Norwegian battery firm Freyr has canceled plans for a Georgia factory that would have supplied batteries for energy storage.

First reported by the Newman Times-Herald of Newman, Georgia, Freyr confirmed plans to cancel the factory in a letter to the local Coweta County Development Authority dated Jan. 21, and in a Thursday meeting with the authority. Freyr also told the Georgia Department of Community Affairs that it would repay grants and incentives tied to the factory project.

Rendering of proposed Freyr

Announced in November 2022 and branded “Giga America,” the factory would have sat on a 368-acre site in Coweta County, which is on the southwestern edge of the Atlanta metropolitan area. Production was due to be stepped up in phases, starting with a $1.7 billion investment to build out 34 gigawatt-hours of annual production capacity. A second phase was to add more cell production lines and bring total investment to $2.6 billion by 2029.

Rising interest rates, falling battery prices, and a change in leadership at Freyr all contributed to the decision, Jason Peace, the company’s senior vice president of business development, said in an interview with The Newman-Times Herald.

Although oddly omitted in the original report, it’s hard to imagine that policies of the Trump administration pulling back on incentives for renewables wasn’t also a significant factor in this loss of potential Georgia jobs.

Rendering of proposed Freyr

Freyr is also not on totally solid financial footing, the newspaper added. In its third-quarter 2024 financial results, the company reported a net loss of $27.5 million, compared to $9.8 million for the same period in 2023. Peace told authority members that Freyr had been burning cash to get the battery plant built, and was now looking at a nearly-finished solar-panel plant in Texas as an alternative, quicker way to generate revenue.

Rivian, meanwhile, still appears to be moving ahead with plans for an EV assembly plant about an hour from downtown Atlanta. The plant was announced in 2021 and originally scheduled to open in 2024, but Rivian then paused construction. As a result, the opening was first pushed back to 2027, and then 2028, with a $6.6 billion conditional loan from the Department of Energy potentially helping get it across the line.

• Revero PHEV production continues now, limited-edition Invictus arrives in 2025
• Gyesera in 2026 debuts new look, composite body
• Kaveya supercar in late 2026 goes fully electric, embraces Intel architecture
• Karma’s push to power fleets and commercial vehicles has faded

It’s been more than ten years since California-based Karma Automotive initially formed with funding from the Chinese parts supplier Wanxiang Group and the assets of then-defunct Fisker Automotive. 

Since then, Karma has teased a number of concept and limited-edition vehicles, along with several about-faces in business direction, all while both refining its plug-in series hybrid tech and working toward a mix of PHEVs and fully electric models in the future. Karma highlights that it engineers, designs and manufactures its vehicles in Southern California. 

Although Karma’s long-term funding situation remains unclear, it also has serious aspirations to be a technology supplier to other automakers and the industry, as evidenced by its 2024 acquisition of the tech assets and IP of over-the-air software update pioneer Airbiquity, and of its recent confirmation of a technology partnership with Intel Automotive—including co-branded inverters and more—aimed at creating and refining the architecture and software for next-gen software-defined vehicles. 

“We’ve integrated that, and we continue to evolve our software platform, that’s a very, very big focus for us,” said Karma CEO Marques McCammon, of the Airbiquity acquisition. And its upcoming Kaveya is set to act as a “living development prototype” for the Intel architecture.

Intel Automotive and Karma

But last month, in a comprehensive interview with Green Car Reports, McCammon laid out that amid this, its primary goal remains to be a tech-forward ultra-luxury automaker—with a ramped-up slate of models and an annual volume greater than what it’s managed to make cumulatively in its 10+ years. 

Karma has some heavy lifting to get there. Its only current model, the Revero, returned in the fall after a production pause earlier in 2024, and McCammon confirmed that it’s once again being delivered. Deliveries in recent years have landed below a hundred vehicles a year; and it earlier last year summed that it had delivered a cumulative 1,000 vehicles—over its entire history.

“I have no intention of claiming 50,000 or 100,000 units,” said McCammon when asked about annual volume targets. Instead, he offered, “3,000-5,000 units is where I want to be.” 

“I can be at the ultra-luxury or exotic level and I can lean into the technology aggressively, and I’m small so I can move fast,” he said, summing up the philosophy. “And then I can share it.”

