I'm calling it: time of death, November 6th, 1:30 AM, by tweet.

Elon Musk's declaration Friday that Tesla would be "winding down" production of the Cybertruck next year to make room for the Cybercab was fascinating for a number of reasons. First, it was a humiliating way to kill a vehicle that was once hailed as the pinnacle of Tesla's engineering - faster than a Porsche 911, more powerful than an F-150, able to leap over the Model Y as a singular representation of Musk's Blade Runner-inspired designs for the future. "I think the Tesla Cybertruck is our best product ever," he declared during a 2019 earnings call. (He prefaced the statement …

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Elon’s Edsel is no more. Last night, Tesla CEO Elon Musk revealed on social media that his car company is ending its failed attempt to wrest control of the American pickup truck market. The Cybertruck will cease production in the middle of 2027, liberating that space in Tesla’s cavernous factory for other uses—more Cybercabs, most likely.

Musk first revealed the Cybertruck in late 2019, back when Tesla was still trading at a theoretically understandable price-to-earning ratio. The pickup's unusual angular shape owed more to low-res video game models than any concessions to practicality. At the time, Musk made fanciful claims that the truck would use a stainless steel monocoque construction, telling his audience that “the body and bed don’t do anything useful” on a normal truck. While some race cars use carbon-fiber monocoques for strength and lightness, making a pickup truck with a stainless steel monocoque chassis would only make sense if someone had an awful lot of stainless steel lying around and needed something to do with it all.

The truck was supposed to go on sale for less than $40,000, and Tesla made its usual stratospheric sales predictions that (had they been accurate) the bare metal EVs would be as ubiquitous as the Model 3 and Y.

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Tesla is getting the Cybertruck ready for retirement in an effort to ramp up its robotaxi output. In an X post on Friday, Tesla CEO Elon Musk said that the company will be "winding down" Cybertruck production at its Texas Gigafactory sometime around the middle of next year, "to make room for increased Cybercab production."

The production plant in Austin, Texas, is the only Tesla facility that's known to assemble the Cybertruck, and that's equipped to make the specialized components required to build the vehicles. Musk hasn't mentioned if Cybertruck production will be moved elsewhere, but doing so would be arduous, especially for a car that' …

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When BMW debuted the new 7 Series in 2022, it set a new standard for large luxury sedans, increasingly irrelevant though that class is. Rather than siloing off an electric alternative like Mercedes, with its EQS alongside the normal S-Class, BMW simply made the powertrain an option. Stick with a V8 if you want, or consider the rather good electric version instead—only subtle differences like the badging and lack of exhaust pipes give the game away.

Since then, BMW has brought out a string of even newer electric vehicles for the 5 and 3 Series (plus their SUV counterparts). It has switched from battery packs made of prismatic cells to more energy-dense arrangements of cylindrical cells. The motors are still electrically excited synchronous ones, but now the drive units feature silicon carbide inverters and more compact packaging.

This sixth-generation electric powertrain was designed for the clean-sheet Neue Klasse family, which also threw out the legacy cruft of dozens and dozens of discrete single-function electronic control units for a handful of powerful domain controllers. These computers take over those functions but with much faster processing power—and therefore more capabilities in terms of chassis control or powertrain efficiency—as well as the ability to be more easily updated.

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The night before I drove the AMG GT 4-Door Coupe, I complained to a group of journalists that automakers don't want to take chances and just build fun, weird cars anymore. About 12 hours later, Mercedes made me eat my words. Outside of all the bombastic extravaganza of the Los Angeles launch, the first true AMG powered exclusively by batteries is a technological triumph that's as comfortable on the track as it is on the street. And it's really very good on the track.

Triforce

One of the fundamental problems with EVs is weight. Batteries are heavy, and the old rule about an object in motion tending to stay in motion makes the notion of nimble cornering a difficult engineering problem. Mercedes loves an engineering problem, and after two days behind the wheel of the AMG GT EV, the company has mostly reduced the battery-weight tax that mires EV performance.

