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Behold, it’s the new electric G. After teasing us with concepts since 2021, Mercedes-Benz is finally spilling all the details on the upcoming, battery-powered Geländewagen.

And no, it’s not called the EQG.

Meet the Mercedes-Benz G 580 with EQ Technology. Yes, it’s quite a mouthful and a break from the nomenclature that Mercedes has defined for its previous EVs. However, the electric G-Wagen is a significantly different proposition from the company’s current electrified efforts, and so a little branding shake-up makes sense.

Where machines like the EQE and EQS slot reasonably well into the same segments occupied by the Mercedes-Benz E-Class and S-Class while being fundamentally different from their same-lettered predecessors, the G 580 with EQ Technology is very much a G-Class. Only, you know, battery-powered.

It starts with a ladder frame setup like that on the revised G-Class that Mercedes-Benz unveiled just last month. It also uses a similar suspension layout, an independent front setup paired with a solid live axle at the rear — a redeveloped de Dion configuration, specifically. They even look the same, with the EQ flavor of the G-Class differentiating itself with only a subtly different grille and a few other tweaks.

The details, however, are radically different. While the other, internally combusted G-Class models make do with a paltry single source of power, the G 580 with EQ Technology has four. The combination produces a mighty 879 horsepower, as you may have guessed from the name. Torque clocks in at an even more significant 859 pound-feet of torque.

That’s 302 more horsepower and 232 more pound-feet than the new AMG G 63!

The four motors are integrated into the G’s ladder frame, within shared housings at the front and rear axles each having a pair of motors and their gearboxes. Short half-shafts then connect each motor to its own wheel. Mercedes says this is “the first mass-produced vehicle from the Mercedes-Benz Group with individual-wheel drive,” but those of you with an affinity for searing yellow paint will surely remember 2009’s SLS AMG Electric Drive. A grand total of nine built doesn’t qualify as mass-produced, but it certainly showed some the potential for letting each wheel provide its own twist.

The off-road application here, though, requires some rather different capabilities and some interesting tricks, including the G-Turn feature that is increasingly de rigueur on electric off-roaders. On loose surfaces, drivers can enable this mode and hold either the left or right paddle to spin the car on its axis – only twice, though, before the mode disables itself.

A less showy but likely more practical application is called G-Steering, which drags the inside rear wheel to help the electric G-Class turn on a tighter axis. Mercedes has also added a bespoke Crawl function to the electric G, much like Ford’s Trail Control, which allows the car to maintain steady speeds of up to 5 mph over rough terrain.

EVs generally make great off-road performers thanks to their high torque and smooth power delivery, but Mercedes raised the bar on the new G-Class by putting two separate gear ratios at each corner. The driver can enable a Low Range reduction gear ratio (2:1) for off-road situations at speeds up to 53 mph, giving the G 580 even more twist down low.

One major change, however, is that this G-Wagen does not have the typical front, center and rear differentials that have become an iconic feature. The buttons that control them are still prominently mounted in the middle of the G-Class dash. Not with EQ Technology. There’s literally no need for such differentials when each wheel has its own motor. Instead, the ability to individually and precisely meter torque to each wheel based on myriad factors creates what Mercedes calls “virtual differential locks.” It works automatically.

We won’t know how well all that comes together on the dirt until we get a go behind the wheel, but on paper the G 580 looks like it’ll be an impressive performer. An approach angle of 32 degrees and departure of 30.7 degrees compares to 31 and 30 in the regular G.

Additionally, the G 580 can wade deeper than the other G flavors, up to 33.5 inches vs. 27.6, and it has an extra 0.3 inches of ground clearance, too.

It’ll be no slouch when it comes to on-road performance, with a 0-62-mph (0-100 km/h) time of 4.7 seconds, but range will not be its forte. The G 580’s 116-kilowatt-hour battery pack delivers about 294 miles on the European WLTP test cycle. We’ll have to see where it shakes out on the more demanding EPA test, but expect somewhere around 250 miles. Max charging speed is 200 kW. Also, in case you’re wondering, that giant battery is protected by an aerodynamically designed skid plate made of “an intelligent material mix that includes carbon.” It is an inch thick, weighs 127 pounds and is attached to the ladder frame with 50 steel screws. Mercedes says a conventional steel plate of the same size would be three times heavier. They did not mention how many screws it would have.

Range is helped ever so slightly by aerodynamic enhancements that include air curtains in the rear wheel-arch flares, special A pillar cladding and a rear lip spoiler. The coefficient of drag falls to 0.44, 0.04 better than the gas-powered version and 0.07 better than the outgoing G-Class. Nobody said this was a slippery vehicle, but those are fair numbers for an SUV with all the aerodynamic finesse of a 7,716-pound cinder block.

Mercedes has also layered on all sorts of fun tech features, like an optional light band integrated into the grille that can run animations or act as additional running lights. A new “design box” (for more storage) pictured on the blue G comes standard, but you can specify the classic spare wheel and tire on the rear door should you prefer the utility a spare provides. The otherwise silent G also has a suite of sounds to add some of the character that surely got lost when they amputated the side pipes. But, blissfully, they’ll disable themselves by default when off-roading.

The only question is how much all this will cost. Mercedes-Benz has yet to provide U.S. pricing for any of the 2025 G-Class range, but you can be sure we’ll bring you word when they do.

Related video:

مرسدس بنز اواخر روز سه‌شنبه، پوشش‌های مورد انتظار G کلاس الکتریکی را برداشت. این خودرو بر روی نسخه اصلاح شده پلتفرم بدنه روی فریم کلاس G گازسوز سوار می شود و دارای چهار موتور با قدرت ترکیبی 579 اسب بخار است.

