidity. Your income stability is subjected to rigorous stress testing to ensure you can comfortably service the new debt obligation. Lenders will demand recent bank statements and official payslips to verify your debt-to-income (DTI) ratio. However, if you have transitioned to a variable-income role, such as freelance work, or if your overall debt exposure has increased significantly, the bank may classify you as high-risk despite a strong credit score. Failing to demonstrate financial stability, applications will either face outright rejection or be approved only with the mandatory inclusion of a financially secure co-signer.
Conclusion: When To Refinance, And When Not To
Ford
Refinancing is a tactical financial tool, not a remedy. It is, therefore, advisable to execute a refinance only when the sums dictate a clear victory: securing a demonstrably lower total cost of credit or navigating a severe, temporary cash flow crisis. The entire process demands a clinical analysis of settlement figures, early termination penalties, and initiation fees. It is important to note that one should not refinance a vehicle to extract equity for discretionary spending or to upgrade a lifestyle. If the new contract fails to improve your overall net worth or unnecessarily prolongs your exposure to depreciating debt, reject the offer and rather stay on the current path.
FAQs
Is it a good idea to refinance a car?
Refinancing is only a good idea if you can secure a lower interest rate, reduce the total cost of the loan, or if you really need to lower monthly payments to survive a cash flow crisis.
What is the 2% rule for refinancing?
The 2% rule is a standard financial benchmark suggesting you should only consider refinancing if the new interest rate is at least two percentage points lower than your current rate.
What are the disadvantages of refinancing a car?
The primary disadvantages include extending the time spent in debt, paying more total interest if the term is lengthened, and encountering hidden initiation fees. Additionally, initiating a new application temporarily impacts your credit score negatively.
Sources: Consumer Financial Protection Bureau, Bank Rate, Investopedia, FTC, Chase
My daughters have both outgrown car seats, but I’d installed and uninstalled our seats in more than 300 vehicles before they graduated to boosters and, eventually, the front seat. Unless you’re an automotive journalist, you likely won’t have the unique pleasure of switching car seats to a new vehicle every week, but the experience taught me the importance of an easy-to-use LATCH anchor system.
Lower Anchors and Tethers for Children (LATCH) systems include two metal anchors in the rear seats. The two lower anchors are almost always located in the crease between the seat back and lower cushion, but some automakers have found creative ways to make them more noticeable and accessible. The Insurance Institute for Highway Safety (IIHS) includes LATCH ease-of-use scores in many vehicles’ overall safety rankings. Let’s look at how they can help you choose a car with easier car seat installation.
IIHS LATCH Scores
First, it’s important to break down what the car seat ratings actually mean. They aren’t a measure of a vehicle’s LATCH system safety. Instead, the IIHS rates vehicles’ car seat anchors for their ease of use, assessing factors such as how deeply they are located under the seat cushion and how easy they are to confuse with other seat hardware. For each seat with an anchor point, the IIHS assigns a rating of Poor, Marginal, Acceptable, or Good. Those scores are then tallied to create the vehicle’s overall rating.
When viewed in combination with other interior specifications, such as second-row legroom and hip room, these ratings can give you a good idea of the difficulty involved with installing car seats.
LATCH vs. Seat Belts
LATCH anchors became federally mandated in the United States in the early 2000s, though many automakers had already been installing them voluntarily. While there were other solutions available prior to then, including ISOFIX in Europe, seat belts were the primary method for securing car seats. While you can still use seat belts to anchor car seats today, LATCH anchors are generally considered easier to use. Here are some differences between LATCH and seat belts for anchoring car seats.
LATCH vs. Seat Belt: Car Seat Installation Infographic
Quick answer: install with one method at a time. For most families, that means lower anchors (LATCH) or the vehicle seat belt, not both together.
Can You Use Both Together?
Usually, no. Car seats are generally designed and crash-tested with one installation method at a time. Use lower anchors or a locked seat belt to secure the seat.
Is One Method Safer?
Not by default. When installed correctly, LATCH and seat belt installations are both secure. Choose the method that gives you the tightest, most correct fit in that seating position.
Child and Seat Weight
Lower anchors have limits. When your child plus car seat reaches the allowed threshold, switch to seat belt installation.
Ease in Your Vehicle
Whichever method lets you get a firm install in your specific vehicle wins, especially with tight back-seat layouts.
Anchor Availability
Not every seating position has lower anchors. Seat belts work in more positions and in older vehicles.