Sitting down with McCammon right in the middle of West Hall at CES, bustling with automotive tech and mobility suppliers, we had the CEO run through what will get him to annual production and sales of thousands rather than hundreds, and of the kind of desirability that will nurture that Karma as a tech supplier. 

Karma Revero GTS

Karma Revero, EREV series-hybrids remain the foundation

The Revero (also called the Karma GS-6 for a brief time) is a continuation of the Fisker Karma, which was first delivered in 2011. It carries most key aspects of the original Karma’s design forward but matches it with a revamped powertrain and updated interior. The plug-in series-hybrid propulsion system was featured in the Fisker Karma and is derived from a Quantum Technologies system originally developed for military vehicles. But Karma has extensively revamped that since Fisker days, with a more powerful and refined 1.5-liter BMW turbo-3 and bigger 28-kwh battery pack introduced for 2020.

In Karma’s so-called EREV system, the gasoline engine runs a generator when needed, while a dual-motor propulsion system produces 536 hp with additional electricity from the engine—delivering a 4.5-second 0-60 mph time—or 476 hp without the engine starting. The Revero was EPA-rated at 61 miles for the 2020 model year and specs haven’t changed significantly since then.

With it, the Revero is one of the few plug-in hybrid models on the market that can fast-charge. On an easy-to-find 50-kw CCS connector it can get to 80% in 24 minutes, according to Karma—so a quick charge during lunch might allow you more than 100 electric miles over the course of the day. 

Karma Revero Invictus

Karma Revero Invictus

Karma Revero Invictus

Invictus transforms Revero, adds performance focus

The Karma Invictus comes next—later this year. As a special edition of the Revero, it’s set to be built around “a chassis more tightly refined for performance,” said McCammon, and it will weigh less overall than Revero. 

Karma has promised performance upfits including Öhlins dampers, Swift springs, and Pilot Sport 4S tires for the Invictus.

“We replace aluminum paddles with carbon; we lighten the vehicle up and we make it a fun driving machine; and then we do some really trick things on the interior, like hand-stitched themes where we draw from the Chrysler Building in New York,” said McCammon. “It’s very Art Deco—a collectible car.”

The Karma and Invictus will continue to take advantage of Karma’s body shop in Moreno Valley, California, which was configured to build a whole set of vehicles all starting with the same aluminum space frame. 

Karma Gyesera

Karma Gyesera

Karma Gyesera

Gyesera embraces composite body, new look

After Invictus comes the Gyesera, which McCammon described as a “new rebodied car.” 

“It’s a whole new interior, whole new exterior, we’re moving away from aluminum for the body, and we’re focusing more on composite, so we have lighter weight, more high-performance, more exotic, frankly.”

Work on the composite body is being done partly in house and partly with suppliers. Its shop in California can paint composite panels but not make them. It’s specced and designed, then shipped in.

The Gyesera was originally due in 2024, and when we asked McCammon when it was arriving instead, he hinted that it’s changed direction over time. Although the Gyesera was originally supposed to be the first departure from that range extender, he suggested it will likely instead be a plug-in hybrid. 

“We’ve been actively reevaluating that since June of last year, just because of the shift in market perception around EVs,” he said. “Right now with our EREV, I don’t know of anyone in the world—no one in North America—has an EV-only range of up to 80 miles.”

Sometime beyond the Gyesera, Karma has also suggested that a plug-in hybrid SUV might be in the way—maybe one like the Karma Ivara concept shown last year. 

Karma Kaveya concept

1,000-hp Kaveya EV supercar tests Intel architecture

The exotic-looking, fully electric Karma Kaveya comes next, in late 2026—or perhaps sooner, hinted McCammon. It will produce 1,000 hp and be capable of accelerating to 60 mph in the vicinity of two seconds. 

Although the Kaveya looks completely different, it will still build on Karma’s physical platform—meaning its aluminum space-frame layout and some of the chassis pieces, still allowing lots of commonality despite the adoption of the Intel whole-vehicle electrical architecture. 

“We can change the spine, the length, the height, and don’t have to change the fundamental platform,” said McCammon. “So we can translate from a Revero or Gyesera to Kaveya and still have 40-plus-percent common content.”

