Tag Archives: Autos

Rivian reveals the $45,000 R2 electric SUV, and its siblings the R3 and R3X

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Rivian officially revealed the R2 electric SUV during a livestream held Thursday afternoon. We knew the followup to the well-regarded R1 was coming, and we even got some leaked specs earlier this week, but now we’ve heard it from the electric horse’s mouth. The company also surprised view R3 and R3X, however, came as a complete surprise, harkening back to Steve Jobs and his famous "one more thing" conference enders. 

As previously suspected, the R2 is a compact SUV that looks quite fetching. All versions of the five-seat electric vehicle get at least 300 miles per charge, thanks to newly-designed 4695 cell and a much larger battery pack that makes up a large portion of the bottom floor. Owners will also get plenty of refueling options. It comes with a NACS chargeport, so it'll work with Tesla Superchargers. The company's also building its own charging network, called the Rivian Adventure Network, with plans for 600 locations within a few years.

A white car.
Rivian

The R2 has plenty of get up and go, with three motor layouts to choose from. There's a standard single-motor rear-wheel drive model, a dual-motor all-wheel model with motors in both the front and back and the beastly tri-motor version, which features two motors in back and one in front. That last model can go from zero to 60 in three seconds, though the metric likely shrinks when considering the other two versions. 

There’s a robust infotainment center up front, though the layout of these digital elements are subject to change as we get closer to launch. Also up front? The R2 sports two gloveboxes, whereas the R1 line lacked even one. There's also two scroll wheels on the steering wheel, complete with dynamic haptic feedback. The car's self-driving features have gotten a major boost here, thanks to 11 cameras throughout and five radars, including a long-range front-facing radar. 

Two gloveboxes.
Rivian

Prices start at $45,000 for the standard single-motor version, which is in line with what company CFO Claire McDonough has been promising. Though slightly smaller than the R1, the R2 is still pretty roomy. As previously stated, it fits five people and boasts an open-air design with quarter windows that pop out and a rear glass window that drops and opens. Seats on both rows fold flat, so owners should be able to transport longer-than-average gear like surfboards. Just like the R1 line, there's a roomy front truck, otherwise called a frunk, for additional storage. The R2 is available for preorders now, with deliveries starting in 2026.

A Rivian R3.
Rivian

The R3, on the other hand, looks to be even more compact than its newly-announced sibling. It features a shorter wheelbase than the R2 and an overall tighter design. It'll also be available in three models, including single-motor, dual-motor and tri-motor versions. There's no range data available, but it does feature the same battery pack as the R2. 

The R3 also includes some of the same open-air design features as the R2, with an automatic rear lift and a rear-facing glass window that pops open for storage. This window can adjust to multiple heights to accommodate oddly-shaped items. There's a pair of gloveboxes up front and an interior design that prioritizes sustainable materials. 

Finally, there's the dune buggy-esque R3X. This is a high-performance vehicle, with only a tri-motor design available. It boasts a wider stance and more ground clearance than the R3. As a matter of fact, it doesn't really look like the R3 at all, with its "rugged and playful" interior made from cork and anodized metal, among other materials. 

Overhead shot of the car.
Rivian

Rivian hasn't announced any pricing or availability information on the R3 or R3X. It did, however, tease some forthcoming accessories for the company's entire fleet of vehicles. These include a tent that fastens to the roof, bike racks and additional rear storage options. 

Now, the bad news. Rivian itself has been experiencing some issues. The company announced back in February that it would be laying off 10 percent of its salaried employees and job cuts have already started. The EV maker laid off around 100 employees at its Normal, IL factory this week.

This article originally appeared on Engadget at https://www.engadget.com/rivian-reveals-the-45000-r2-electric-suv-and-its-siblings-the-r3-and-r3x-185640727.html?src=rss

The Tesla Model S shook the industry, but its echo is fading

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The consumer electronics industry has changed radically over the past two decades. AR/VR devices have come and gone and come again, smartphones have grown from filling our pockets to dominating our lives, and the tendrils of connected services now touch everything we touch.