LATCH Weight Limit Snapshot
A common rule is a 65-lb combined cap for child plus car seat when using lower anchors. The exact limit depends on your seat and vehicle manuals.
Maximum child weight for lower anchors = 65 lb – car seat weight
Fast Safety Checklist
Install with one method: LATCH or seat belt.
Use the top tether for forward-facing seats when allowed.
If using seat belt, lock it according to your vehicle instructions.
At the belt path, the seat should move less than 1 inch side-to-side or front-to-back.
Read about how rear-seat dimensions affect car seat fit. Visit our Safety hub page for curated articles and insights to help you drive with confidence.
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Whether it’s battling for Nürburgring lap records or embarrassing supercars in zero to 60 mph acceleration, the C8 Corvette ZR1 is taking “America’s sports car” to new heights of performance. It features numerous upgrades over lesser ‘Vettes to make that happen, but one thing Chevrolet apparently needs to upgrade next is the paint.
Owners are reporting that the big rear wing that’s part of the optional ZTK performance package can push down on the bodywork with so much force at high speeds that it chips the paint. A ZR1 owner who goes by Wheelr_ on YouTube said he first noticed chipping around the mounting points for the rear-wing struts after a track session at Daytona, where he claims to have topped 185 mph.
Wheeler via YouTube
Wheelr_ first posted a video about this on his YouTube channel seven months ago, then posted an update on Instagram earlier this week saying that a friend had the same thing happen after installing the ZR1 wing on a Z06 and running it at 183 mph. Both videos show chipped paint where the rear-wing uprights meet the rear bumper, although not a huge amount. Both required up-close inspections to see, with the struts themselves hiding most of the damage. But this is admittedly not something I’d want to leave as-is on a six-figure car.
In the Instagram post, Wheelr_ also confirmed that Chevy covered the repair costs, repainting the affected area at no cost to him. He said no remedy, such as foam padding under the wing, has been issued to prevent this from happening again, but at least Chevy is doing the right thing and covering repainting.
The big wing is packaged with front dive planes, a Gurney-lip-equipped hood, and underway strakes on the ZR1’s ZTK option. The upgraded equipment group also includes different suspension tuning with stiffer springs and Michelin Cup 2 R tires, but buyers who just want the aero upgrades can get them separately with the Carbon Aero package. Chevy claims the wing and other aero additions generate 1,200 pounds of downforce at the ZR1’s top speed, that being around 215 mph. As it turns out, that’s a lot of force acting on the paintwork.
Performance upgrades can have unintended consequences, as one C7 ZR1 owner found when they modified the exhaust system of their car and did multiple runs averaging 173.004 mph at the Big Bend Open Road Race, ending the day with a melted rear bumper. GM engineers should perhaps have been a bit more thorough, but sometimes you (or in this case, your customers) need to exceed the limit to find out where it is.
IN A little over two and a half years, Subaru has gone from having zero battery electric models in its Australian line-up to three; yet the Japanese marque has no sales volume split expectations for its Uncharted, Solterra, and Trailseeker electric SUV trio.
When asked about the expected volume split at the local launch of the Trailseeker, Subaru Australia general manager Scott Lawrence said there is no specific target for the importer’s battery electric range, saying only that he expects the three to provide “good growth”.
“At this stage we don’t have a target for sales split for the three BEVs,” he stated.
“The important part for us is offering consumers in those different segment options.
“So, at this stage, (there is) no target. But we are confident that we’ll see good growth in those three segments.”
Subaru’s electric SUV trio find themselves priced remarkably close to one another.
Kicking off Subaru’s battery electric range, the Uncharted small SUV is priced at $59,990 plus on-road costs.
Following a recent price drop, the Solterra is now priced from $61,990 + ORC for the entry-level AWD, rising to $67,990 for the Touring variant.
Prices for the Trailseeker were also recently dropped with the base model and Touring variants priced at $63,990 and $69,990 + ORC respectively.
As it stands, the pricing of Subaru’s entire electric model range fits within a window of $10,000.
The Solterra mid-size SUV has had a relatively slow sales start since it landed on Australian shores in 2024, during which 386 examples were sold.
Last year, Subaru sold just 202 Solterras, less than a fifth of the closely related Toyota bZ4X’s sales.
However, both paled in comparison to the segment-leading sales of the Tesla Model Y, of which 22,239 were sold.
Instead, Subaru’s 2025 sales were dominated by the Forester (15,179 unit sales), Crosstrek (10,842), and Outback (8384).