Karma EREV E-Flex van concept

Commercial vehicles on the sidelines, design up front

Karma still plans to support commercial vehicles on its platform, McCammon said, but it won’t be at the core of the business—as it appeared to be in 2021 when it announced that it would go after the electrified bus, RV, and box-truck market with a “Powered by Karma” banner. The focus will instead be on passenger vehicles, and specifically those at the upper end of the market—“American ultra-luxury,” as McCammon put it. 

Based on the use case, its propulsion platform could have different configurations, including some built around 400 volts and others around 800 volts. That could include 800-volt versions for a super coupe or a crossover—allowing faster charging, among other advantages—plus a 400-volt version for commercial vehicles.  

Karma Everyday BEV E-Flex platform

In addition to technology, design is the second key point that will get Karma to higher but still-exclusive volumes, the CEO explained—and between VP of design Michelle Christensen and Nick David as interior design director, they’re working as a team to give the vehicles a fresh look.

”I asked Michelle to take everything she has done in the studio and translate it into our entire brand experience,” McCammon explained. “Nick continues to work on the vehicle, but now she’s expanding that so every touch point of Karma has the same aesthetic.”

While Karma isn’t wound up in a typical startup hype cycle, it’s still trying to prove itself with finite resources. What it might deliver in tech and design all its own is still taking form—but it’s due very soon.

• 2025 Forester Hybrid doesn’t have a charge port
• Subaru suggests 35 mpg or better combined
• Subaru hopes to sell nearly a third of Foresters in hybrid form
• 2026 Subaru Forester Hybrid models will be made in Indiana

The 2025 Subaru Forester Hybrid isn’t the brand’s first hybrid, but it’s Subaru’s first hybrid truly set for the mass market. 

Due to arrive at U.S. dealerships this spring, the Forester Hybrid won’t be limited to low volume, kept to particular states, or limited to one or two trims. It’s being offered in a range of versions, starting at $36,415, including the $1,420 destination fee, Subaru revealed Thursday with the release of pricing and specifications at the Chicago auto show.

The Forester Hybrid, which is part of an accelerated rollout of Subaru EVs and hybrids rolling out over the next several years, costs about $3,000 more than an equivalent non-hybrid for most of the lineup (or only $1,305 more in top-trim Touring form). To make it worth that premium, Subaru focused on pragmatic aspects, including serious gas-mileage gains and a performance advantage, while maintaining the kind of all-wheel-drive ability it says its customers look for—and making sure there aren’t any packaging sacrifices in opting for the hybrid.

2025 Subaru Forester Hybrid

2025 Forester Hybrid efficiency: Around 35 mpg?

Efficiency-wise, Subaru expects that the Forester Hybrid will return up to 40% better fuel economy on the EPA city cycle and up to 25% better fuel economy on the combined cycle. Currently the Forester gets up to 26 mpg city and 33 highway, with 29 mpg combined, with Sport and Touring versions at 25/32/28 mpg, so we anticipate the Hybrid to meet or beat 35 mpg combined.  

At around 3,900 pounds depending on the version, the Forester Hybrid weighs about 300 pounds more than the non-hybrid, and its combined output is 194 hp—just 14 hp more than non-hybrid Forester models. Yet the more robust torque delivery of the system yields an acceleration edge for the hybrid, especially at highway speeds. Passing times have improved 10-15%, it says.

Subaru has carried over two hallmarks of the brand: its all-wheel drive system, and its “boxer” flat-4 gasoline engine—here in Atkinson-cycle format, with the 2.5-liter flat-4 making 180 hp. But what’s between those core components is different. In place of its Lineartronic continuously variable automatic transmission (CVT), there’s a version of Toyota’s planetary-gear hybrid system, engineered to Subaru’s needs and featuring a stronger traction motor. 

2025 Subaru Forester Hybrid – hybrid system layout

Same Symmetrical AWD system as other Subarus

For delivering all-wheel drive, the Forester Hybrid employs what’s essentially the same torque distribution system as other automatic-transmission Subaru models. That means an electronically controlled (and electrically actuated) wet multi-plate clutch pack apportioning torque to the front or rear wheels as appropriate for the conditions or driving dynamics. 

That’s a different approach than the Toyota RAV4 Hybrid, for instance, which relies on a separate 54-hp rear motor, mounted at the rear wheels. Subaru says that approach doesn’t allow the system to provide nearly as much power at the rear wheels as it potentially can at the front wheels. 

