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As the UIM E1 World Championship Series gears up to kick off its first-ever electric boat racing season later this year, it has offered a Q&A with its cofounder and CEO Rodi Basso, who shares several progress updates. With at least eight teams expected to compete in season one, we are certain to see the series grow soon and now have a better idea of what continents the electric boats will be racing on in 2023.

If you haven’t heard of it yet, the UIM E1 World Championship is a nascent electric boat racing league created by Formula E and Extreme E founder, Alejandro Agag, and Rodi Basso – a former director of Motorsport at McLaren with a background in Formula 1 engineering.

We’ve been following this upcoming league’s progress since early last year when it began testing of the all-electric foiling boats its teams will be racing in, called RaceBirds. The E1 team has explained that its inaugural season will consist of 8 to 12 teams representing various cities and countries around the world, competing across 10 different marine tracks in various climates.

So far, we have three official E1 teams in place – Team Venice, Team Mexico owned by Formula 1 driver Sergio Perez, and the latest team to join – Team Spain, owned by Tennis legend Rafael Nadal. These big names bring attention to the budding racing league, but E1 is still five teams short of having an actual series.

According to E1’s cofounder, there are plenty of talks with big names going on and in order to remain sustainable, the electric boat racing league won’t travel around as much in its first season.

E1 racing season
E1 cofounder and CEO Rodi Basso / Credit: E1

Inaugural E1 season will be racing in Europe and Middle East

In the league’s latest blog post, CEO Rodi Basso participates in an extensive interview, discussing everything from Rafa and Perez signing on, to the progress of the RaceBird electric boats, and plans for this coming season.

When speaking to the need for at least eight teams, Basso elaborated on the number of inquiries from potential owners, including names from sports, entertainment, motorsports, and even entrepreneurs – all looking to establish a team that represents a particular area or city. He went on:

Of course there’s a strategy behind the decision who to partner with, however, it’s our vision and mission first and foremost that is enabling us to attract high-profile sports personalities like Nadal and Perez. Having a clear purpose matters to people and our purpose is to accelerate electrification in the marine industry. Just like our electric cousins at Formula E and Extreme E have done in the automotive industry, we’re trying to do the same with recreation and leisure boats. Taking this approach with having recognisable team owners, it allows us to dramatically expand our reach and grow E1’s fanbase.

When asked about the progress of RaceBird development, Basso explained that everything remains on track for the start of the first E1 racing season. He went on to say that the boats themselves have already broken a top speed of 50 knots (57.5 mph), which was its original target.

That said, Basso said E1 is only planning to have one group of RaceBirds for season 1 and a second group of electric racing boats ready to join for season 2. Due to this fact, plus the league’s goal to limit its carbon footprint, E1 plans to compete across just two continents this year before expanding in its second season. Basso explains:

Given we’ll be shipping the RaceBirds and freight around the world to reduce our footprint, it restricts us to racing in two regions of the world in Season 1. The focus for the first season will be to host races in the Middle East and Europe, and then expanding out further to North America and Asia in Season 2. E1 is a World Championship and we’re getting a lot of interest from a number of cities. Some conversations are well advanced and we should be ready to publish the provisional calendar soon.

Another method of combating freight emissions is to establish hubs around the globe where the RaceBirds and their respective equipment can be stored. E1’s CEO says that’s the plan for future racing seasons, and hub conversations are already underway in Venice, Florida, and Asia – hinting to where we may see electric boat competitions in the future, at least in North America.

Lastly, Basso spoke to E1’s racing format, which is still expected to be a knockout competition in its first season. He explained that the championship series is also targeting a unique time of day to compete to attract as many spectators as possible:

We’re still keen on pursuing the knockout style format. Not only is it exciting, I think it naturally lends itself to the characteristics of racing on water. Head-to-head races and multiple sprint races will offer a continuous dose of adrenaline for fans locally or those following the action on TV. We’re also taking a similar path to Extreme E with teams having mixed gender pilots. This format means each pilot has plenty of time behind the wheel and each can contribute to the success of the team. Races will be in the late-afternoon and there will be more activities happening around the event into the evening. This will allow E1 to become more of a ‘city event’ that appeals to as many people as possible.

While we’ve gotten plenty of exciting updates about the first-ever E1 racing season, we still do not know when it will begin. Basso once again said “later this year,” adding that the series is targeting one race per month through to autumn next year. Ten races, ten months, well into 2024 – we’d wager the UIM E1 World Championship will begin season 1 pretty late into 2023.

Before then however, E1 has already inked a deal to race multiple electric boats as a launch event to season 1 during World Port Days in Rotterdam, Netherlands sometime this fall. Stay tuned for that. In the meantime, check out supermodel Cara Delevingne experiencing a RaceBird up-close in Venice.