Yet, for me, the most exciting to watch has been the development of technology that moves us. I mean that literally: cars and scooters and e-bikes and all the other wild and wonderful modes of transportation that have grown wings or wheels over the past few decades.

A love for all that stuff has always been at my core. Many moons ago, before my time as editor-in-chief of this site, I served as automotive editor. In the late 2000s, that mainly meant pondering what was happening in the world of Ford Sync or writing about flying car concepts that, today, are still very decidedly grounded.

An excellent perk was getting to drive many early EVs, though it didn’t always end well. In 2012, I made an aborted attempt to get from Portland to Seattle for an emissions-free Engadget Show episode. The poor Mitsubishi i-MiEV we’d borrowed wasn’t up to the task.

But then along came the Tesla Model S. At the time, I knew it would be significant. Everyone in the industry knew it would be significant, but it’s only in looking back more than a decade later that we can truly appreciate just how significant it was. In the rear view mirror, we can also see what a shame it is Tesla has barely moved the needle since.

A preview in Fremont

In the (long) lead-up to that car’s eventual late-2012 release, Tesla invited me out to a supposed grand reopening of its Fremont factory. The place was unbelievably massive and virtually empty. Tesla officials were proud to show off the numerous giant presses that would stamp out Model S components.

Other Tesla employees were dutifully feeding into those presses metal sheets, which came out the other end as flat as they went in. The presses were there and they were a-pressing, but the dies that formed the parts were absent. This event, like the many Tesla events to come, was somewhat lacking in substance.

Still, the time I spent chatting with Peter Rawlinson had a huge impact on me. Formerly of Lotus and Jaguar, Rawlinson was the chief engineer at Tesla at the time. He and I talked for ages about the advantages of low-slung battery packs and the torque behavior of electric motors. It’s all standard stuff these days, but back then, it was a fantastic opportunity for me to learn. (You can enjoy some of his insight in a series of videos here.)

Early Tesla EVs had two-speed transmissions. I asked Rawlinson whether there was a third gear for handling reverse.

“No,” he said. “We just spin the motor backward.”

That seems like such a simple concept now, but that moment caused a small-yield explosion between my ears. I spent the remainder of the day pondering the myriad other unforeseen implications of this switch to electrification. Nothing else happening in the industry was nearly as exciting as this.

My review

I got a quick go in a Model S at that Fremont event, a lap or two around Tesla’s test track, but I’d have to wait until early 2013 before I could take one for my first proper review of the Model S. It was a Performance edition, with an 85kWh battery pack and a $101,600 sticker price.

I picked it up in New York City and drove it home to Albany, NY. Along the way, I got a preview of what would become another unfortunate Tesla theme: an uncomfortable relationship with the media.

Before I’d made it far, I got a warning light on the dash. I called Tesla PR to ask what to do.

“Oh, don’t worry, we’re watching you,” they said. “It’s fine.”

I didn’t feel fine. I’ve been reviewing devices for decades, and I always assume some degree of logging is involved, but this seemed a little more ominous.

(Over the years, it only got more so. In a later review of a Model 3, I complained the auto high-beams were terrible on country roads. Tesla PR asked me when this occurred so their engineers could pull up the footage from my drive.)

Warning light extinguished, Big Brother now visible in the back seat, I got back to enjoying the car. After having reviewed the Tesla Roadster two years before, a beautiful mess of a slapped-together machine, the Model S was something entirely different. It was calm, it was composed and it wasn’t nearly so drafty. I made the 165-mile drive home with 23 percent to spare, this in January on a 24-degree day.

That is pretty poor by today’s standards, but remember, the most common EV of the day was the Nissan Leaf. In 2013, the Leaf’s range was EPA rated at 75 miles. The Model S was on another level.

But it wasn’t perfect. I was not a fan of many of the interior materials and design choices in 2013, and I would have been so disappointed to know things really haven’t improved since.

I also found the handling underwhelming, but my biggest complaint was the lack of advanced driver assistance systems. That Model S didn’t even have adaptive cruise. Autopilot was still years away, and the ongoing debacle of Full Self Driving much further afield.