نام رسمی آن G 580 با فناوری EQ است و به عنوان یک مدل 2025 در ایالات متحده شروع فروش در نیمه دوم سال عرضه می شود و مرسدس گفت که نسخه ویژه نسخه یک که به صورت استاندارد با بسیاری از امکانات اضافی بسته بندی شده است تنها نسخه موجود خواهد بود. در ابتدا

شاید خودرویی بزرگ و پرسرعت مانند G کلاس برای تحرک الکتریکی مناسب به نظر نرسد، اما کیا نشان داده است که می‌توان این کار را با EV9 انجام داد و در عین حال مسافت بیش از 300 مایل را ارائه کرد. مرسدس نگفته است که G کلاس برقی چقدر برد دارد، اما یک باتری استاندارد 116 کیلووات ساعتی باید آن را رقابتی کند. شارژ DC تا 200 کیلو وات امکان پذیر است که 10 تا 80 درصد شارژ را در کمتر از 30 دقیقه امکان پذیر می کند.

با 579 اسب بخار قدرت، G کلاس الکتریکی می تواند در 4.6 ثانیه به سرعت 60 مایل در ساعت از حالت سکون برسد و حداکثر سرعت 112 مایل در ساعت را داشته باشد. هر یک از چهار موتور خودرو به طور جداگانه به یکی از چرخ ها نیرو می دهد و این امکان را فراهم می کند که گشتاور محرک دقیقاً به جایی که لازم است هدایت شود، چیزی که مرسدس از آن به عنوان قفل دیفرانسیل مجازی یاد می کند. همچنین یک کاهش دنده در محدوده کم برای آفرود وجود دارد.

مرسدس بنز G 580 2025 با فناوری EQ

مرسدس بنز G 580 2025 با فناوری EQ

مرسدس بنز G 580 2025 با فناوری EQ

این پیکربندی به کلاس G الکتریکی اجازه می‌دهد تا یک چرخش به اصطلاح باک انجام دهد، جایی که خودرو می‌تواند با چرخاندن چرخ‌های چپ و راست خود در جهت مخالف در نقطه‌ای بچرخد. مرسدس این ویژگی را G-Turn می نامد. همچنین G-Steering نیز وجود دارد که یک ویژگی چرخش مخزن کوچک شده است که می تواند با چرخاندن آن به دور چرخ عقب داخلی، برای سوق دادن خودرو به سمت چرخش 90 درجه استفاده شود. این می تواند در مسیرهای تنگ که در آن یک صخره یا درخت بزرگ تکمیل یک پیچ معمولی را دشوار می کند مفید باشد. یک عملکرد خزیدن با سه تنظیمات نیز گنجانده شده است.

سیستم تعلیق نیز برای آفرود مناسب است. یک سیستم مستقل در جلو استفاده می شود، در حالی که یک محور محکم در عقب استفاده می شود که در هر گوشه دمپرهای قابل تنظیم وجود دارد. این وسیله نقلیه با توانایی برادر گازسوز خود در بالا رفتن تا درجه 100% بر روی سطوح مناسب مطابقت دارد و در مجموع 33.5 اینچ عمق حرکتی 5.9 اینچ بیشتر را ارائه می دهد. فاصله از زمین 9.8 اینچ و زوایای نزدیک شدن، خروج و شکست به ترتیب 32، 30.7 و 20.3 درجه است.

مرسدس بنز G 580 2025 با فناوری EQ

مرسدس بنز G 580 2025 با فناوری EQ

مرسدس بنز G 580 2025 با فناوری EQ

مرسدس بنزین کلاس G را برای سال 2025 نیز به‌روزرسانی کرده است. کلیدی در میان به‌روزرسانی‌ها، تغییر به یک موتور 3.0 لیتری توربوشارژ 6 خطی با فناوری هیبریدی ملایم برای کلاس پایه G 550 است. G 63 از AMG با یک توربوشارژر دوقلو V-8 4.0 لیتری همراه است اما از فناوری هیبریدی ملایم نیز بهره می برد.

مرسدس همچنین برخی از ویژگی های کمک راننده را که برای آفرود طراحی شده است با به روز رسانی سال 2025 خود اضافه کرد و طبیعتاً این ویژگی ها برای نوع برقی نیز مفید است. نقطه برجسته کابین خلبان آفرود است. این یک نمای کلی از اطلاعات کلیدی برای رانندگی خارج از جاده را در هر دو دسته گیج و صفحه نمایش اطلاعات سرگرمی ارائه می دهد. اطلاعاتی مانند موقعیت خودرو، قطب نما، زاویه فرمان، فشار تایر و موارد دیگر را نشان می دهد. همچنین یک ویژگی هود شفاف وجود دارد که به سیستم دوربین دید فراگیر متکی است تا نمایی از آنچه در زیر محفظه موتور وجود دارد را ارائه دهد، که می‌تواند هنگام خارج از جاده و همچنین هنگام حرکت در حاشیه‌های دشوار مفید باشد.

اطلاعات قیمت برای سری G-Class 2025، از جمله G 580 با نوع الکتریکی EQ Technology، نزدیکتر به عرضه در بازار اعلام خواهد شد.

در نهایت مرسدس بنز کلاس G را روانه بازار خواهد کرد. قرار است اواخر این دهه با یک پیشرانه الکتریکی عرضه شود.

