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This morning, Polestar shared details of its upcoming 2024 model year Polestar 2 sedan that features upgrades well beyond the cosmetic. In addition to a revamped front end to match its 3 SUV sibling, the 2024 Polestar 2 will arrive with upgrades to its battery and motors, delivering more power and acceleration. Additionally, the newest Polestar 2 will be the brand’s first model to offer a rear-wheel drive configuration, contributing to the EV’s best range to date.

Polestar ($PSNY) is a relatively young EV automaker that just capped off a successful 2022 by surpassing its delivery target of 50,000 EVs. These sales were led by its first all-electric model, the Polestar 2 “fastback.”

The Polestar 2 debuted in three years ago as a 2021 model and has continued to grow in popularity since. It is currently sold in 27 different markets and surpassed 100,000 total units sold in late 2022. We’ve tested multiple variations ourselves including the Long Range Single Motor (FWD) version as well as the 2023 Dual Motor. Most recently, we took the performance BST Edition 270 out around San Francisco and had a blast.

While the Polestar has delivered the 2 in a variety of powertrains and continued to upgrade its technology over-the-air and through additional model years, the automaker has yet to deliver a rear-wheel drive version of any of its EVs.

With today’s announcement, a RWD Polestar 2 will soon be available as a 2024 model and features some of the same design features as the brand new Polestar 3 scheduled to arrive this year as well. Check out the first official images of the 2024 Polestar 2. Notice the new front end?

2024 Polestar 2 sees RWD, 30 miles of additional range

Polestar shared details of its 2024 model year 2 earlier today, showcasing some of the upgrades the all-electric fastback will be packing both inside and out. Unlike many EV refreshes we see each year (a’hem, Nissan LEAF) the latest Polestar 2 received some significant additions, beginning with its front grill.

2024 will bring a new front end to the Polestar 2 that “sees” instead of “breathes.” This design is called “SmartZone” and recently debuted as a feature on the upcoming Polestar 3, representing new design language for the EV brand going forward. SmartZone consists of several forward-facing sensors, a front-facing radar, heating wires, accelerometers, and ultrasonic sensors that combine to operate as a “smart eye” with ready-to-react safety technology.

Moving inward, this model year refresh offers a helluva lot more than sensors on its front end. Polestar CEO Thomas Ingenlath elaborated:

Typically in the car industry, a facelift introduces superficial visual changes that often destroy the original intention of the car’s design theme. With the new model year Polestar 2, we rather went below the surface and upgraded substantial tech and mechanical components of the electric drivetrain. This is the best Polestar 2 yet, and with the updated front design with the new SmartZone, the best looking one, too.

As Ingelath says, the three latest Polestar 2 variants will each see performance upgrades thanks to new batteries and updated powertrains, foregoing the previous FWD configuration in favor of power from the rear wheels.

As you’ll see in the table below, Polestar’s new motor will offer an increase of power output from 231 hp to 299 hp. With the new RWD configuration, the 2024 Polestar 2’s 0-60 mph acceleration has shaved off 1.1 seconds, down to 5.9 seconds.

The two Dual Motor versions of the Polestar 2 are now rear wheel biased (primary drive source), delivering a completely re-balanced setup and torque-ratio. The result is overall efficiency and higher performance, particularly in terms of horsepower, torque, and overall acceleration.

Future Polestar 2 drivers will soon be able to disengage the front motor entirely when not needed, adding range and efficiency to their drive. By utilizing this new feature, the Dual Motor Polestar 2 can now achieve the same range (up to 270 miles) as the 2023 Single Motor variant.

Lastly, the new RWD Single Motor Polestar 2 gets a slightly larger battery pack, allowing for up to 300 miles of all-electric range (compared to 270 in 2023 FWD version). Check out the full spec comparison below.

Polestar 2 Variant Powertrain Battery
Expected EPA Range (Preliminary) Power Torque Acceleration
(0-60 mph)
Max Charging
Speed (DCFC)
Long Range Dual Motor (w/Performance Pack) AWD 78 kWh Up to 270 miles 455 hp (335 kW) 546 lb-ft (740 Nm) 4.1 seconds 155 kW
Long Range Dual Motor AWD 78 kWh Up to 270 miles 421 hp (310 kW) 546 lb-ft (740 Nm) 4.3 seconds 155 kW
Long Range Single Motor RWD 82 kWh Up to 300 miles 299 hp (220 kW) 361 lb-ft (490 Nm) 5.9 seconds 205 kW

Other new features include upgraded 20-inch forged alloy wheels in the Performance Pack that align with the Polestar 3 design, plus Driver Awareness features are now standard. For example, in North America, the Pilot Pack will also now come standard on both Dual Motor versions of the 2024 Polestar 2.