Following an update which gave it more power and range along with a lower price tag for the 2026 model year, 398 Solterras have been sold this year as of the end of May (Toyota sold 1526 bZ4X examples during the same period).
Meanwhile, 117 Trailseekers – prices for which have also been reduced since they were initially announced in April – have been sold in 2026 so far, 112 of which were sold during the month of May.
However, the Trailseeker significantly outsold the Solterra during May with 112 and 74 sales respectively.
Pre-orders for the Uncharted opened last month and sales figures are yet to be posted.
According to Inchcape Australasia – Subaru’s local importer and distributor – marketing director Amanda Leaney, Subaru’s initial electric SUV buyers come from its existing customer base followed by new buyers.
“We have a very loyal customer base, and the first volume of sales always come from within the Subaru loyalty group,” she said.
“We’ve got a huge following of Subaru owners who are looking for an electrification journey. And complementing that is we have a whole bunch of new people coming to discover what Subaru’s electric vehicle range will be.
“So, we see a really good mix of both actually, but early sales will always indicate that Subaru loyalty will reward us first as we grow the credibility and capability in the new to brand entrants.”
Tesla’s own test showed 88% battery health after just 18 months and 13,162 miles.
The Model Y displayed 302 miles at full charge, down 36 miles from when it was new.
DC charging and parked energy use may be factors, but mileage alone doesn’t explain the loss.
Dissecting electric vehicle battery degradation tests is never boring or predictable. While there are patterns you start to see after poring over dozens of these pack health tests, there are occasional outliers that. Sometimes, high-mileage EVs have a lot more capacity left than you’d think, while others appear to exhibit accelerated degradation and range loss.
This new and low-mileage 2025 Tesla Model Y Long Range Rear-Wheel Drive falls into the second category. YouTuber Branden Flasch ran Tesla’s built-in battery health test on his own 18-month-old Model Y. The car had just 13,162 miles on it, so this is not some battered high-mileage EV with a hard life behind it.
The result seems pretty alarming for such a low-mileage privately owned Model Y: 88% battery health. Branden recalls performing the same test when the car had done around 6,000 miles, showing a state of health of 95%, and again at roughly 11,000 miles, when it had already dropped to 90%.
The results should be accurate since they were all performed through Tesla’s built-in battery health check procedure. It requires the car to be plugged into a Level 2 charger, and it discharges the battery to near empty, then charges it back to 100% overnight to really go through each cell.
Branden says the latest test took 12 hours to complete and, with a full battery, the car displayed a range of 302 miles after the test. That is 36 miles less than when it was new, and it makes you wonder what caused the battery to dip below 90% of its original capacity so quickly.
About 43% of charging was via a Level 2 AC home charger, with the remaining 57% from DC fast charging. Branden notes that while the latter entails a lot of Supercharging, which can deliver up to 250 kilowatts, his Tesla also saw a lot of 50 kW charging.
But this still doesn’t explain the capacity loss. Branden says his car sits outside a lot with Sentry Mode and Cabin Overheat Protection activated. Both of these systems use electricity, so this car has seen a greater-than-average drain on its battery while parked, especially with the latter, which uses the climate system and air conditioning to prevent the cabin temperature from exceeding around 105°F or 40°C.
So the capacity loss in this case could be explained by the constant drain on the battery while parked and the regular fast charging. But it still seems like a lot given the vehicle’s age and mileage, and Branden says that if the degradation continues at this rate, the car will have just 82% remaining in another 18 months, when the lease ends.
That may or may not happen. Talking to Davide Giacobbe from EV battery testing company Voltest a few weeks ago, he told me that the brunt of EV battery degradation happens more quickly, then once the pack his around 90% health, the rate of degradation starts to slow down. He also said that while there is a correlation between battery health and mileage, the odometer often doesn’t tell the whole story and other factors often matter more.
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I like small cars, and I like small luxury cars. “Entry-level” offerings like the 2027 Mercedes-Benz CLA350 4Matic Electric, as we have here, or the BMW 2 Series are routinely dismissed as the lowest rung buyers can grasp to get the badge they covet. But why should only big SUVs get nice materials and pleasant design?
The new CLA doesn’t feel like a product carelessly tossed out to appease those of us at the floor of Merc’s financial demographic. It’s clear many choices were deliberated upon in its making. Unfortunately and with frankly astonishing frequency, Mercedes chose poorly for this little sedan, over and over again.