I have always loved the Mercedes-Benz G-Class, and that feeling has increased with every passing year, especially after getting to drive them and moving to LA where they’re as popular as F-150s in Michigan. If I could only drive one car for the rest of my life, it would be a new G-wagen. My personal most anticipated car reveal of at the very least this decade has been the long-teased fully electric G-wagen, which was first teased in 2021 with the Concept EQG.

Now, the electric Geländewagen is finally here, and it’s even better than I was hoping — name aside. Mercedes has ditched the EQ nomenclature for the G-wagen, giving the electric G a simpler-yet-clunkier name: G580 with EQ Technology. Yup, that is the official name. Ignore that bit of German silliness, and the new G580 EV seems like it will not only be the ultimate off-roader regardless of powertrain, but the ultimate style-conscious luxury SUV, too.

The electric G uses the same ladder-frame platform as the gas models, in which Mercedes was somehow able to stuff a 116-kWh lithium-ion battery pack, though the frame has been modified and reinforced. Made from 0.2-inch-thick steel, the two-tier pack has 216 cells in 12 modules between three cooling levels, and it’s integrated directly into the frame and surrounded by a torsion-resistant casing. Protecting the underbody is a 1-inch-thick panel made from a new “intelligent material mix” that’s one-third the weight of a traditional steel panel but is even stronger and more resistant to damage and the elements.

Like a Rivian R1S (which I’ve heard Mercedes engineers and execs gush about), the G580 EV has four electric motors, one at each axle. The motors are integrated into the frame at the housing for the front and rear axles, and they are driven by short half-shafts, which allows the rear motors to be bolted to the chassis itself. Each motor makes 145 horsepower, which adds up to a total of 579 hp and 859 pound-feet of torque — 2 hp and 232 lb-ft more than the V8-powered AMG G63, not to mention 136 hp and 446 lb-ft up on the new inline-6–powered G550. Each motor has its own individual centrally-shifted transmission, and each axle has a double inverter with a shared housing.

Mercedes quotes a 4.6-second 0-to-60-mph time, 0.7 second quicker than the G550 and just 0.4 second off the G63, and it will hit a top speed of 112 mph, which is 18 mph slower than the G550. On the optimistic European WLTP cycle Mercedes says the G580 will have a range of 294 miles, which should work out to about 250 miles in the U.S., and with 200-kW fast-charging it can go from 10 to 80 percent charge in 32 minutes. G-wagen owners won’t really have range anxiety, either — you’d be hard pressed to find one that regularly gets more than a dozen mpg, if that.

Just like the other new-generation G-wagens, the electric G580 has independent double wishbone front suspension and a solid rear axle, though the latter has been “completely redeveloped.” Adaptive dampers are standard, and they feature pitch and roll stabilization and are claimed to better compensate for off-road terrain. Mercedes says the suspension components have also been engineered to withstand extreme off-road hazards like deep water, mud and dirt. As the motors are attached to the ladder frame and connected to the wheels via dual-joint driveshafts, the company says camber doesn’t change during compression, improving the G’s off-road ability.

The G580 has 9.8 inches of ground clearance between the axles (0.3 inches more than the G550), a fording depth of 33.5 inches (5.9 inches greater), a 32-degree approach angle (1 degree better) and a 30.7-degree departure angle (0.7-degree better). Its 20.3-degree breakover angle is 5.7 degrees worse than a G550, but like the gas-powered G the electric one can climb a 100-percent grade and drive on a sideways slope of up to 35 degrees.

Instead of using mechanical differential locks like the standard G-Class, the EV uses its quad-motor torque vectoring to create virtual diff locks by precisely controlling the torque sent to each wheel within fractions of a second. And unlike the regular G, where the driver must activate each locker with switches on the dashboard, the G580’s virtual locks have fully automatic operation. Mercedes says this setup gives “maximum flexibility without negatively impacting cornering.”

There are also a number of different drive modes, including Rock and Trail modes for off-road driving. The G580 comes standard with a 2:1 Low Range off-road gear reduction, which can be activated in the Rock mode. This limits your top speed to 53 mph, and it allows for an off-road crawl function that essentially acts like cruise control, providing you with the ideal amount of power for pre-set speeds even on loose or rough surfaces, allowing drivers to more closely focus on wheeling. There are three speeds: Slow crawl, which goes at about 1 mph; Variable crawl, which goes at walking pace on level or uphill terrain and can do up to 9 mph on 10-20-percent downhill grades; and Fast crawl, which does 5 mph on level and uphill terrain and has no limit for downhills.

As we’ve already seen in a bunch of teasers, the G580 has a G-Turn function that can turn the light and right wheels in opposite directions to spin the car around in place. This “tank turn” feature is something we’ve seen experimented with by brands like GMC and Rivian, but the G-wagen is the first production vehicle in the U.S. to offer it. Only available in Rock mode with Low Range on, G-Turn is activated by a center console button, and the direction of the spin is chosen by pulling on a steering wheel paddle. The driver then releases the brake and presses the accelerator, and the car will do two complete rotations before automatically deactivating; you can also stop it at an exact point by releasing the paddle or lifting off the pedal.

Another new feature allowed by the quad-motor setup is called G-Steering, which gives the G580 a much tighter turning radius and eliminates the need to do multi-point turns, a major boon for off-roading. This is accomplished through “targeted control of the drive torque at each individual wheel, with the vehicle turning around the inside rear wheel,” Mercedes says. Also only available in Rock mode with Low Range active, G-Steering is usable at up to 15 mph and is activated by another button on the dash. Mercedes says both G-Turn and G-Steering should not be used on-road.

