Since it was first unveiled this past January, Winnebago’s all-electric eRV2 prototype has been on my radar as an EV I’d love to experience firsthand, especially since many of my loaners are focused solely on driving, and this electric RV offers so much more. Winnebago gave me the chance to take the eRV2 for a spin, and I spent the night in it down in San Diego. Check out my thoughts and video review below.
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The eRV2 is Winnebago’s first all-electric prototype
While Winnebago has a well established history in recreational vehicles in which its own name has become synonymous with the segment, its journey into electric vehicles remains nascent.
During the 2022 Florida RV SuperShow, Winnebago unveiled the eRV – an all-electric RV concept that kicked off the company’s second venture into zero-emissions travel after a less successful attempt at an EV platform back in 2018.
The concept was built atop the ever-popular Ford Transit platform, upfitted by a familiar name in Lightning eMotors. The company utilized the vehicle’s body, chassis, and suspension, then equipped it with an 86 kWh battery that was expected to deliver 125 miles of range and a charge time of 45 minutes on a DC fast charger.
A year later, Winnebago hit the Tampa RV show yet again with an all-electric encore called the eRV2. Contrary to the original concept, the eRV2 is part of a fleet of working prototypes built by Winnebago for testing and development, while the recreational specialist works toward delivering a commercialized electric RV to its customers in the future.
After months of talks, I was fortunate enough for the opportunity to experience the Winnebago eRV2 down in San Diego and spent the night at an amazing RV resort called Sun Outdoors.
Performance specs and first drive in an electric Winnebago
When I first arrived at Sun Outdoors, I was greeted by the Winnebago team, who had several RV spots secured, home to multiple eRV2 vans for testing and media purposes. As someone new to the RV life, I was very eager to learn exactly how this electric van conversion operated on and off the grid and how that compares to traditional RVs.
Sustainability, modularity, and advanced technology were three key pillars the team and Winnebago expressed to me during my initial walkthrough, and those factors were recognizable throughout the EV, even as a prototype.
As we originally pointed out during the January reveal of the eRV2, the advertised range of this electric prototype leaves much to be desired. Since Winnebago builds the electric prototypes from Ford’s 2022 E-Transit, it’s really at Ford’s mercy at the type of charging speeds and range it can deliver, especially when you consider that Winnebago is pushing the EV’s GVWR to the max in order to offer as much function and comfort for extended periods in these vans.
The published range of the eRV2 is a mere 108 miles, not ideal for road trips, but I was told by the team that savvy EV enthusiasts driving conservatively in “Eco Mode” can get closer to 130 miles of range under ideal driving conditions.
While most of my time in the eRV2 was at the RV resort exploring this electric prototype inside and out, I did take it for a decent spin around Chula Vista to see how it drove. In my opinion, it drives like a commercial van, not exactly built for passenger comfort. This was especially noticeable in the suspension when going over any bumps.
That being said, this Class 2 RV was very easy to get used to, and I normally drive a hatchback. I immediately felt comfortable and confident behind the wheel, and the RV had an amazing rear view camera and bird’s eye sensors to aid me in parking and safely backing up in small parking lots. Parking is going to take some practice because even when I felt like I had pulled up enough, I still looked like an a-hole taking up too much space.
For its height, the eRV2 feels rather sturdy and balanced on the road, even at higher speeds on the 5 highway. Even in Eco Mode, I was able to quickly get the electric Winnebago up to speed and safely merge using the side mirrors. It doesn’t exactly have “oomph” when accelerating, but you’re hauling so much weight that it’s probably for the best. If the range can be improved, this could easily make for a wonderful roadtripping EV – a smooth highway ride for sure.
To power the components inside the electric prototype, Winnebago partnered with Lithionics Battery to create a proprietary “IonBlade” lithium house battery that features a 48V system capable of over 15,000 usable watt-hours.
This system is unique in that it operates separately from the EV’s battery pack for driving but can also be recharged from its own J1772 plug on the side of the van using a cable from Ford Pro.
If you’re ever in a bind on the road, you can actually recharge the RVs propulsion battery using the house power. It’ll take forever, but it can certainly get you a few miles of range to reach the nearest charging station.
The front port, which charges the electric vehicle’s battery
The RV’s front port also has a CCS plug for DC fast charging capabilities and can replenish from 10-80% in under 40 minutes.