Because of Subaru’s approach, the Forester Hybrid has a larger traction motor in front than what Toyota uses in the RAV4—although the RAV4 achieves 40 mpg combined.

To adapt to the weight gain and slightly different weight distribution, Subaru retuned the suspension, although its 8.7 inches of ground clearance is the same as that of base gasoline Foresters. 

The Forester Hybrid gets an SI-Drive sport mode as well as its X-Mode system, tuning the behavior of the all-wheel-drive and traction systems for various terrains, as well as Hill Descent Control. The hybrid system can tap into six simulated ratios, allowing somewhat more engine braking and regenerative braking, but based on previous experiences with such a feature in Toyota models it’s likely to be very mild in both respects. 

You might not easily be able to tell the Forester Hybrid apart from other models in the Forester lineup, outside of badging for the fenders and tailgate. But it will be available in an exclusive Daybreak Blue hue, and a contrasting black roof will be offered with some of its exterior colors. The Hybrid will also mark the debut of the brand’s first certified-animal-free StarTex upholstery.

2025 Subaru Forester Hybrid

Forester Hybrid comfort, cargo space carry over

The roomy interior of this model is otherwise unchanged, and the Forester Hybrid’s 1.1-kwh lithium-ion battery pack fits directly under the cargo floor but doesn’t change cargo space, seat folding, or the shape of the floor. The only very small difference is that on the driver’s side of the cargo area there’s a cooling duct rather than a storage pocket. 

The Forester lineup was fully redesigned for 2025, and we’ve already taken note that Subaru has advanced cabin quiet and ride comfort to another level with the latest non-hybrid Forester models; so we’re expecting it to carry forward to the Hybrid, too. 

Features and standard equipment are comparable to non-hybrid Foresters, with Premium, Sport, Limited, and Touring trims in parallel to all but the non-hybrid Forester’s Base trim. 

Forester Premium Hybrid models start at $36,415 and include a power rear tailgate, 12.3-inch digital gauge cluster, and 18-inch alloy wheels. 

The Sport Hybrid, for $39,415, adds premium audio, synthetic leather upholstery, and 19-inch alloys. The $40,830 Forester Hybrid Limited adds navigation, a heated steering wheel, a power passenger seat, and blue accent stitching. Top Touring versions of the Forester Hybrid, at $43,115, get a leather interior with suede-like inserts and a real leather steering wheel, plus cooled front seats and heated outboard rear seats, and a two-tone finish is available. Of note is that there’s no Forester Hybrid without the power sunroof. 

These models have the latest version of its EyeSight suite of driver-assistance and active-safety features, including adaptive cruise control. At the Sport level the Hybrid gets reverse automatic emergency braking, and at the Touring level it adds a surround-view camera system and driver monitoring.

2025 Subaru Forester Hybrid

2025 Forester Hybrid from Japan, 2026 U.S.-made

Initial 2025 Forester Hybrids, like non-hybrid models, will come from Japan. But that all changes with the 2026 model year. All 2026 Forester models will be U.S.-made, in Indiana—including the Forester Hybrid, non-hybrid Foresters, and the new Forester Wilderness also confirmed at Chicago. 

Subaru also has the 2026 Crosstrek Hybrid set for a fall arrival. While that won’t be the niche model the outgoing plug-in hybrid or earlier hybrid Crosstrek models were, Subaru underscored to Green Car Reports that it’s planning to go big with the Forester Hybrid—selling nearly a third of its Foresters as hybrids. Given how this looks like a more appealing way to present what’s already a winning package, we’ll be surprised if it doesn’t meet that target. 

Ford has begun planning a series plug-in hybrid system for use in SUVs and its largest Super Duty heavy-duty pickup trucks, Bloomberg reported Tuesday.

Series hybrid systems use an internal-combustion as a generator, with electric motors actually powering the wheels. A plug-in hybrid version would allow for a big enough battery pack to offer substantial electric range, with the combustion engine acting as a range extender. The report states that Ford is targeting over 700 miles from combined use of the battery pack and engine/generator, but it doesn’t mention an all-electric range target.

2025 Ford Super Duty F-250

This powertrain will begin appearing in larger trucks and SUVs in 2027 at the earliest, around the same time that Ford hopes to refresh its lineup of all-electric vehicles with more-affordable models, according to the report, which cites anonymous sources familiar with the matter.