And yet I still gave it a glowing review, and it deserved it. I was suitably impressed, as were plenty of others. I recently spoke with several buyers of these early sedans, and most were totally enamored with their cars, despite many teething issues. (So many broken door handles...)

However, it probably goes without saying that many of the folks I spoke with are less enamored of Tesla’s CEO than they were back then. Between that, the racially abusive work environments, and the constant anti-worker behavior, cheering for Tesla is a lot more complicated than it used to be. That is a true shame.

The evolving landscape

The seismic forces generated when the Model S dropped still echo through the industry. You can feel them in virtually every premium EV on the market today.

And yet it’s in those other EVs that the bulk of EV innovation is happening. If you look at what Peter Rawlinson did with the Lucid Air, a sedan that goes over 500 miles on a charge, it’s easy to imagine what could have been had he not parted ways with Tesla. The on-road performance of the Porsche Taycan, the off-road prowess of the Rivian R1T and the minimalist cool of the Volvo EX30 are raising the bar.

Tesla has been more successful than any other manufacturer at getting more EVs into more driveways and at getting more chargers into more places. Tesla made EVs viable and desirable. You have to respect it for that. Lately, though, the company’s greatest achievements have all focused on cutting costs and minimizing complexity, often at the expense of quality and, indeed, safety.

Look at today’s Model S and you still see the car that was released in 2012. It’s quicker and has more range, sure, but it is the same platform and basic design I reviewed over a decade ago. Pondering the time wasted on vanity projects, like the Model X, and vaporware, like the new Roadster, it’s hard to not feel the ache of missed potential.

To celebrate Engadget's 20th anniversary, we're taking a look back at the products and services that have changed the industry since March 2, 2004.

This article originally appeared on Engadget at https://www.engadget.com/the-tesla-model-s-shook-the-industry-but-its-echo-is-fading-160010877.html?src=rss

The Tesla Model S shook the industry, but its echo is fading

Posted on by

The consumer electronics industry has changed radically over the past two decades. AR/VR devices have come and gone and come again, smartphones have grown from filling our pockets to dominating our lives, and the tendrils of connected services now touch everything we touch.

Yet, for me, the most exciting to watch has been the development of technology that moves us. I mean that literally: cars and scooters and e-bikes and all the other wild and wonderful modes of transportation that have grown wings or wheels over the past few decades.

A love for all that stuff has always been at my core. Many moons ago, before my time as editor-in-chief of this site, I served as automotive editor. In the late 2000s, that mainly meant pondering what was happening in the world of Ford Sync or writing about flying car concepts that, today, are still very decidedly grounded.

An excellent perk was getting to drive many early EVs, though it didn’t always end well. In 2012, I made an aborted attempt to get from Portland to Seattle for an emissions-free Engadget Show episode. The poor Mitsubishi i-MiEV we’d borrowed wasn’t up to the task.

But then along came the Tesla Model S. At the time, I knew it would be significant. Everyone in the industry knew it would be significant, but it’s only in looking back more than a decade later that we can truly appreciate just how significant it was. In the rear view mirror, we can also see what a shame it is Tesla has barely moved the needle since.

A preview in Fremont

In the (long) lead-up to that car’s eventual late-2012 release, Tesla invited me out to a supposed grand reopening of its Fremont factory. The place was unbelievably massive and virtually empty. Tesla officials were proud to show off the numerous giant presses that would stamp out Model S components.

Other Tesla employees were dutifully feeding into those presses metal sheets, which came out the other end as flat as they went in. The presses were there and they were a-pressing, but the dies that formed the parts were absent. This event, like the many Tesla events to come, was somewhat lacking in substance.

Still, the time I spent chatting with Peter Rawlinson had a huge impact on me. Formerly of Lotus and Jaguar, Rawlinson was the chief engineer at Tesla at the time. He and I talked for ages about the advantages of low-slung battery packs and the torque behavior of electric motors. It’s all standard stuff these days, but back then, it was a fantastic opportunity for me to learn. (You can enjoy some of his insight in a series of videos here.)

Early Tesla EVs had two-speed transmissions. I asked Rawlinson whether there was a third gear for handling reverse.