Most crucial to the driving experience of gas-powered G-wagens has long been the characteristic engine note and ensuing rumble from the side-exit exhaust positioned just ahead of each rear wheel, and Mercedes has a solution for the EV’s lack of an engine. Called G-Roar, it provides a range of noises that should satiate even the most faithful G-Class drivers. Says Mercedes:

G-ROAR brings a unique sound experience to the Mercedes-Benz G 580 with EQ Technology. Inspired by the G-Class model family’s emotional combustion engine sounds, it provides an impressive acoustic accompaniment to the acceleration of the electric G-Class. Deep bass and sonorous tones deliberately set it apart from the sound experience of other all-electric models from Mercedes-Benz. Drivers can influence the sound with their choice of ELECTRIC DYNAMIC SELECT drive program. While it’s rather restrained in “Comfort,” for example, it develops a powerful and emotional sound in “Sport.”

G-ROAR also includes an “aura” sound and a variety of “event” sounds. The “aura” sound can already be heard around the vehicle when drivers approach the electric G-Class and unlock the doors. The “event” sounds can be heard when closing the vehicle door after ingress, switching the motors on and off, and upon opening the door at the end of a journey. After exiting the vehicle, the “aura” sound can be heard again – for up to one minute, or until the vehicle is locked. G-ROAR also provides acoustic feedback to the start of the charging process.

From the outside, there’s only a few tells that you’re looking at an electric G-Class. As standard it has the same four-bar grille as the facelifted G550, but a black-panel grille is optional — this features a mostly blank face with a pair of horizontal inlets on each side of the logo, an illuminated surround and black trim that extends around the headlights. Other styling tweaks include a taller hood, air curtain openings in the rear wheel arches, and aero-focused wheel designs. Mercedes will offer an even larger lineup of Manufaktur customization options, including new colors, extended leather finishes and different trim packages.

Like on the EQG concept, the G580 EV is available with a rectangular Design Box instead of the standard round spare tire carrier. This storage box has velcro straps and luggage nets and is designed to hold the car’s charging cables, along with other tools and items. An available dual-tone finish helps the box blend in with the rear window, and I think it looks really cool.

From the inside the G580’s differences are even fewer. Instead of the three traditional diff locker buttons in the center of the dash, the EV has buttons for G-Steering, G-Turn and Low Range, as well as the stability control and the “Offroad Cockpit,” which takes over both screens with specially designed displays that show all sorts of relevant info like altitude, pitch, steering angle, individual wheel torque, suspension compression, tire pressure and more. Also activated via a button this panel is the G-Class’ new “transparent hood” function that use the 360-degree camera system to provide a virtual view of what’s underneath the nose of the car.

Like the rest of the 2025 G-Class lineup, the G580 comes standard with two 12.3-inch screens, one as the gauge display and the other a central touchscreen. Yup, the G-wagen finally has a touchscreen, and it’s running the latest MBUX software with augmented-reality navigation, an improved voice assistant and USB-C charge ports. The G580 also has a standard Burmester 3D surround sound system, a new steering wheel, 64-color ambient lighting, climate-controlled cupholders, an optional dashcam, and an optional rear-seat entertainment system with dual 11.6-inch touchscreens. The new G-Class is also available with keyless entry for the first time ever.

The G-Class EV is a lot cheaper than I was expecting it to be, too. In Europe it will carry a starting price of around €120,000 excluding the VAT, the equivalent of approximately $128,000 — an increase of about $10,000 compared to a G500. Now, the Euro-spec G-wagen doesn’t come with as much standard equipment as the U.S. model does, with pre-facelift G550 starting at around $144,000 in the U.S., so expect our G580 to carry a starting price somewhere in the $160,000 range. (In the U.S. the G63 starts at just under $185,000.)

For the 2025 model year the G580 will be exclusively offered in the special Edition One launch trim. It will come in one of five colors: Arabian Grey, Moonlight White Magno, Moonlight White Metallic, Obsidian Black Metallic, and South Sea Blue Magno (seen in some of these photos). It gets the AMG Line and Night packages, black 20-inch wheels, silver running boards, blue accents in the exterior trim strips, blue brake calipers, a dual-color cargo box, and puddle lamps that say “Stronger Than Time.” The Edition One also comes with Silver Pearl and Black Nappa leather, blue stitching and blue accents in the carbon-fiber interior trim, and standard features including the G-Roar and active multicontour seats.

Exact launch timing hasn’t been announced yet, but the G580 EV should be on sale in the U.S. sometime in the second half of 2024. If there’s anything you want to know about the electric G-Class, or its facelifted gas-powered siblings, I’ll be at the first-drive event next week.

Tesla’s first-quarter earnings call for 2024 is tonight, and it’s shaping up to be a rough one. The stock is nosediving, and investors desperately want Elon Musk to right the ship — and, in doing so, reinspire their confidence in the company’s continued ability to generate returns.

Investors are concerned with profit margins, delivery figures, and the ever-present rumor of the entry-level model’s cancellation. Tesla has already put out the major announcement of the Model 3 Performance today, which doesn’t bode well for the earnings call itself — what’s the company hiding behind all that media flash?

While the Model 3 announcement appears to have righted Tesla’s stock price for the time being — though it may simply be trading flat on market uncertainty leading into the upcoming call — analysts appear torn on the company’s trajectory. Nasdaq quotes 12-month price targets from analysts as ranging from $310/share all the way down to just $22.86. Functionally, based on a current price of $144.92, that’s a double or nothing bet. Overall, estimates point to a slight rise over the next year.