Additionally, any Performance Pack upgrades now automatically include the the Plus Pack as well. That entails a Harman Kardon premium sound system and panoramic glass roof in addition to the Brembo brakes, 20-inch forged alloy wheels, Öhlins Dual Flow Valve dampers, software upgrade, and signature gold seat belts in the Performance Pack.

The 2024 Polestar 2 is available for order now and deliveries to customers are expected to begin later this year.

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Ford is paying 2023 F-150 Lightning buyers $2,500 for unmet orders




Ford is paying 2023 F-150 Lightning buyers ,500 for unmet orders

If you ordered a Ford F-150 Lightning and were unable to get the vehicle, you may be in luck. Ford is paying 2023 F-150 Lightning buyers $2,500 for unmet orders to switch to the 2024 model.

Ford to pay Lightning XLT buyers for unmet orders

According to a dealer’s note Thursday, Ford will give buyers who ordered a 2023 Lightning XLT that was never built a $2,500 discount off the 2024 model.

The incentive will help offset the price difference between the model years. Ford initially launched the Lightning Transition Customer Satisfaction Program in 2022 to protect order holders against price hikes this year.

Ford has continued the program in 2023. That means if you bought a 2023 Lightning XLT standard range (with Equipment Group 311A), you are eligible for $2,500 off a new lease or purchase.

The incentive helps offset the 2024 XLT’s price of $57,495 compared to $54,995 last year. No other trims are eligible for the offer.

According to online auto research firm Cars Direct, the letter said, “Eligible customers can choose to order a 24MY F-150 Lightning with priority scheduling or they can purchase or lease a 23MY from dealer stock.”

Ford F-150 Lightning (Source: Ford)

Ford is still offering big incentives on the Lighting electric pickup for those not included in the deal. The Lightning currently features up to $15,000 off in incentives.

The discount includes $7,500 in retail purchase cash plus the $7,500 EV tax credit. However, the biggest discount applies to the Lariat and Platinum trims. The XLT is eligible for $1,500 for buying or leasing.

Ford F-150 Lightning Flash (Source: Ford)

Ford is also offering $5,000 in Red Carpet Lease customer cash on the Lariat. These are some of the most significant discounts we’ve seen from Ford so far.

2024 Ford F-150 Lightning trim Price
Pro $49,995
XLT $57,495
Flash $69,995
Lariat $77,495
Platinum $89,995
2024 Ford F-150 Lightning starting prices by trim (source: Ford)

The automaker added a new “Flash” trim (pictured above) to the 2024 Lightning lineup. Ford says the new model hits the “sweet spots” with 320 miles range, a tech-loaded interior, and a heat pump, starting at $69,995.

All 2024 F-150 Lightning trims qualify for the EV tax credit except the Platinum (it exceeds the IRA’s $80K threshold).

For those not eligible for the incentive, we can still help you find some of the lowest prices on Ford’s electric pickup. You can use our link to find great deals on a 2024 or 2024 Ford F-150 Lightning near you today.

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Daimler Truck North America just deployed its electric semis in-house




Daimler Truck North America just deployed its electric semis in-house

Daimler Truck North America is putting its money where its mouth is by using its own electric semi trucks to transport auto parts.

Daimler Truck North America and its own electric semis

The Portland, Oregon-based company launched its Freightliner eCascadia battery electric semi-trucks for customers in 2022. Now, it’s deploying an initial four eCascadias to support its production and aftermarket operations across North America.

Daimler Truck North America’s electric semis will pick up parts from suppliers in the Pacific Northwest and deliver them to its consolidation center in Portland. The parts will then be shipped to its North American factories and aftermarket parts distribution centers that serve customers in the US and Canada.

The four eCascadias will charge at Daimler’s “Electric Island,” a heavy-duty electric truck charging, development, and testing site that opened in 2021 at the company’s headquarters.

The eCascadia comes in 315 or 475kWh configurations and has up to 250 miles of range while carrying approximately a 65,000-pound gross vehicle weight. 

In 2020, the Portland truck factory where the eCascadia is built achieved carbon-neutral production with reduced energy consumption and the offset of onsite emissions. Daimler plans to incorporate carbon-neutral production at its remaining truck factories by 2025.

Electrek’s Take

Well, this certainly makes sense. If you want to sell electric semis, what better way to instill confidence in customers than demonstrating that you trust your product by deploying it yourself? Why would you sell eCascadias and then move the parts for those eCascadias around in diesel semi trucks, if you didn’t have to?