Winnebago’s new focus on sustainability extends outside of the electric prototype as well. As you can see above, the eRV2’s roof is equipped with solar panels that provide up to 500 watts of power alone, 900 watts total if you connect a separate, portable solar panel to a boondocking port in the rear.
The panels generate free energy from the Sun converted into house power, which includes an impressive number of USB-C plugs, 110V outlets, and customizable LED cabin lights. Check out the interior below.
“Japandi” design, modular interior spaces, and bedtime
As I mentioned in my video walkthrough you can view below, Winnebago’s design team created the interior of the electric eRV2 using a “Japandi” approach – a combination of Japanese and Scandinavian design philosophies.
The result is a clean, calm, and modular interior that optimizes available space in clever ways. For instance, the rear offers a five-in-one sleep/lounge that can be adapted from seats with safety belts to a rear couch, single bed, or foldable full bed (demonstrated below).
That area can also be converted into a dining/work area using a modular table, which is complemented by a separate workspace in the front. The cockpit seats rotate 180-degrees to create a more lounge-like, social setting, or offer chairs for the folding desk (seen above). The spinning seats were a nice touch, but I had trouble getting them all the way around without having to open up the driver and passenger doors.
The cabin and its various workspaces are loaded with available built-in charge points included one wireless charging pad near the desk. The production-level electric Winnebago will offer a high-speed Wi-Fi router as well. It was present on the eRV2, but Winnebago is currently using it for data testing so I wasn’t given access.
The eRV2’s control panel and Winnebago Connect app / Credit: Winnebago
You can watch me fumble around trying to set up the table and prepare the rear for bed in my video, but I do want to point out the overall control system of the electric eRV2 and the success I had with the Winnebago Connect app.
While there were a couple bugs to be sorted out in the overall control system software, it’s nothing I wasn’t made aware of by Winnebago during my initial walkthrough. This is a prototype after all. In general, I found the control system extremely helpful and easy to use. I was quickly able to open or close the roof hatch and control the direction of the fan to cool down the cabin, monitor the overall climate and control A/C as needed, and keep a close eye on our fresh and gray water levels.
Winnebago set me up with their new Connect app as well, which enabled me to monitor and control many of the same functions, which was great when I was outside the electric RV by the bonfire or lying in the rear bed.
The interior is loaded with LED lights grouped into specific areas, whether it’s the rear, galley, front, or walkways. I had so much fun changing the lights of each section to various colors, creating an enticing neon glow to passersby at the resort. Several traditional RV owners curiously walked up and began asking questions. One couple was so bold as to just walk right into the eRV2 and look around without my permission. It was all good, though – I’m always happy to enable nosy people if it means potentially converting them to go all-electric.
When bedtime came, I found the setup quite simple, although dressing a bed in such a tight space was a little tough. But I managed, and I ended up with a comfy space to rest after a busy day of capturing footage followed by hours of discussions about the exciting future of electrification with the Winnebago team around the fire.
The bed itself was comfortable, and I could fully extend my legs, but I still found it a bit cramped. I’m 5′ 11″, so I’d imagine anyone over 6 feet is going to struggle stretching out, especially if they have someone next to them. I woke up a little warm in the morning but was able to easily adjust the cabin temperature using my Connect app, with my phone connected to a conveniently placed USB-C charger above my head. Loved that.
Closing thoughts and a video walkthrough
All in all, this was an amazing experience in an electric Winnebago prototype I won’t soon forget. The Winnebago team was on site at Sun Outdoors to answer any and all my questions and were beyond hospitable.
During this prototype pilot program, the Winnebago team has already gathered tons of feedback from real-time data and observations from RVers, influencers, and journalists like myself. Winnebago understands this first genuine crack at an electric RV is not perfect, but that’s what prototypes are for. I think the company is off the one helluva start, and I’m excited to see what improvements the commercialized model will eventually bring.
To me, the biggest hurdle looking forward is range. Winnebago can spin that narrative however it likes, but 108 miles is going to fall flat with most consumers, especially those currently driving a combustion van conversion. To really push EV adoption in this segment, that max range will need to at least be doubled – and that’s on Ford, not Winnebago.
The American automaker recently announced a new T3 electric truck that will be built at its new $5.6 billion BlueOval City EV mega-campus. With incoming upgrades to the ultra-popular Ford F-150 Lightning as well as tons of research and funding into advanced battery technologies, I have no reason to believe Ford won’t be delivering an upgraded version of the E-Transit with a more powerful and energy-dense platform.