As more competitors enter the EV space — and do so with better and better cars — Tesla is hitting a watershed moment. Demand for EVs may increase, particularly as ICE engines are phased out and regulatory structures encourage the shift to electrification, but demand for Teslas may not. Will the company maintain its dominance over EVs, or will more traditional automakers win out?

We’ll be tuning in to Tesla’s investor call at 5:30 PM Eastern, and live reacting here to all the statements, questions, and investor concerns. Will Musk explain away the company’s issues sufficiently, or will shares continue to tumble when the market bell rings tomorrow morning? Let’s find out together.

Update: 4/23/24 5:35 PM: We’re live! Pull up a chair and your slide deck, let’s get this thing started. We’re beginning with opening marks from Elon Musk, starting by talking about the $25,000 entry-level car, which he claims will be built on the same production lines as the existing models.

Update: 4/23/24 5:39 PM: Musk is talking up the latest semi-autonomous software, and doubling down on his commitment to robotaxis and a computer vision-only approach. Humans can drive with just a pair of eyes, but it’s not quite the same for cars. Maybe if you want to give them a few million years of evolution, they could figure it out.

Tesla (TSLA) stock jumped in post-market trading after the company said it would accelerate the launch of more affordable vehicles.

“We have updated our future vehicle line-up to accelerate the launch of new models ahead of our previously communicated start of production in the second half of 2025,” Tesla said in its first quarter shareholder release. “These new vehicles, including more affordable models, will utilize aspects of the next generation platform as well as aspects of our current platforms, and will be able to be produced on the same manufacturing lines as our current vehicle line-up.”

Despite Tesla reporting a revenue and earnings miss, investors seemingly cheered the a much-needed update on the EV maker’s current and future prospects as investor sentiment has slid dramatically in 2024. Tesla shares were up over 6% in after-hours trade.

For the quarter, Tesla reported adjusted earnings per share of $0.45 ($0.52 had been forecast by analysts) on top-line revenue of $21.30 billion ($22.31 billion estimated), per Bloomberg consensus estimates. It was Tesla’s first drop in revenue in four years.

On the profitability front, Tesla reported $1.2 billion ($1.49 billion estimated) in operating profit, and $1.5 billion in adjusted net income ($1.79 billion estimated ).

Tesla also showed preview images of a ridehailing feature of Tesla’s app, perhaps showing how a Tesla robotaxi could work. 

In terms of delivery guidance, Tesla said it still sees “notably lower volume,” echoing what the company said in its Q4 earnings report.

Prior to Tesla’s Q1 report, shares were hit hard this year after the company reported Q4 results that disappointed, issued weak and non-specific 2024 delivery guidance, missed on Q1 deliveries, and did not refute reports of the demise of a sub-$30,000 volume EV. 

The revenue drop and profitability slide follow a weaker-than-expected quarter of sales for Tesla. In Q1, Tesla reported 386,810 global deliveries, well below estimates of 449,080, and produced 433,371 vehicles, also below estimates of 452,976.

The difference of around 46,500 vehicles produced versus sold led to concerns of demand waning globally for Tesla vehicles, which in turn has led to round after round of price cuts. On Monday, Tesla cut prices for vehicles in the U.S. and China, leading to weakness in the stock during the day.

Nonetheless, Tesla confirming that the long-awaited next-generation platform would underpin a sub-$30,000 mainstream EV (dubbed the Model 2) is a huge deal for investors, many of whom had seen the low-cost EV as a volume play for Tesla, one that would use a revolutionary “unboxed” production line to make these vehicles cheaply. 

After Reuters reported that Tesla was canceling the cheaper EV, Musk responded on X, formerly Twitter, that Reuters was “lying (again)” before returning to the platform later to announce the unveiling of the robotaxi, generally understood to have no steering wheel or pedals. 

It appears both a robotaxi and cheaper EV are both on the table for Tesla.

“Our purpose-built robotaxi product will continue to pursue a revolutionary “unboxed” manufacturing strategy,” Tesla said in the earnings release.

This story is developing. Check back for updates.

Pras Subramanian is a reporter for Yahoo Finance. You can follow him on Twitter and on Instagram.

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Not only do you not see this often, we don’t recall seeing this ever. Last year, the Circuit of the Americas (COTA) sold more than 10,000 general admission tickets for this year’s U.S. Grand Prix that happens Oct. 18-20. The early bird price for the three-day passes was $299. Now COTA wants to buy those tickets back from the purchasers for $350 apiece, so that COTA can resell them for an even higher price once the venue announces this year’s musical act. COTA hosts concerts on the Friday and Saturday of the race weekend, often booking two marquee musical acts to play as evening headliners. In 2022, Green Day played Friday evening, Ed Sheeran on Saturday; in 2023, Queen and Adam Lambert played Saturday. At some point after last year’s early ticket sales, COTA locked in an artist (or band) for this year it thinks will bring all the music lovers to the yard — and it wants to charge them more than $299. 

Event organizers plan to announce the act on April 29; the offer is open from now until May 6 — which, as organizers have admitted, gives $299 ticket holders plenty of time to sell their tickets using other means that yield a higher profit than $60. The track told CNN that the new ticket price will remain below $400 (hint: $399). 

Who could the act be? The track isn’t giving hints other than to say it hasn’t hosted a star this big since Taylor Swift. With Swift being the biggest musical act in the world at the moment, having just just released a new album while her record-breaking Eras Tour continues with U.S. and international dates throughout December 2024, we wonder if COTA’s pulling a sly one and has managed to get Swift again. Her concert dates show her returning to the U.S. for the final leg of the Eras Tour, landing in Miami for a three-day run at the Hard Rock over the three days of the U.S. Grand Prix. Theoretically, that rules her out.