Now in its third generation, the CLA is currently only available as an EV, with two powertrain options. The CLA250+ starts at $48,500 delivered, with rear-wheel drive, 268 horsepower, and 248 lb-ft of torque. The CLA350 adds a second motor on the front axle for all-wheel drive and appropriately makes 349 hp and 380 lb-ft. Strangely, it’s only $2,550 more expensive than the RWD model, meaning that you could get into one of these for as little as $51,050.
Big fan of the Sky Blue Metallic shade on this test car. It’s a $750 color. Adam Ismail
This one, however, did not cost $51,050. It cost $67,155, which is a lot for a small sedan. That $16K in options includes $2,100 AMG Line and $5,850 Pinnacle Line packages, the latter adding another panel built into the dash called the “Superscreen.” You hear it said a lot, but only because it’s true: I haven’t a clue what anyone is supposed to do with this display that they couldn’t do with their phone.
I’d like to say you don’t need it and can just skip it, but the Pinnacle Line includes some things you might actually want, like a heads-up display, digital key, and park assist. It also includes the Exclusive Line, which adds dual-zone climate control (!) and a center armrest for the admittedly cramped rear bench. And if you want a heated steering wheel—which this example didn’t have, by the way—you need to spring for a separate Winter Package.
Adam Ismail
So, yes, Mercedes is not afraid to nickel-and-dime anyone with their compact sedan. That’s unfortunate, particularly because the CLA is very well sorted from a powertrain standpoint. Both models get an 85-kWh battery pack, and Mercedes quotes a maximum range of 312 miles for the more powerful variant. (The CLA250 can travel up to 374 miles.) This is a very efficient little EV, averaging an impressive 3.94 mi/kWh for the duration of my loan. Of course, the 350 hp and 380 lb-ft of torque shouldn’t necessarily be taken at face value, because the dual-motor CLA weighs 4,700 pounds, but it kinda scoots in a straight line.
Naturally, that heft comes back to bite in the turns. Even if you switch to sport mode, which beefs up the steering weight but doesn’t tweak damping, the CLA rolls and heaves when attempting any corner with a little pace. Normal driving and low-speed maneuvers are fine, with a light touch and a quick-ratio rack delivering pinpoint accuracy. But this sedan is geared for comfort and never feels confident in spirited, dynamic situations. Even the blend of regen and real braking feels mushy, making pressure modulation difficult.
Inside, the CLA’s a mixed bag. From an aesthetic point of view, I think the cabin is excellent. The materials all feel top-notch; the yacht-striped oak trim on my tester plays phenomenally well against the beech-brown leather and brushed aluminum accents, and even as someone who generally hates RGB anything, I have to admit that the red light emanating from the circular, turbine-like HVAC vents looks cool at night.
Ditto for the electrochromic Sky Control panoramic roof—a $1,050 option—that can change from clear to frosted, and even alternate between stripes of both, with a couple of taps of the screen. It’s really nice in there, until it’s time to do something.
Adam Ismail
The infotainment display in the CLA is so large that the right side of the steering wheel completely blocks all of its tiny UI elements along the left edge. There’s no easy return for Apple CarPlay—you can’t say, press home a second time to call up phone projection. You can’t even skip songs or change radio presets from the steering wheel in this fourth generation of Mercedes’ MBUX operating system. I suppose they expect you to use voice commands for that, but do you really want to keep barking “next track” every time Spotify’s algorithm serves up a dud? [Ed. note: personally, I’d love to hear Adam constantly yell, “next track.”]
The weirdness continues when you go to top up the CLA’s battery. Most EVs have one charge port, but the CLA has two: one J1172 port and a NACS port. However, if you go to use a Level 2 AC charger with a NACS plug, it’ll tell you to use the other kind. At least Mercedes has quickly addressed the sedan’s initial incompatibility with 400-volt DC fast chargers, which comprise the vast majority of Tesla’s Supercharger network in the U.S. With an optimal 800-volt fast charger, the CLA can recharge from 10-80% at 320 kW and in as little as 22 minutes.
The new CLA breaks my heart. Aspects of it, like its impressive efficiency and cabin fit and finish, feel a cut above anything else in its segment. If only they weren’t undermined by a stunning lack of standard equipment you’d expect and severe usability quirks. It just doesn’t feel like anyone actually lived with this thing before they put it on the market, so it’s hard to recommend that anyone else do, either.