On the road and on the track, the vehicle is firmly planted to the roadway. Mercedes says various technologies make this possible. In addition to decades of producing high-performance vehicles, the automaker's AMG.EA sports-car architecture does a lot of heavy lifting here, constantly adjusting power delivery from the three motors while guiding the Active Ride Control suspension, steering—including up to 6 degrees at the rear axle—and active aerodynamics to deliver the performance AMG customers have come to expect from a vehicle with the Affalterbach badge on the hood.

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One of the basic problems of spending too much time on social media is that you are cooking your brain by reading posts from a pack of attention-seeking lunatics. If your social media of choice is the site formerly known as Twitter, and it is your main source of contact with the outside world, you may delusionally throw away nearly $500 million dollars on midterm elections, just like Elon Musk.

In particular, $47 million of that money from Musk's America PAC was aimed at defeating Texas Democrat James Talarico, who trounced Musk's preferred Senate candidate, Ken Paxton, with 55 percent of the vote. Talarico even made Musk's influence a cent …

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If my 45-minute drive yesterday morning is anything to go by, I think Slate Auto will have quite the hit on its hands. The startup had one of its prototype trucks in town and asked if I wanted to check it out—no jumping on a plane or having to spend yet another night in an interchangeable hotel room, just a drive from southwest DC to Rockville, Maryland. Easy-peasy.

The prototype truck had been well-used, with almost 6,000 miles (9,656 km) showing on the small and minimalist but very legible digital display that also shows your speed and, if you engage reverse, the backup camera. And while the cabin layout was representative of the production version, the surfaces most certainly weren’t—the prototype instead uses a lot of hard and shiny black plastic, with strips of Velcro here and there left over from when the interior had to be camouflaged when the vehicle was out in public.

Getting acquainted with the Slate was refreshingly easy. The Morris Marina-like door handles open with a pleasing mechanical action. The seat and steering column adjust manually but with plenty of reach, something many budget models used to leave out to save on cost.

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© Jonathan Gitlin

It's the midterms! Here's a fun fact for you as you head to the polls: Gas prices today are the highest ever recorded for a US Election Day.

The national average for a gallon of gasoline is $4.12 and $6.28 for a gallon of diesel, according to GasBuddy. Meanwhile, the Strategic Petroleum Reserve, which is maintained by the US Department of Energy as a safeguard during energy crises, is down to 282.2 million barrels of crude, the lowest level in 44 years.

Gas prices, along with other essential cost-of-living items, are certainly top of mind for many voters this election cycle. And perhaps many will also remember which political party ran o …

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As with interior design for houses, interior design for vehicles is also subject to fashion trends. And like any fashion trend, even the best ideas can become stale and played out with overuse. Some ideas weren’t the best, either, like demonstrably worse human-machine interfaces that add to driver distraction; yet, they still proliferated throughout the industry and across the cars offered for sale. But the good news is that the pushback seems to be working.

“When the trend of the Piano Black and the switchless interior was happening, it was during a time when designers and companies and engineers and everybody were thinking that, 'Hey, we can just get rid of all these switches on the interior. We can put it all in the software. It'll save money. It'll save us tooling up all these extra parts for unique cars and all this stuff and make the interior more like a software experience.' And it was done with those intentions,” said Hiren Patel, senior design manager at Nissan.

That resulted in cars with minimalist interiors that looked good in the dealership. But people drive their cars on roads; they don’t just sit inside them, parked inside a dealership. “So lots of people were complaining about it and saying, 'Hey, it takes my eyes off the road to change the temperature or to adjust my seat or do whatever.' It's not as easy as doing something on your phone where it's just right at your fingertips and intuitive,” Patel said.

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Do screens in cars represent luxury? Judging by the latest car interiors, the answer would seem to be an emphatic “yes.” Screens aren't just getting larger; they are multiplying across the dashboard and morphing into different forms and concepts. Indeed, an interior’s screens are a pretty good indicator of what brand made the car—or at least how much the owner paid for it.