This is the best form of authenticity. I hope Daimler quickly rolls out more of its own eCascadias and for longer trips, too.

Photos: Daimler Truck North America

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Tesla releases Powershare bidirectional charging – on Cybertruck only, so far




Tesla releases Powershare bidirectional charging – on Cybertruck only, so far

Tesla has just delivered the first Cybertrucks, and with them comes a feature that we’ve been waiting for for a while: bidirectional charging.

Tesla has talked a bit about bidirectional charging in the past, but always seemed a little wishy-washy about bringing it to market. In its Investor Day presentation in March, Tesla VP Drew Baglino stated that the company could have bidirectional charging in two years, but CEO Elon Musk immediately threw some cold water on that statement, saying  “I don’t think very many people are going to want to use bidirectional charging, unless you have a Powerwall, because if you unplug your car, your house goes dark, and this is extremely inconvenient.”

Now, nine months after that event, Tesla has released a vehicle that has bidirectional charging equipped – and its branding suggests that more vehicles will have the same capability in the future.

Tesla’s Cybertruck delivery event today was pretty light on details, and we’ve had to comb over the website to find out any sort of specs. And in the website we noticed one new feature that was completely absent from the presentation: Powershare.

Powershare is, apparently, Tesla’s new bidirectional charging feature which seems to include vehicle-to-load, vehicle-to-home, vehicle-to-vehicle capabilities (V2L, V2H and V2V).

V2L refers to a vehicle’s capability to power equipment – in this case, through five outlets – 2 x 120V 20A in the bed and cabin each, and 1 x 240 40A outlet in the bed. This can be used for work equipment, or for camping or other mobile power necessities (emergency response, for example).

We already learned that Cybertruck would be capable of some bidirectional charging features when specs leaked earlier this month. Those specs suggested to us that it would have ~12kW output capability, but today Tesla confirms that the Cybertruck has 9.6kW worth of continuous power combined through five outlets in the vehicle. By way of comparison, the F-150 Lightning has more outlets, but the same total 9.6kW maximum draw with the upgraded Pro Power Onboard package (and 2.4kW without).

But Cybertruck does have 11.5kW output capability from its V2H system, which allows it to power a home in the event of a power outage or grid instability.

The Lightning can also power a home, but that requires an additional $3,900 unit, plus installation costs. Tesla’s solution is no different – in order to power your home you will need additional equipment, seemingly in the form of Tesla’s Universal Wall Connector ($595) and Gateway ($1,800) products, and optionally Tesla’s Backup Switch (though this may depend on your utility).

But the big difference here is the existence of the Tesla Powerwall, and Tesla says that homes with Powerwall and Tesla’s Wall Connector installed will be ready to use Powershare without additional equipment (although it refers to alternately its Wall Connector and Universal Wall Connector, so we’re not sure which one is compatible, or both, or whether you need one made after a certain year, or what).

This is actually a huge deal, because Tesla already has an installed base of Powerwall users who can plug in without having to change anything in their homes. Lightning users might be hesitant to spend another $4,000+ just to make their home more resistant to power outages, but Powerwall owners have already spent (significantly more than that) on a solution that works with the bidirectional charging capability on the car.

So this would, essentially, turn a Powerwall with its 13.5kWh worth of storage into one with 100+kWh of storage (or whatever the size of the Cybertruck’s battery is – even after first deliveries, we still don’t know for sure).

Tesla says that Powershare can power a home for “over three days,” assuming the home uses an average of 30kWh per day (my home, for reference, uses 10kWh per day). This works out to a Cybertruck battery capacity of over 90kWh, but less than 120kWh.

The Cybertruck also has a higher continuous output capability than the Powerwall, with Cybertruck at 11.5kW and the Powerwall at 5kW.

So this could be big for V2H, because previously it has been more of a niche application. Tesla, having a market already built of houses that are V2H-capable, might see much higher usage of this capability.

Tesla also says that Powershare will be capable of V2V, or using the Cybertruck’s battery to charge another electric vehicle. We’ve seen something like this with the Lightning, where Ford cheekily released an adapter letting its Lightning charge up Teslas that need some juice. And with a NEMA 14-50 plug in the back, which is somewhat of a “standard” for EV charging, this should be something that a lot of cars already have an adapter for – including anyone with the Tesla Mobile Connector kit which used to come with every Tesla vehicle.

As of now, Powershare is only available on the Cybertruck, but the fact that Tesla has branded it with its own name suggests that it will be available on other vehicles in the future. Tesla’s website says it’s “currently” available for Cybertruck only, but doesn’t mention a timeline beyond that.

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