“No,” he said. “We just spin the motor backward.”

That seems like such a simple concept now, but that moment caused a small-yield explosion between my ears. I spent the remainder of the day pondering the myriad other unforeseen implications of this switch to electrification. Nothing else happening in the industry was nearly as exciting as this.

My review

I got a quick go in a Model S at that Fremont event, a lap or two around Tesla’s test track, but I’d have to wait until early 2013 before I could take one for my first proper review of the Model S. It was a Performance edition, with an 85kWh battery pack and a $101,600 sticker price.

I picked it up in New York City and drove it home to Albany, NY. Along the way, I got a preview of what would become another unfortunate Tesla theme: an uncomfortable relationship with the media.

Before I’d made it far, I got a warning light on the dash. I called Tesla PR to ask what to do.

“Oh, don’t worry, we’re watching you,” they said. “It’s fine.”

I didn’t feel fine. I’ve been reviewing devices for decades, and I always assume some degree of logging is involved, but this seemed a little more ominous.

(Over the years, it only got more so. In a later review of a Model 3, I complained the auto high-beams were terrible on country roads. Tesla PR asked me when this occurred so their engineers could pull up the footage from my drive.)

Warning light extinguished, Big Brother now visible in the back seat, I got back to enjoying the car. After having reviewed the Tesla Roadster two years before, a beautiful mess of a slapped-together machine, the Model S was something entirely different. It was calm, it was composed and it wasn’t nearly so drafty. I made the 165-mile drive home with 23 percent to spare, this in January on a 24-degree day.

That is pretty poor by today’s standards, but remember, the most common EV of the day was the Nissan Leaf. In 2013, the Leaf’s range was EPA rated at 75 miles. The Model S was on another level.

But it wasn’t perfect. I was not a fan of many of the interior materials and design choices in 2013, and I would have been so disappointed to know things really haven’t improved since.

I also found the handling underwhelming, but my biggest complaint was the lack of advanced driver assistance systems. That Model S didn’t even have adaptive cruise. Autopilot was still years away, and the ongoing debacle of Full Self Driving much further afield.

And yet I still gave it a glowing review, and it deserved it. I was suitably impressed, as were plenty of others. I recently spoke with several buyers of these early sedans, and most were totally enamored with their cars, despite many teething issues. (So many broken door handles...)

However, it probably goes without saying that many of the folks I spoke with are less enamored of Tesla’s CEO than they were back then. Between that, the racially abusive work environments, and the constant anti-worker behavior, cheering for Tesla is a lot more complicated than it used to be. That is a true shame.

The evolving landscape

The seismic forces generated when the Model S dropped still echo through the industry. You can feel them in virtually every premium EV on the market today.

And yet it’s in those other EVs that the bulk of EV innovation is happening. If you look at what Peter Rawlinson did with the Lucid Air, a sedan that goes over 500 miles on a charge, it’s easy to imagine what could have been had he not parted ways with Tesla. The on-road performance of the Porsche Taycan, the off-road prowess of the Rivian R1T and the minimalist cool of the Volvo EX30 are raising the bar.

Tesla has been more successful than any other manufacturer at getting more EVs into more driveways and at getting more chargers into more places. Tesla made EVs viable and desirable. You have to respect it for that. Lately, though, the company’s greatest achievements have all focused on cutting costs and minimizing complexity, often at the expense of quality and, indeed, safety.

Look at today’s Model S and you still see the car that was released in 2012. It’s quicker and has more range, sure, but it is the same platform and basic design I reviewed over a decade ago. Pondering the time wasted on vanity projects, like the Model X, and vaporware, like the new Roadster, it’s hard to not feel the ache of missed potential.

To celebrate Engadget's 20th anniversary, we're taking a look back at the products and services that have changed the industry since March 2, 2004.

This article originally appeared on Engadget at https://www.engadget.com/the-tesla-model-s-shook-the-industry-but-its-echo-is-fading-160010877.html?src=rss

Fisker halts work on new EV models until it finds more money

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Fisker has announced its future plans alongside preliminary 2023 and Q4 earnings, and it's not looking great for the EV manufacturer. The company plans to lay off 15 percent of its workforce — nearly 200 people — as it shifts from a direct-to-consumer to a Dealer Partner model. The company is halting all investments in upcoming models and will resume only if in partnership with another automaker.