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Trump says U.S. will have ‘golden share’ in U.S. Steel after Nippon deal

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Trump says U.S. will have 'golden share' in U.S. Steel after Nippon deal

U.S. President Donald Trump walks with North American Flat-Rolled Segment Senior Vice President and Chief Manufacturing Officer Scott Buckiso, Plant manager of Irvin and Fairless Plant Donald German and Mon Valley Works United Steel Corporation Vice President Kurt Barshick, as he visits U.S. Steel Corporation–Irvin Works in West Mifflin, Pennsylvania, U.S., May 30, 2025.

Leah Millis | Reuters

President Donald Trump said Thursday that the U.S. will have a “golden share” in U.S. Steel after its deal with Japan’s Nippon Steel closes.

“We have a golden stock. We have a golden share, which I control, or the president controls,” Trump told reporters in the East Room of the White House. “That gives you total control.”

Trump said Americans would have 51% ownership of U.S. Steel without providing details on how the deal is structured.

Pennsylvania Sen. Dave McCormick told CNBC last month that the U.S. will have a golden share that allows it to control a number of U.S. Steel board seats to ensure production levels aren’t cut.

“It’s a national security agreement that will be signed with the U.S. government,” McCormick told CNBC’s “Squawk Box” on May 27.

Sen. Dave McCormick on Nippon-U.S. Steel deal: A win-win situation for both sides

But the White House, U.S. Steel and Nippon have left investors and union members in the dark for weeks now on what shape the deal will take and when it will be finalized.

Trump announced what he called a “planned partnership” between the two companies on May 23. The president’s statement created confusion because U.S. Steel has said since December 2023 that it will become a wholly owned subsidiary of Nippon North America.

Trump had ordered a new review of the deal in April after President Joe Biden blocked the transaction in January. The Committee on Foreign Investment in the United States submitted a recommendation to Trump on May 21.

The president had 15-days to make a decision on the committee’s recommendation under the normal rules governing the process. But the White House, U.S. Steel and Nippon have not provided details on the status of the deal since the 15-day period ended last week.

The United Steelworkers union sent a letter to U.S. Steel last Friday demanding details about the deal.

“We have seen nothing credible regarding the nature of this so-called partnership, including whether it meaningfully differs from Nippon’s initial proposal to acquire U.S Steel and make it a wholly owned subsidiary,” the union said in a statement Friday addressed to its members.

Trump said U.S. Steel will be “controlled by the USA” during a rally at one of the company’s plants in West Mifflin, Pennsylvania on May 30. Shortly after the rally, however, the president said the deal had not been finalized yet.

“I have to approve the final deal with Nippon, and we haven’t seen that final deal yet,” Trump said.

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Volkswagen’s new entry-level EV spotted in public: Here’s our best look at the ID.2

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Volkswagen's new entry-level EV spotted in public: Here's our best look at the ID.2

The ID.2 is finally out for testing. Volkswagen’s new entry-level EV was spotted out in public, giving us our closest look at the production model so far.

Volkswagen’s entry-level ID.2 EV hits the road for testing

Although we caught a glimpse of the ID.2 last summer, new photos are emerging, offering a clearer view of what the production model will look like.

Volkswagen’s entry-level EV was spotted near the Nürburgring racetrack in Germany, revealing a few new design features we can expect to see.

The prototype is camouflaged in Polo body panels, but you can still see the ID.2 will remain close to the concept shown in 2023. A few slight differences are noticeable, such as the front and rear headlights, but it retains a similar overall appearance.

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At the LA Auto Show last year, VW’s tech development boss, Kai Grünitz, told Autocar that the brand’s “ID” lineup is due for a drastic overhaul. Grünitz explained that “huge improvements” are coming soon, starting with the ID.2 in 2026.

Volkswagen's-entry-level-EV
Volkswagen ID.2all entry-level EV (Source: Volkswagen)

The ID.2, which could arrive as the ID.Polo will start at under 25,000 euros ($29,000) in Europe next year, but prices could drop to as low as £20,000 when it arrives in the UK.

It will be based on the MEB+ platform, which will underpin Volkswagen’s upcoming lineup of entry-level EVs. The ID.2 will be offered with either a 38 kWh or 56 kWh battery pack, providing a range of up to 280 miles (450 km). VW said it will be able to recharge from 10% to 80% in just 20 minutes, with a peak charging capacity of up to 125 kW.

You can see from the new photos (via Autocar) that Volkswagen is looking to its past for influence with design elements borrowed from its classics, such as the Golf, Polo, and Beetle.