When that optimized vehicle inevitably does arrive, Winnebago should be able to capitalize and deliver an electric RV similar to the eRV2, but even better from both a design function and performance standpoint. In getting to know some of the team working on delivering a customer-grade, Class B electric Winnebago, I have little doubt that they will deliver something customers will love.
When that does happen, I’ve already secured my spot for another test drive – this time will be for multiple days on the open road. Until then, check out my video walkthrough with the all-electric Winnebago eRV2 below.
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The Hyundai IONIQ 6 N is finally here, and it delivers. Hyundai’s electric sports car is loaded with fun new features, a sleek design (including a massive rear wing), 641 horsepower, and much more.
Meet the Hyundai IONIQ 6 N
After teasing the new model for the first time last month, Hyundai created quite a buzz. Now, we are finally getting our first look at the upgraded high-performance EV.
Hyundai unveiled the new IONIQ 6 N at the famed Goodwood Festival of Speed on Thursday in West Sussex, England. The upgraded model follows Hyundai’s first high-performance EV, the IONIQ 5 N.
At the event, the company boasted that its new electric sports car marks “a pivotal milestone in Hyundai N’s electrification journey,” adding “Hyundai N is once again redefining the boundaries of high-performance electrification with the debut of the IONIQ 6 N.”
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The IONIQ 6 N delivers an impressive 641 horsepower (478 kW) and 77 Nm of torque, enabling a 0 to 100 km/h (0 to 62 mph) sprint in just 3.2 seconds. Its top speed is about 160 mph (257 km/h).
Hyundai IONIQ 6 N (Source: Hyundai)
That’s when using Hyundai’s Launch Control, one of the many performance features the new EV offers. Like its other N models, the IONIQ 6 is based on three pillars: Corner Rascal, Racetrack Capability, and, of course, an Everyday Sportscar.
Powered by two electric motors, a 223 hp (166 kW) at the front and another 378 hp (282 kW) motor at the rear, for a combined 600 hp (448 kW).
Hyundai IONIQ 6 N (Source: Hyundai)
Redefining the EV driving experience
The upgraded IONIQ 6 “redefines the EV driving experience,” according to Hyundai, thanks to its advanced in-house vehicle control software.
Central to this is Hyundai’s N Active Sound + system, which mimics the feel and sound of a traditional engine. An added N e-Shift simulates shifting gears.
Hyundai IONIQ 6 N interior (Source: Hyundai)
And that’s just the start. Other performance features, such as N Drift Optimizer, N Grin Boost, and N Torque Distribution, give you even more control over the vehicle while delivering increased power.
The IONIQ 6 N is powered by an 84 kWh battery, providing a WLTP range of up to 291 miles (469 km). However, EPA figures will be revealed closer to launch. Given the IONIQ 5 N has an EPA-estimated range of up to 221 miles, you can expect it to be slightly higher when it arrives.
With a 350 kW DC fast charger, Hyundai’s new performance EV can recharge from 10% to 80% in about 18 minutes.
With a length of 4,935 mm, a width of 1,940 mm, and a height of 1,495 mm, the IONIQ 6 N is about the size of the Porsche Taycan.
Hyundai will showcase the new high-performance EV during the hillclimb event alongside other models like the IONIQ 5 N, IONIQ 6 N Drift Spec, and IONIQ 6 N with N Performance parts. Hyundai promises each vehicle brings unique capabilities to the event, “guaranteeing a dynamic and thrilling on-track experience for all attendees.” Check back soon for more info.
What do you think of Hyundai’s new electric sports car? Would you buy one over the Porsche Taycan? Let us know in the comments.
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Elon Musk said that Tesla owners will “soon” have access to Grok, a large language developed by Musk’s xAI startup, days after the AI started calling itself ‘MechaHitler’.
Yesterday, xAI launched Grok 4, the latest version of its large language model.
The new model is benchmarking very well, but that’s generally the case with the latest model to come out. It edges the latest models from Google and OpenAI on intelligence by a few points, but it falls behind on speed:
At the launch event, Musk announced that Grok will “soon” be integrated into Tesla vehicles.
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This is something that the CEO has been discussing since founding xAI, which has been controversial because Musk has also positioned Tesla to compete in the AI space. He even stepped down from his role at OpenAI due to a “conflict of interest with Tesla.”