But is this actually what customers want? Are more screens really better? And even if they are, luxury car features inevitably trickle down to cheaper, more mainstream offerings, and screens can only get so big. That leaves luxury automakers with another question to answer: “What’s next?”

Mercedes-Benz is working on a new display alternative that could provide an answer. For now, it's known as the holographic display. Forget the images from Star Trek and Star Wars that just popped into your head, though. It's effectively a more advanced form of heads-up display, or HUD.

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When Rivian quietly spun off its micromobility brand, Also, a lot of observers wondered if the luxury EV maker had bitten off more than it can chew. Chris Yu insists that's not the case.

Yu, a Stanford aeronautics PhD and former CTO at Specialized, runs the startup as an independent business that counts Rivian as a minority shareholder. Under his lead, Also rolled out the TM-B - a quirky, modular e-bike with a raft of unique features, including a swappable top frame, USB-C chargeable battery, a built-in screen, a series hybrid pedal-by-wire system, and proprietary "Dream Ride" software. There's also the TM-Q, an electric four-wheeler aimed …

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BMW says that it will expand its navigation-guided, partially automated driving capabilities into urban environments starting in 2027, launching first in Germany with other markets to follow.

The new system can help steer, speed up, and slow down the vehicle on both highways and city streets using its built-in GPS navigation. While driving in town, it can assist with changing lanes, making turns, yielding to other cars, and driving through roundabouts. But as a Level 2 driver assist system, it still requires drivers to keep their eyes on the road and stay ready to take over at any moment. On the highway, BMW will allow drivers to remove the …

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Ford vowed to never sell customer driving data to third-party data brokers as part of a new privacy promise aimed at setting the automaker apart from competitors that have faced legal and regulatory blowback for sharing telematics with data brokers without authorization.

As part of its new promise, Ford says it will strive to protect customer data by using aggregating and anonymizing techniques. It will also "provide clear and easy-to-understand information about how we use your personal information." And while Ford says it will still use data to improve safety, it will allow customers to adjust how much or how little data they would prefe …

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Formula 1 has a new World Drivers' Champion. Just a few months after turning 20, Kimi Antonelli sealed his first title this weekend at Mexico City, becoming the sport’s youngest-ever champion. Elsewhere, there was drama aplenty, perhaps a consequence of the thin air affecting decision-making in some cases. The race was Ferrari’s to win, but yet again, the team handed victory to a rival this season, in this case Red Bull. Further down the grid, we saw a last-minute driver change in the Haas team, synchronized retirements from both Aston Martins, and the wheels literally coming off Cadillac Racing. And there was I, expecting a dull weekend.

It might not be as high as Pikes Peak, but at an elevation of 7,350 feet (2,240 m) above sea level, the Autódromo Hermanos Rodríguez provides a unique challenge on the F1 calendar. Wings that would create huge amounts of downforce at circuits like Monaco just generate Monza-like levels in Mexico, and there’s little slipstream effect when following another car.

Cooling tends to be a problem, too, with insufficient airflow across radiators, and obviously engine power is reduced with less oxygen to burn. The track is very flat, with a rather low-grip surface and mostly medium- and slow-speed corners, including a processional route through a stadium that was built in the 1990s, plus a very long run from the start into turn 1.

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New owners at Willow Springs in California have major plans for the once spartan track, hoping to lure expensive supercars and their wealthy drivers.

During an hourlong earnings call last night, Rivian CEO RJ Scaringe spent less time talking about the production ramp of the all-important R2 SUV than he did hyping the company's still-unproven autonomous vehicle ambitions.

But the company faces a crucial test later this year, when it rolls out its point-to-point hands-free driving feature - first to its own employees for testing and validation in 2026, and later to customers in 2027. Following that, Rivian says it will launch its first robotaxi vehicles in partnership with Uber in 2028. In short, the next two years will determine whether Rivian will succeed or fail in its high-stakes ques …

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General Motors marketed its Smart Driver system as a way for parents to monitor teen drivers or for adults to track their driving behavior. But in 2024, it emerged that GM had been sharing that data with brokers. Those brokers then sold the data to insurance companies, and some drivers found that their insurance became more expensive as a result. To make matters worse, many of those drivers claimed they had no knowledge of ever agreeing to share such data for such purposes.