The interior retains most of the concept’s style with 12.9″ infotainment and 10.9″ driver display screens, but plenty of physical buttons are expected. Volkswagen added a fun new feature with different drive modes, which transforms the driver cluster to resemble that of an old-school Golf or Beetle.

Following the ID.2, Volkswagen plans to launch the SUV version and the even smaller, more affordable ID.1, expected to arrive in 2027.

Last month, SEAT S.A., which will lead VW’s new Electric Urban Car Family (entry-level EVs), announced it had produced the first body parts on the new PXL press that will be used for the new CUPRA Raval in 2026, followed by the production version of the Volkswagen ID.2. The first pre-series battery systems are also now rolling off the assembly line at the Group’s Martorell plant in Spain.

Source: AutoCar, AutoExpress

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Chime opens at $43 in Nasdaq debut after pricing IPO above expected range

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Chime opens at  in Nasdaq debut after pricing IPO above expected range

CEO of Chime, Chris Britt, center right, rings the opening bell during the company’s initial public offering at the Nasdaq MarketSite on June 12, 2025 in New York City.

Andres Kudacki | Getty Images

Chime opened at $43 in its Nasdaq debut on Thursday after selling shares at $27 each in an IPO that valued the online banking company at $11.6 billion.

Late Wednesday, Chime raised about $700 million in its offering, and existing investors sold an additional $165 million worth of shares. The stock is trading under the ticker symbol CHYM.

Chime’s IPO, from a valuation perspective, represents a big step down from where venture investors like Sequoia Capital valued the company in its last fundraising round in 2021, when private tech markets were raging. The valuation at the time was $25 billion.

Still, Chime’s offering is the latest sign that the fintech IPO market is opening up after a multi-year freeze brought on by rising interest rates and valuation resets. Recent debuts from eToro and crypto company Circle have rekindled optimism in the sector, with both stocks seeing strong initial pops.

Chime reported $518.7 million in revenue for the most recent quarter, a 32% increase from a year earlier. Net income narrowed slightly to $12.9 million, down from $15.9 million in the same period last year.

CEO Chris Britt said Chime has built a loyal user base by serving Americans earning $100,000 a year or less, a group often overlooked by traditional banks.

“Two-thirds of our customer base use us as their direct deposit account and primary account relationship,” Britt told CNBC’s David Faber. “We help our members avoid fees, get access to short-term liquidity, build their credit and build their savings — and it’s that combination of services that really resonates and matters most to the everyday consumer.”

Chime set to debut on Nasdaq

Britt said the company reached $25 million in adjusted profitability in the first quarter and has improved its adjusted profit margin by 40 points over the past two years.

The company’s top institutional shareholders are DST Global and Crosslink Capital. Iconiq was one of the firms that invested six years ago, when Chime raised money at a $1.5 billion valuation.

“We first invested in Chime in 2019 and continued to invest through subsequent rounds because of their singular, unwavering focus on serving everyday Americans — and the trust they’ve built with that core customer base,” Yoonkee Sull, general partner at Iconiq, said in an interview.

The average Chime customer completes more than 55 transactions per month using the Chime card and interacts with the app four to five times a day. Active member growth rose 23% in the first quarter from a year earlier, Britt said, with 8.6 million monthly active users and an increasing number turning to Chime to serve as their primary banking relationship.

Customer acquisition doesn’t come cheap. Chime disclosed in its prospectus that it spent $1.4 billion on marketing between 2022 and 2024. Britt said the retention rate is above 90% once users set up direct deposit.

“Sometimes for people, it takes a change in life — a change in their career, a job change — to be the point in time when they actually make the switch and use us as a primary bank account,” he said.

The company’s core revenue comes from interchange fees, the charges merchants pay when consumers swipe Chime-issued debit or credit cards. Britt said 72% of Chime’s revenue is payments-driven, versus traditional banks that rely heavily on fees from overdrafts and minimum balances.

“It’s pretty simplistic,” said Dan Dolev, an analyst at Mizuho. “I’m actually surprised by how unsophisticated that business model is.”

Chime’s performance in the public markets may set the tone for what comes next. Several other fintech players, including Klarna, Gemini, and Bullish, have already filed for IPOs publicly or confidentially.

“If it goes well — and you’ll know that in the next two to three months — I think you’ll see much more receptivity” from other companies in the pipeline, said David Golden, partner at Revolution Ventures and former head of tech investment banking at JPMorgan Chase.

“If it doesn’t go well,” Golden added, “I think they’ll continue just to sit on their hands and wait it out.”

Chime is a five-time CNBC Disruptor 50 company, having made the annual list from 2020-2024.

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