Ford last year said that it plans to launch more hybrids and cut back on EVs in response to what the automaker views as unfavorable market conditions for all-electric models. It canceled a planned three-row electric SUV originally planned to launch this year, while announcing new midsize and full-size electric pickups for 2027 and a commercial van to be built in Ohio starting in 2026.

2025 Ford Super Duty F-250

Other automakers are looking at gasoline range extenders for trucks. The 2025 Ram 1500 Ramcharger is set to arrive at dealerships later this year, ahead of its all-electric Ram 1500 REV counterpart, which has been delayed to 2026. The Ram 1500 is a full-size truck—the largest still classified as a light-duty vehicle—while Ford’s Super Duty trucks are classified as heavy-duty vehicles, and thus aren’t subject to the same efficiency and safety standards.

The Volkswagen Group’s new Scout brand also plans to offer an extended-range powertrain, dubbed Harvester, for its Traveler SUV and Terra pickup alongside all-electric powertrains. Both models are due in 2027.

The 2025 Jeep Wagoneer S electric SUV makes the transition to regular production after a truncated first model year.

Unveiled Thursday at the 2025 Chicago auto show, the 2025 Jeep Wagoneer S Limited grade joins the Launch Edition version that kicked off sales of Jeep’s first EV for North America late last year as a 2024 model. It’s priced at $66,995 (including a $1,795 destination charge)—$5,000 less than the Launch Edition that’s arrived for a brief 2024 model year.

The Limited will get the Launch Edition’s 600 hp and 617 lb-ft of torque, but only through an extra-cost over-the-air (OTA) update as part of an Propulsion Boost Package arriving later in the model year. Otherwise, true to the badging, it’s limited to 500 hp and 520 lb-ft.

That higher of the outputs helps make the Wagoneer S the quickest Jeep in history. In a first drive of the Launch Edition model, we found that it also strays from Jeep brand identity. A production version of the off-road-ready Wagoneer S Trailhawk concept shown last year would address that, but so far there’s no hint from Jeep that it’s on the way.

2024 Jeep Wagoneer S test drive review

The Wagoneer S Limited doesn’t have EPA range ratings yet, but it does have the same 100-kwh battery pack that can be charged from 20%-80% in 23 minutes and is rated at 303 miles in the Launch Edition. All Wagoneer S models include an offer of a 48-amp Level 2 AC home charger or credits of equivalent value for use at public charging stations.

The Limited carries forward some design elements from the Launch Edition, including a lack of chrome trim and standard 20-inch wheels. But those wheels have a machined aluminum finish instead of gloss black, and they’re accompanied by a black roof and mirror caps.

2025 Jeep Wagoneer S Limited

2025 Jeep Wagoneer S Limited

2025 Jeep Wagoneer S Limited

2025 Jeep Wagoneer S Limited

Inside, the Wagoneer S Limited can be equipped with the same three-screen arrangement as the Launch Edition, encompassing a 12.3-inch central display, 12.3-inch instrument cluster, and 10.2-inch front-passenger display. A dual-pane panoramic sunroof and 10-way power-adjustable heated front seats are standard as well, while a McIntosh high-end audio system is optional.

• Entry-level EV teased; likely ID.1 will start under $21,000 in Europe
• Nine new models by 2027, including ID.2all, electric Golf, electric T-Roc crossover
• Volkswagen hasn’t confirmed if any of those EVs are U.S.-bound

The big future that Volkswagen sees for its core brand brings it back to its roots: affordable small cars—at least for Europe. 

On Wednesday, VW confirmed plans for an entry-level, fully electric small car starting at less than $21,000 (around 20,000 euros), due in 2027. While it gave employees a first look at the model, VW announced that it will be showing this entry EV to the public at the beginning of March. 

The small EV, widely expected to be called ID.1, was pitched by Volkswagen Passenger Cars CEO Thomas Schäfer as “an affordable, high-quality, and profitable electric Volkswagen from Europe for Europe.” 

The likely ID.1, which even from the teaser photo above appears to channel some heritage from the successful Up—and fully electric e-Up—city car, will fit in its EV lineup next to the production version of the VW ID.2all, which comprises a small-car family that represents the evolution of VW’s MEB foundation for affordable EVs and is set for a 2026 introduction with a starting price under $26,000 (25,000 euros). 