The company's fourth-quarter revenue increased to $200.1 million from $128.3 million in Q3. However, its gross margin was negative 35 percent, and it lost $1.23 per share. Its sole EV on the market, the Ocean SUV, also had 10,193 units produced but 4,929 vehicles delivered.

The automaker first introduced its pivot to a Dealer Partner Model in January and claims it has received interest from 250 dealers across North America and Europe, along with 13 signed agreements. "We are aware that the industry has entered a turbulent, and unpredictable period," Henrik Fisker, chairman and CEO of Fisker, said in a statement. "With that understanding and taking the lessons learned from 2023, we have put a plan in place to streamline the company as we prepare for another difficult year. We have adjusted our outlook for 2024 to be much more conservative than in 2023." The company plans to deliver between 20,000 and 22,000 Ocean models across the world. 

Fisker is currently negotiating with "a large automaker" for an investment and joint production of future EVs. This means that previously announced vehicle production, such as the Alaska EV pickup with humungous cup holders and a designated cowboy hat space, will be on hold indefinitely. Fisker originally planned to start production on the Alaska EV pickup in early 2025. 

This article originally appeared on Engadget at https://www.engadget.com/fisker-halts-work-on-new-ev-models-until-it-finds-more-money-140050091.html?src=rss

Fisker halts work on new EV models until it finds more money

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Fisker has announced its future plans alongside preliminary 2023 and Q4 earnings, and it's not looking great for the EV manufacturer. The company plans to lay off 15 percent of its workforce — nearly 200 people — as it shifts from a direct-to-consumer to a Dealer Partner model. The company is halting all investments in upcoming models and will resume only if in partnership with another automaker.

The company's fourth-quarter revenue increased to $200.1 million from $128.3 million in Q3. However, its gross margin was negative 35 percent, and it lost $1.23 per share. Its sole EV on the market, the Ocean SUV, also had 10,193 units produced but 4,929 vehicles delivered.

The automaker first introduced its pivot to a Dealer Partner Model in January and claims it has received interest from 250 dealers across North America and Europe, along with 13 signed agreements. "We are aware that the industry has entered a turbulent, and unpredictable period," Henrik Fisker, chairman and CEO of Fisker, said in a statement. "With that understanding and taking the lessons learned from 2023, we have put a plan in place to streamline the company as we prepare for another difficult year. We have adjusted our outlook for 2024 to be much more conservative than in 2023." The company plans to deliver between 20,000 and 22,000 Ocean models across the world. 

Fisker is currently negotiating with "a large automaker" for an investment and joint production of future EVs. This means that previously announced vehicle production, such as the Alaska EV pickup with humungous cup holders and a designated cowboy hat space, will be on hold indefinitely. Fisker originally planned to start production on the Alaska EV pickup in early 2025. 

This article originally appeared on Engadget at https://www.engadget.com/fisker-halts-work-on-new-ev-models-until-it-finds-more-money-140050091.html?src=rss

Ford EV owners can now use Tesla Superchargers in the US and Canada

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Ford EVs will gain access to Tesla's Superchargers across the US and Canada starting today, becoming the first non-Tesla vehicles to do so, Ford announced. The companies cemented the fast charging pact last year and numerous other automakers followed suit later on. The expanded network will be a big benefit for the Ford and its customers amid news that sales of its EVs have heavily sagged.

Current Ford EVs use CCS type chargers, so current customers must order the Fast Charging Adapter (NACS) compatible with Tesla's Superchargers (below). That will be available at no charge to new and existing clients in the BlueOval charge network until June 30, 2024. After that, it will cost $230 including estimated taxes and shipping. Starting in 2025, Ford EVs will come standard with the NACS charging system. 

Preproduction part shown.
Ford

Customers can use the FordPass App to locate the new Tesla Superchargers, just as they would when looking for BlueOval chargers. Tesla Superchargers will also be coming to Apple Maps EV routing, Google Maps EV routing, and the Ford Connected built-in navigation BlueOval charge network.