Last year, GM and its OnStar subsidiary entered into a settlement with the FTC, prohibiting them from sharing some kinds of driver data with third parties. The settlement was finalized this January. That agreement banned the two companies from sharing geolocation data or driver behavior data for five years. At the time, GM also discontinued Smart Driver across its entire range.

Now the automaker has reached terms with the District of Columbia and 35 states after their attorneys general joined together to sue GM as well.

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Waymo announced today that it will use Toyota bZ4X electric vehicles that are assembled in Japan for a robotaxi service in Tokyo. The news builds on the strategic partnership between Waymo and Toyota which was first announced in April 2025.

The robotaxis will be built entirely under one roof at Toyota's Takaoka plant in Toyota City, Aichi Prefecture, Japan. Instead of building regular cars and modifying them later, the factory will install Waymo's self-driving sensors and computers right on the assembly line as each car is made.

A team-up between the world's largest automaker and the world's leader in autonomous driving obviously has huge …

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Nissan has a new version of its bestselling Rogue SUV, and it’s launching the model here with the latest version of its e-Power hybrid system, which Ars tested in February. Most hybrid cars you can buy today are parallel hybrids, which means that they have an internal combustion engine and an electric motor, both of which drive some or all of the wheels—everything works in parallel. But there’s another approach. Instead of connecting the engine to the wheels via a transmission, it can act as a generator and charge the traction battery, which in turn powers the electric motor. Since the engine and motor work in series, this is known as a series hybrid.

That’s mostly how the Chevrolet Volt worked. As does Honda’s hybrid CR-V. Well, mostly; engineers worked out it was more efficient for those cars' gasoline engines to directly drive the wheels at highway speeds, something that to this day makes a certain subset of hybrid car enthusiasts irrationally angry. If you know anyone like that in your life, send them to wherever the nearest Nissan dealership is, because the 2027 Rogue Hybrid is exactly what they’ve been asking for.

Series hybrids

Under the hood, with its crisp shut line and slim horizontal lights that give me something of a Range Rover vibe, there’s a 1.5 L, three-cylinder turbocharged direct-injection engine that generates 148 hp (110 kW). It only revs to 5,200 rpm because it’s optimized to charge the battery, not cope with the various loads of an engine connected to a gearbox and the wheels. That also allows the engine to operate at a rather impressive 42 percent thermal efficiency—we would need to look at Formula 1 engines to find higher.

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“Please have at least 125 miles of range left when we pick it up.” That request from the people who look after the Cadillac press cars wasn’t going to be hard to honor. The electric Escalade IQ arrived with an indicated range of 440 miles (708 km), and with a full week of work to squeeze in, getting anywhere close to needing to recharge it seemed unlikely. With more than 200 kWh of lithium-ion battery between its axles, range is one thing the big electric Caddy needn’t worry about.

Designed and debuted during a time of greater EV optimism, the Escalade is Cadillac’s statement that swapping out a V8 for a pair of powerful electric motors is no compromise to its ambitions, even if the brand’s future will now include a mix of electric and combustion cars beyond 2030. It shares a battery pack and much else with other full-size GM EVs we’ve tested: the Chevrolet Silverado EV, the GMC Sierra EV, and of course the divisive Hummer EVs. And like those trucks and SUVs, the Escalade is large and heavy—just small enough to fit into a standard parking space, with a curb weight sufficient to push it into the Class 3 truck category.

So, the side mirrors are flat, and there’s no formal EPA range—Cadillac says it achieves 460 miles (740 km) on the EPA test cycle—but there are plenty of airbags, even though the 9,046 lb (4,103 kg) curb weight does not require them. Yes, you did read that right, it does weigh 4 tons. And yes, the electric Escalade does weigh a third more than the last gas-powered one we tested.

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© Jonathan Gitlin