Volkswagen ID.2all concept

Volkswagen ID.2all concept

Volkswagen ID.2all concept

In all, VW plans nine new models by 2027, including the ID.2all and entry-level EV. so it’s unclear whether this model might see other markets like North America as also within its lens. Green Car Reports has reached out to Volkswagen of America for some context—and especially whether the recent cancellation of the ID.7 is any indication U.S. EV products will go in the same affordable direction. 

VW didn’t confirm where these new European models would be built—Spain is the likely location, based on reports—but it did say it would keep its home Wolfsburg plant the core of VW as it shifts to EVs. That means shifting Golf production to Mexico to make room at Wolfsburg for a next-generation electric Golf and upcoming electric T-Roc crossover. 

In 2019 VW envisioned a much higher volume for its EVs, targeting 15 million EVs across 50 EV models globally by 2028 with a strong focus on Europe, North America, and China, plus a second wave of models providing even more growth. 

VW said Wednesday that globally it has sold more than 1.35 million ID vehicles since it introduced the product family in 2019, and last year it reached 383,100 EV sales.

Rivian and Volkswagen Group electrical architecture and software stack

As of yet VW’s progress has been hindered by an array of issues, ranging from supply chain and software issues to a Chinese market landscape that’s evolved to favor local EV makers. But a recent $5.8 billion investment and joint venture with Rivian extending to electrical architecture and software may help ease the way in future mass-market EVs, including small cars.

The anticipated merger between Honda and Nissan announced last December, is encountering significant challenges that may lead to its cancellation.

Initially, both automakers planned to finalize their decision by the end of January, but the deadline has been pushed back to mid-February. New tariff threats by the Trump administration are also likely to be weighing on the decision making.

Now a series of reports indicate that Nissan is reconsidering its participation in the merger. Citing several sources, Reuters reported on Wednesday that Nissan’s management expressed concerns over Honda’s proposal to make Nissan a subsidiary, a move that could diminish Nissan’s decision-making authority within the partnership.

Japan’s Asahi Shimbun also reported on Wednesday that Honda executives are frustrated with Nissan’s slow progress in both the merger discussions and the implementation of a restructuring plan. This plan includes the reduction of 9,000 jobs and a 20% decrease in production capacity.

The Financial Times in its own report on Wednesday highligted that Nissan’s recent poor financial performance has caused its market capitalization to shrink to just one-fifth of Honda’s, altering the balance of power in the negotiations.

Mitsubishi, which is already partially owned by Nissan, was invited to join the merger. However, reports from January suggested that Mitsubishi preferred to stay out of the merger, citing its smaller size and concerns over losing independence within the combined entity.

Despite these challenges, there remains a possibility that the merger could evolve. Comments from some of Reuters’ sources suggest that the option to restart negotiations remains open.

Combined sales of Honda and Nissan in 2023 totaled more than 8 million vehicles. That would make the merged automaker, estimated to have a value of around $58 billion, the third largest by sales volume after Toyota and the Volkswagen Group, which sold 11.2 million and 9.2 million vehicles in 2023, respectively.

Unlike Honda, Nissan has been struggling with declining sales, particularly in the U.S. and China, raising uncertainty about its future without the merger. Without a clear path forward, the merger was seen as a potential lifeline, making its possible cancellation even more significant for Nissan’s long-term strategy.

As promised, Mercedes-Benz electric vehicles can now charge at 20,000 Tesla Supercharger stations in the U.S. market.

Mercedes-Benz said in January access to Tesla’s Supercharger charging network would open to the German EVs in February. While Mercedes didn’t announce the switch has been flipped, Tesla updated its list of automakers with access to the Supercharger network shifting Mercedes-Benz from “coming soon” to “supported.”

Supercharger will be enabled via a software update installed by dealerships—not over-the-air. Customers will be contacted by Mercedes to schedule this. The update will preserve the plug-and-charge capability offered in current Mercedes EVs, allowing drivers to charge simply by plugging in, and allow Superchargers to show up on the Mercedes app and infotainment systems.

Mercedes-Benz opens Tesla Supercharger access

Adapters cost $185 and will also be distributed through dealerships. They’ll be available in the U.S. this quarter, Mercedes said, but Canadian drivers will have to wait until Q2. Pricing for that market will be confirmed at a later date. Between the U.S. and Canada, Mercedes expects drivers to have access to about 20,000 Supercharger stations.