Could be a big vintage act like Bruce Springsteen or The Eagles or Madonna (all also touring this year), but that feels like a long shot. The name that feels like both more likely and like an even longer shot, but that satisfies the star criteria and COTA’s hare-brained buyback scheme: Beyoncé. Her Renaissance Tour ended last October, but her Cowboy Carter album — which is the second piece of her planned Renaissance trilogy — came out earlier this month. She hit the top of the country charts with it. The website for the album features lots of Texas-based scenes. One of the first two singles released is called “Texas Hold ‘Em.” There will be a Cowboy Carter tour, although it hasn’t been announced yet, and knowing Beyoncé, it could take longer than a year to choreograph and arrange. But why not a one-off show to kick up dust while the Beyhive waits for the big run? And Queen Bey was born in Houston, less than three hours up the road from Austin.

Enough prognosticating, we’ll find out in six days who’s got COTA counting its losses six months before the event. Any money on Nickelback?         

دیترویت – جنرال موتورز روز سه شنبه نتایج سه ماهه ای را منتشر کرد که بالاتر از اهداف وال استریت بود و پیش بینی سالانه خود را افزایش داد، با استناد به قیمت گذاری و تقاضای ثابت برای خودروهای موتور گازی خود، سهام را 5 درصد افزایش داد.

خودروساز میشیگان پیش بینی سود پیش از مالیات تعدیل شده خود را برای سال به 12.5 تا 14.5 میلیارد دلار افزایش داد که از محدوده قبلی 12 تا 14 میلیارد دلار بود.

پل جاکوبسون، مدیر مالی جنرال موتورز، گفت: «مصرف‌کننده ما در این دوره از نرخ‌های بهره بالاتر انعطاف‌پذیر بوده است.

او گفت که تقاضا در سه ماهه اول به خوبی حفظ شد و قیمت ها در آوریل ثابت بود، اما جنرال موتورز همچنان در حال برنامه ریزی برای کاهش 2 درصدی قیمت ها به 2-1/2 درصد برای بقیه سال است.

علیرغم مشکلات این شرکت در چین و خودروهای برقی، قیمت گذاری خودروهای قوی تر از حد انتظار با کامیون های بنزینی، سرمایه گذاران را راضی کرد.

تیم پیچوسکی، مدیر پورتفولیوی ACR Alpine Capital Research در سنت لوئیس، که مالک سهام جنرال موتورز است، گفت: «این واقعیت وجود دارد که قیمت‌گذاری برای مدت طولانی‌تر از آنچه که پیش‌بینی می‌شد قوی‌تر می‌ماند.

وی افزود: موتور این شرکت در این مرحله کامیون و شاسی بلند است. آنها فقط سود قابل توجه و جریان نقدی آزاد ایجاد می کنند که به تامین مالی طرح های EV ادامه خواهد داد.

برخی از تحلیلگران محتاط تر بودند.

گرت نلسون، تحلیلگر CFRA Research، در یادداشتی تحقیقاتی گفت جنرال موتورز ممکن است در کوتاه مدت و میان مدت به دلیل کمبود خودروهای هیبریدی بنزینی-الکتریکی، سهم بیشتری از بازار را از دست بدهد و جریان نقدینگی به دلیل هزینه های برنامه ریزی شده سنگین برای خودروهای الکتریکی با مشکل مواجه خواهد شد.

این خودروساز گزارش داد که درآمد خالص در سه ماهه اول 24.4 درصد نسبت به دوره سال قبل افزایش یافته و به 3 میلیارد دلار رسیده است، در حالی که درآمد 7.6 درصد افزایش یافته و به 43 میلیارد دلار رسیده است.

بر اساس داده های LSEG، سود تعدیل شده هر سهم 2.62 دلار از میانگین هدف وال استریت 2.15 دلار پیشی گرفت. درآمد در سه ماهه مارس بالاتر از هدف وال استریت 41.9 میلیارد دلار بود.

در حالی که این شرکت سال 2024 را قوی آغاز کرد، مدیرعامل مری بارا هنوز دو چالش بزرگ در پیش دارد: چرخش کاهش فروش جنرال موتورز در چین و نجات کروز، واحد روباتاکسی آن.

شرکت کروز اواخر سال گذشته پس از اینکه یکی از خودروهای خودران خود زنی را به خیابانی در سانفرانسیسکو کشید، فعالیت خود را متوقف کرد. مقامات این شرکت در اوایل سال جاری به اشتراک گذاشتند که جنرال موتورز هزینه های این واحد را یک میلیارد دلار کاهش خواهد داد. کسب و کار روباتاکسی در سال گذشته 2.7 میلیارد دلار از دست داد، بدون احتساب 500 میلیون دلار هزینه های بازسازی که در سه ماهه چهارم به دلیل کاهش کارکنان این واحد متحمل شد. جنرال موتورز در سه ماهه اول 400 میلیون دلار برای کروز هزینه کرد و انتظار دارد هزینه های کل سال به حدود 1.7 میلیارد دلار برسد.

بارا با اشاره به بازگشت وسایل نقلیه خود به جاده‌های فینیکس، آریزونا، در اوایل ماه جاری، با رانندگان انسانی و بدون مسافر، گفت که تجارت در حال پیشرفت است. او در یک کنفرانس تلفنی به تحلیلگران گفت که جنرال موتورز در حال بررسی عملیات مالی برای کروز، از جمله سرمایه گذاری خارجی است.