As for payment, you'll be able to handle that through the FordPass app and Charge Assist app in the vehicle's touchscreen. "This means customers simply have to plug in and charging will automatically start with [costs] managed through FordPass." BlueOval charge network membership is required, and if you're not yet enrolled, you'll be prompted to do so when order the NACS adapter (check's Ford's website for more details).

Tesla's 15,000+ strong Supercharger network will more than double Ford EV owners' access to fast DC chargers. With that, it will have 28,000 fast chargers and 126,000 chargers total. The company notes that a lack of charging stations is the second largest barrier after price for customers potentially selecting EVs instead of ICE or PHEV vehicles. 

The news is good for Ford and other automakers who will get a big boost in the number of fast charging spots. However, Tesla owners will see a lot more Supercharger competition. Last year, the US government opened $2.5 billion in funding for community EV chargers

With declining EV sales, Ford was recently forced to lower Mach E prices by $3,100 to $8,100, it recently said in a financial statement. The company also cut production of that model and the F-150 Lightning pickup truck due to the slowdown.

This article originally appeared on Engadget at https://www.engadget.com/ford-ev-owners-can-now-use-tesla-superchargers-in-the-us-and-canada-130053549.html?src=rss

Ford EV owners can now use Tesla Superchargers in the US and Canada

Posted on by

Ford EVs will gain access to Tesla's Superchargers across the US and Canada starting today, becoming the first non-Tesla vehicles to do so, Ford announced. The companies cemented the fast charging pact last year and numerous other automakers followed suit later on. The expanded network will be a big benefit for the Ford and its customers amid news that sales of its EVs have heavily sagged.

Current Ford EVs use CCS type chargers, so current customers must order the Fast Charging Adapter (NACS) compatible with Tesla's Superchargers (below). That will be available at no charge to new and existing clients in the BlueOval charge network until June 30, 2024. After that, it will cost $230 including estimated taxes and shipping. Starting in 2025, Ford EVs will come standard with the NACS charging system. 

Preproduction part shown.
Ford

Customers can use the FordPass App to locate the new Tesla Superchargers, just as they would when looking for BlueOval chargers. Tesla Superchargers will also be coming to Apple Maps EV routing, Google Maps EV routing, and the Ford Connected built-in navigation BlueOval charge network.

As for payment, you'll be able to handle that through the FordPass app and Charge Assist app in the vehicle's touchscreen. "This means customers simply have to plug in and charging will automatically start with [costs] managed through FordPass." BlueOval charge network membership is required, and if you're not yet enrolled, you'll be prompted to do so when order the NACS adapter (check's Ford's website for more details).

Tesla's 15,000+ strong Supercharger network will more than double Ford EV owners' access to fast DC chargers. With that, it will have 28,000 fast chargers and 126,000 chargers total. The company notes that a lack of charging stations is the second largest barrier after price for customers potentially selecting EVs instead of ICE or PHEV vehicles. 

The news is good for Ford and other automakers who will get a big boost in the number of fast charging spots. However, Tesla owners will see a lot more Supercharger competition. Last year, the US government opened $2.5 billion in funding for community EV chargers

With declining EV sales, Ford was recently forced to lower Mach E prices by $3,100 to $8,100, it recently said in a financial statement. The company also cut production of that model and the F-150 Lightning pickup truck due to the slowdown.

This article originally appeared on Engadget at https://www.engadget.com/ford-ev-owners-can-now-use-tesla-superchargers-in-the-us-and-canada-130053549.html?src=rss

Tesla has won the EV charging wars

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Stellantis is the latest manufacturer to commit to using Tesla’s NACS (North American Charging Standard). The company was the last remaining holdout among major automakers, meaning the NACS is becoming a true common standard.

According to a press release, electric vehicles from Stellantis brands (which include Dodge, Chrysler, Fiat, Ram, Jeep and Alfa Romeo) will start using the NACS connector in select models next year. The automaker will also offer an adaptor for existing vehicles, meaning drivers will be able to charge using either NACS or Combined Charging System (CCS) ports.