Mercedes plans to build Tesla NACS ports into new vehicles for North American markets starting this year. So far the refreshed 2025 Hyundai Ioniq 5 is the only non-Tesla EV on sale with a NACS port—and it charges slower with it. That’s because most Tesla Superchargers can’t currently charge at 800-volt peak rates, which doesn’t apply to 400-volt Mercedes EVs on the road today.

Mercedes-Benz opens Tesla Supercharger access

Mercedes joined the list of brands switching to NACS in July 2023, even as it was working on its own fast-charging network. The first location, featuring 400-kw DC fast chargers provided by ChargePoint, opened in Georgia in November 2023.

And it’s part of the Ionna charging network joint venture, along with seven other automakers. Ionna aims for 30,000 chargers across North America, with the first site scheduled to open later this year.

The U.S. EV charging network Ionna is picking up speed in its infrastructure build-out as the nascent network aims to make good on its promise of installing tens of thousands of electric vehicle chargers over the next five years.

It said on Tuesday in a press release that it is transitioning “from public beta to full-scale national release” following the opening of its first location and the conclusion of a testing program in 2024.

The testing program involved more than 4,400 charging sessions with more than 80 unique EV models, dispensing nearly 63,000 kwh of energy, according to Ionna. It added that the goal was to “stress-test” the network; now the focus shifts to the network build-out.

Ionna was initially backed by seven automakers, including BMW Group, General Motors, Honda, Hyundai, Kia, Mercedes-Benz, and Stellantis. Toyota joined Ionna in 2024. The network was announced in 2023 as the first potential rival to the Tesla Supercharger network in North America, and has steadily built momentum as plans for continued expansion of the Supercharger network have fluctuated.

Ionna now claims to have more than 100 contracted charging sites nationwide, and just this week announced new sites in Houston, Texas; Abilene, Kansas; and Wilcox, Arizona; joining six already under construction. They’ll be accompanied by new tech features, including expanded Plug and Charge compatibility and Amazon “Just Walk Out” tech that lets drivers grab refreshments without having to wait on line.

Its first location is in Apex, N.C., in what Ionna refers to as a “Rechargery”—in a converted gas station.

Ionna hopes to have 1,000 new charging “bays” online by the end of the year, on the way to a goal of 30,000 bays by 2030 that was first announced in 2023. “Bays” is the metric Ionna uses in place of charging connectors. It essentially means charging spots, although each spot could still have multiple connectors. And those connectors can be CCS or NACS, it has noted. 

Ferrari will move forward with its EV plans in 2025 despite the electrification contraction at many low-volume luxury automakers.

The first electric Ferrari is set to debut on Oct. 9. Ferrari CEO Benedetto Vigna confirmed the date of the automaker’s first EV date during its Q4 and 2024 earnings results on Tuesday.

Vigna called the upcoming EV the elettrica, which is Italian for electric. Elettrica is not expected to be the EV’s name.

The EV will be one of six new Ferraris set to arrive in 2025, some of which might be electrified.

Ferrari revealed during the sales recap that 51% of vehicles sold in 2024 were hybrids. Electrification has taken hold in Maranello.

Ferrari e-building

Ferrari built a new factory just for electric cars. Set at home in Maranello, the factory is known as the e-building, and it’s capable of building gas-powered engines, electric motors, battery packs, and hybrid powertrain components. Ferrari has said it can adjust the mix to meet demand.

In 2024, Reuters reported the first electric Ferrari would start at 500,000 euros, which at the time was approximately $535,000 but is now $518,828 roughly. The pricing will make it the most expensive non-limited-production model in the automaker’s lineup. Reuters reported the average Ferrari cost 350,000 euros ($363,091 approximately).

Ferrari’s first EV is expected to be a crossover SUV-like model.

It might be powered by axial-flux motors, or in-wheel motors while also featuring sound generators to mimic an exhaust system.

Ferrari hasn’t laid out its powertrain, but the automaker partnered with SK On for battery packs in 2024. Bloomberg reported in 2024 that Ferrari might offer an annual subscription for its EV battery warranty costing $7,500 per year. The subscription was said to include battery replacements after eight years.