تجارت جنرال موتورز در چین – که قبلاً بزرگترین بازار این خودروساز بود – نیز دچار تزلزل شده است. خودروسازان چینی و تسلا با کمک کاهش شدید قیمت ها و ارائه فناوری های به روز، سهم بازار را در منطقه به دست آورده اند.

جنرال موتورز در این سه ماهه 106 میلیون دلار در چین از دست داد، که جیکوبسون به خبرنگاران گفت که کمتر از انتظار تیمش بوده است، زیرا از طریق موجودی کار می کرد.

جاکوبسون گفت که شرکت انتظار دارد برای سه ماهه دوم و سال سود در چین داشته باشد. بارا در پاسخ به این سوال که آیا جنرال موتورز کسب و کار خود را در آنجا می بندد یا می فروشد، گفت که جنرال موتورز متعهد طولانی مدت به بزرگترین بازار خودروی جهان است.

او درباره چین گفت: “جایی برای بازی و رشد سهم جنرال موتورز وجود دارد.”

این خودروساز و رقیبش فورد موتور روی سود حاصل از کامیون‌های موتور بنزینی حساب می‌کنند تا نگرانی سرمایه‌گذاران را کاهش دهند، زیرا سرمایه‌گذاران همچنان به سرمایه‌گذاری در توسعه پرهزینه خودروهای برقی ادامه می‌دهند. جنرال موتورز گفت که بیش از 3 امتیاز از سهم بازار پیکاپ‌های فول سایز را در سه ماهه از رقبای خود از جمله فورد و استلانتیس به دست آورده است.

جنرال موتورز نتایج مالی کسب و کار خودروهای برقی خود را به دست نیاورده است، اما جاکوبسون به پیش بینی های قبلی برای کسب سود پایبند بود. او همچنان انتظار دارد که سود متغییر نامیده می شود که هزینه های ثابت را حذف می کند تا نیمه دوم سال 2024 مثبت شود.

بارا گفت: «ما همچنان شاهد بهبودهای متوالی و سال به سال در سودآوری هستیم زیرا از بهبود مقیاس، هزینه مواد و ترکیب سود می‌بریم.

بارا گفت که سرمایه‌گذاری مشترک این شرکت با LG Energy Solution، به نام سلول‌های Ultium، در حال افزایش تولید سلول‌های باتری در کارخانه‌های اوهایو و تنسی است.

سوالات در مورد بازار خودروهای باتری دار افزایش یافته است زیرا تسلا، رهبر خودروهای برقی، بیش از 10 درصد از کارکنان جهانی خود را در اوایل این ماه اخراج کرد و قیمت مدل های خود را در چندین بازار کاهش داد.

طبق داده‌های LSEG، تسلا درآمدهای سه ماهه خود را در روز سه‌شنبه منتشر می‌کند و انتظار می‌رود که سازنده خودروهای برقی اولین کاهش درآمد و کمترین حاشیه ناخالص خود را در نزدیک به چهار سال گذشته به ثبت برساند.

جنرال موتورز در سال گذشته به دنبال دستیابی به یک توافق پرهزینه جدید کار با اتحادیه کارگران اتومبیل متحد، بازخرید سهام 10 میلیارد دلاری را مشخص کرد. بارا گفت که اولین بخش از این در سه ماهه اول تکمیل شد و شرکت در مسیر کاهش تعداد سهام باقیمانده خود به زیر 1 میلیارد است.

A few months ago we shared spy photos of the new Kia Tasman, the brand’s first pickup truck. Designed primarily for Australia, Africa and the Middle East to do battle with trucks like the Ford Ranger and Toyota Hilux, the midsize body-on-frame Tasman is rapidly approaching its debut, and Kia just released the first official teaser image. Despite the wrap designed by New Zealand–based artist Richard Boyd-Dunlop, we can see the Tasman will have the strangest styling of any pickup on sale — and I think that’s a good thing.

The Tasman has super blocky, upright proportions with a blunt face that reminds me of a hippo. Small headlight pods are pushed to the corners, and there’s a snout-like grille opening above a prominent bumper. The headlights flow into black plastic boxed fender flares that look pretty cool, and the Tasman has chunky all-terrain tires.

We can also see a kicked-up C-pillar, some nice crisp surfacing lines along the sides, steps set into the rear bumper, and taillights that protrude from the rear corners. Overall it’s a distinctive thing so far, certainly not just a rehash of any existing trucks. Kia has been taking extremely bold styling risks with new cars like the EV6, EV9 and K4, and the risks have paid off — 2023 was the brand’s best sales year ever. If Kia really wants to compete in such a competitive market, it needs to stand out, and it seems like the Tasman will do exactly that.

Still, we don’t know many details about the Tasman’s mechanicals or powertrains, which are obviously of huge importance to truck buyers. Previous reports have said the Tasman will get a turbodiesel 2.2-liter engine with an automatic or a manual, and it could get Kia’s twin-turbo 3.3-liter V6, too. This is what Kia’s press release had to say about the Tasman’s positioning:

The concept of ‘The Path Never Taken’ embodies the adventurous spirit of the Kia Tasman, which will inspire customers to embark on journeys filled with discovery and adventure in a vehicle that prioritizes reliability and performance. Through this theme, the Kia Tasman will lead people towards unknown and beautiful landscapes. In addition to effortlessly fulfilling the role of a work-orientated pickup, the Tasman is designed to meet customers’ diverse personal needs. Suitable for a demanding 24/7 lifestyle, Kia’s versatile truck will support even the most extreme leisure activities.