Stellantis says its embrace of the NACS builds on its commitment with six other automakers to build a network of more than 30,000 fast charging points on highways and in urban areas in North America by 2030. These stations will support NACS and CCS.

The automaker has joined the likes of Volkswagen, GM, Volvo, Polestar, Mercedes, Honda, BMW and Lucid in supporting the NACS. EV charging network operators ChargePoint and Electrify America also pledged to adopt the NACS after Tesla open sourced the connector in late 2022.

This article originally appeared on Engadget at https://www.engadget.com/tesla-has-won-the-ev-charging-wars-155726724.html?src=rss

Toyota unveils a three-row electric SUV for the US market

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While Toyota helped lead the hybrid charge with its Prius, the company has been less active in EV production. But that might be in the past, as Toyota has announced another $1.3 billion for its Kentucky facility, with a focus on EVs. In particular, the company is building a new three-row electric SUV that will be available for US customers. 

Toyota's Kentucky operation is its flagship facility, with nearly 9,400 employees. "Today's announcement reflects our commitment to vehicle electrification and further reinvesting in our US operations," Kerry Creech, president of Toyota Kentucky, said in a release. "Generations of our team members helped prepare for this opportunity, and we will continue leading the charge into the future by remaining true to who we are as a company and putting our people first for generations to come."

Little is known so far about the three-row electric SUV, as Toyota only mentions it briefly in relation to the investment. However, it follows the company's prior announcement of its Urban SUV concept slated to launch in Europe this year. 

The $1.3 billion investment will also go towards creating a battery pack assembly line at its Kentucky factory (a separate manufacturing plant in North Carolina produces the batteries). Toyota has big plans for its battery production, previously announcing three battery ranges focused on higher performance and low cost slated for 2026 and onward. The company is also working on its first solid-state batteries, which have the potential to charge an EV from 10 to 80 percent in 10 minutes. Toyota's bZ4X EV currently takes 32 minutes to do so. 

This article originally appeared on Engadget at https://www.engadget.com/toyota-announces-a-three-row-electric-suv-for-us-customers-092545458.html?src=rss

Porsche’s new Taycan EVs have more range, faster acceleration and a higher price

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Porsche first debuted its first EV line, Taycan, in 2019, and now it's giving the series a revamp. The high-end car manufacturer has announced the 2025 Taycan sports sedan, Cross Turismo and Sport Turismo models, featuring "a particularly extensive update." 

The 2025 Taycan EVs have "reached new heights in terms of performance, with exceptional driving dynamics and driving pleasure," Kevin Giek, head of the Taycan model line, said in a statement. "At the same time, we were able to significantly improve efficiency, range, day-to-day usability and comfort." Updates include faster acceleration, with the rear-wheel drive Taycan sedan shooting from 0 to 60 miles per hour in 4.5 seconds — 0.6 seconds faster than its predecessor. The Turbo S sedan makes the same jump in 2.3 seconds, an improvement of 0.3 seconds. 

In terms of power, there's 430 bhp behind the base Taycan, while the Turbo reaches 872 bhp. The top-spec Turbo S, however, hits a mighty 940 bhp (up from 750 bhp in previous models). 

Porsche also claims its 2025 Taycan line has a 35 percent better range with up to 422 miles between charges, helped by improved regeneration. Juicing up should also be quicker as it can charge using up to 320kW (that's 50kW more than previous models) via an 800-volt DC charging station. Other new standard features include adaptive air suspension, Lane Change Assist and a heated steering wheel. On the outside, Taycan models have been given a slight design refresh, which include high-resolution matrix headlights.

The 2025 Taycan line starts at $99,400 for the entry-level model and reaches $211,700 for the Turbo S Cross Turismo. Porsche adds another $1,995 to each order for delivery, processing and handling. Porsche says the new Taycan models will be available starting in the spring, and it looks like they'll hit the United States in the summer or fall. 

This article originally appeared on Engadget at https://www.engadget.com/porsches-new-taycan-evs-have-more-range-faster-acceleration-and-a-higher-price-123514002.html?src=rss