Despite the truck looking basically ready, Kia says the Tasman won’t debut until 2025. Tasman prototypes have been spotted testing in the U.S., and while that doesn’t necessarily mean the truck will be sold here, Kia has previously talked about developing trucks for the U.S. market, and strong rumors have pointed to the Tasman being offered in America. As long as Kia nails the truck stuff, the combo of the brand’s quirky design and excellent value could make it a winner.

Tesla on Tuesday revealed an updated Model 3 Performance, which joins the rest of the refreshed Model 3 lineup, codenamed Highland.

The dual-motor all-wheel drive Model 3 Performance boasts 510 hp and 546 lb-ft of torque, which Tesla says will get it from 0-60 mph in 2.9 seconds and on to a top speed of 163 mph. Range is estimated at 296 miles, compared to 341 miles for the Long Range All-Wheel Drive, the current range champ of the Model 3 lineup.

Fourth-generation drive units deliver more consistent performance with a 22% increase in continuous power output, a 32% increase in peak power output, and a 16% increase in peak torque, according to Tesla. Energy consumption is said to be lower than that of the previous Model 3 Performance.

Tesla Model 3 Performance

The updated Model 3 Performance also gets adaptive damping and 20-inch forged and staggered wheels with Pirelli P Zero 4 tires. Tesla claims to have improved Track Mode with motor and suspension controls, powertrain cooling controls, and the car’s vehicle dynamics controller now working together seamlessly.

The Model 3 Performance gets similar styling to other refreshed Model 3 variants. Tesla claims a 5% reduction in drag, a 36% lift reduction, and a 55% improvement in front/rear lift balance compared to the previous Model 3 Performance. Inside, Performance models get new sport seats on top of the interior changes from the rest of the lineup, which include a larger horizontal touchscreen and the elimination of control stalks.

Tesla Model 3 Performance

Pricing starts at $52,990 before destination, making the Performance the most expensive Model 3. The Long Range All-Wheel Drive starts at $47,740, while the base Rear-Wheel Drive starts at $38,990. The Model 3 Performance is available to order now, and it’s likely the Tesla Model Y crossover will get similar updates soon as well.

لندرور (تقریباً) همه چیز را با نمونه اولیه رنجروور الکتریکی جدید ارائه کرده است، و وسیله نقلیه را در چیزی جز رنگ مشکی مسطح استتار کرده است. آزمايش كنندگان آزمايش شكنجه جهاني خود را آغاز كرده اند و محدوده آينده را در ميان درياچه هاي يخ زده سوئد مي گذرانند كه حدس مي زنيم Arjeplog است، يكي از نقاط مطلوب براي آزمايش رانش خودرو و رانش برف در -40 درجه فارنهايت.

سوء ظن ما از اولین تیزرها تأیید شد، این که پرچمدار تمام اندازه از نظر ظاهری از نسخه های مجهز به ICE فاصله زیادی نخواهد داشت. طراحی مینیمالیستی تمام وجود دارد، تا جلوپنجره و ورودی پایین. قسمت بالایی یک پانل مسطح در نمونه اولیه نیست، شکل آن شبیه به خودروی استاندارد است. در زیر، میله‌های دوقلو برجسته‌شده می‌تواند نشانه اصلی خودروی الکتریکی باشد، که چگونه از همتایان معمولی خود از راه دور گفته می‌شود. تیزر قبلی همچنین درپوش‌های مرکزی چرخ‌ها را نشان می‌داد که روی آنها “EV” نوشته شده بود. البته هر یک از اینها را می توان برای تولید بهینه کرد.

این اخبار خودرو خط لوله محصولات آینده می گوید که انتظار یک پیشرانه دو موتوره را داریم. تنها چیزی که در مورد خروجی می دانیم وعده “سطوح عملکرد V8” است. از آنجایی که می توان انتظار داشت که مدل باتری-الکتریک وزنی بیش از تریم SV 5985 پوندی با موتور ICE داشته باشد، ما به دنبال خروجی نسخه الکتریکی هستیم که با حس 523 اسب بخار قدرت و 553 پوند فوت گشتاور مطابقت داشته باشد. SV از موتور 8 سیلندر 4.0 لیتری توئین توربوی بی ام و می گیرد. یک معماری 800 ولتی، زمان پر کردن سریع باتری را تضمین می کند.

این پیشرانه هر چه که باشد، خودروساز آن را در داخل خود می‌سازد – باتری، واحدهای محرک الکتریکی و نرم‌افزار – و مونتاژ آن در کارخانه‌ای که محدوده‌های با موتور ICE را می‌سازد. این نشان دهنده تغییری نسبت به تنها خودروی برقی دیگر گروه JLR تا به امروز، جگوار I-Pace است.

لندروور می‌گوید نرم‌افزار طراحی‌شده‌اش برای کنترل کشش مسئولیت هر واحد درایو را به‌جای برقراری ارتباط با یک پردازنده مرکزی که از ABS برای بازیابی کشش استفاده می‌کند، می‌سازد. این هدف در هر خودروی الکتریکی خواهد بود – به‌ویژه بی‌ام‌و که در مورد خودروهای الکتریکی آینده‌اش صحبت می‌کند – به دلیل زمان پاسخ‌دهی بسیار سریع‌تر. لندرور می گوید زمان واکنش گشتاور از حدود 100 میلی ثانیه با پردازنده و ABS به کمتر از یک میلی ثانیه کاهش می یابد.

احتمالاً برای اولین بار در اواخر سال جاری طراحی شده است. پس از راه‌اندازی، نسخه‌های باتری‌دار Defender و Velar احتمالاً به عنوان بخشی از به‌روزرسانی برنامه‌ریزی‌شده کل خط تولید لندروور عرضه خواهند شد.