The announcement of the imminent integration of Grok into Tesla vehicles comes just days after the language model went haywire on X and started praising Hitler, referring to itself as ‘MechaHitler’, and made several antisemitic comments.
xAI acknowledge the issue and put Grok on timeout while they fixed it:
We are aware of recent posts made by Grok and are actively working to remove the inappropriate posts. Since being made aware of the content, xAI has taken action to ban hate speech before Grok posts on X. xAI is training only truth-seeking and thanks to the millions of users on X, we are able to quickly identify and update the model where training could be improved.
The “bug” came just a few weeks after Musk stated that he was displeased with Grok supporting left-wing narratives, even though it didn’t say anything inncurate, and that he would update Grok to “fix” it.
Now, the large language model (LLM) is expected to power the new voice assistant inside Tesla vehicles.
LLMs are becoming quite common in cars, especially premium vehicles. Ford, Mercedes-Benz, Stellantis, and a few others have all integrated Chat-GPT in some models.
Many Chinese automakers have also developed their own and deployed them in cars, even entry-level ones.
Tesla is playing catch up on that front.
Electrek’s Take
As I have previously stated, I think Musk is setting up Tesla to invest or even merge with xAI at a ridiculous valuation – making Tesla shareholders virtually pay twice for Twitter, which is now part of xAI.
This is how he will be able to gain wider control over the company’s share.
From the first discovery in Prudhoe Bay in 1968, Alaskans have had a love-hate relationship with oil.
On one hand, it allowed Alaska to abolish its state income tax, fund most government operations and provide every Alaskan with a dividend that continues to this day. On the other hand, it has left the state at the near total mercy of the global oil market.
In recent years, that has proven to be a bad bet. And it is the major reason Alaska finishes at the bottom of the CNBC America’s Top States for Business rankings in 2025.
With the price of Alaska North Slope crude oil down by double digits from a year ago, according to the Alaska Department of Revenue, Alaska has America’s worst economy as measured by the CNBC study. Economy is the heaviest-weighted category under this year’s methodology.
More coverage of the 2025 America’s Top States for Business
Alaska’s gross domestic product growth is in the bottom ten nationally. The state’s economy grew by just 1.5% last year, compared to 2.8% nationally.
More crucially, the state’s fiscal year 2026 budget is based on a forecast of $68 per barrel for crude oil, and it is unclear if that will hold. Alaska North Slope crude traded as low as $63.49 on May 5 before rebounding above $70 in recent weeks. State forecasters are counting on oil for around 70% of the state’s revenue over the next ten years, or nearly half the state’s operating budget. And some localities are far more dependent.
“When you look at the economic engine by default,” North Slope Borough Mayor Josiah Patkotak told CNBC last month, “That happens to be oil and gas by about 98% of our operating budget.”
$40 billion bet on natural gas as diversifier
For decades, Alaska has sought ways to diversify its economy, but it has had limited success. Proposals have involved alternative energy, agriculture, and the state’s tourism sector.
Alaska Governor Mike Dunleavy speaks during a news conference at his office in Anchorage, Alaska, U.S. March 22, 2022.
Yereth Rosen | Reuters
In 2023, Gov. Mike Dunleavy, a Republican, signed legislation to put Alaska into the carbon market, using the state’s vast public lands for carbon storage, and to generate carbon offset credits for high carbon emitters in other states. But the program is still in the study phase. A report to the legislature in January said the program is not expected to generate any revenue until at least 2027.
More recently, the Trump administration is backing a proposal to build a natural gas pipeline alongside the Trans-Alaska oil pipeline, allowing the U.S. to ship liquid natural gas — a byproduct of North Slope oil production — to Asia.
The idea has been around for years, but the price tag, estimated at around $40 billion, was impossible for the industry to swallow even when petroleum prices were high.
Now, however, administration officials think that trade tensions might change the economics.
“There [are] countries around the world looking to shrink their trade deficit with the United States, and of course, a very easy way to do that is to buy more American energy,” U.S. Energy Secretary Chris Wright told CNBC’s Brian Sullivan in Prudhoe Bay last month.
“If you get the commercial offtakers for the gas, financing is pretty straightforward,” Wright said.
If the project gets off the ground, it could provide a huge boost to Alaska’s economy, though it would still be at the mercy of commodity prices.
Lack of tech infrastructure, high costs
Alaska’s struggling economy is a major reason for its poor competitive performance, but it is not the only one.
The state ranks No. 49 in Infrastructure. While the state’s roads and bridges are in better shape than in many states in the Lower 48, its virtual infrastructure leaves much to be desired. Fewer than 2% of Alaskans have access to affordable broadband service, according to BroadbandNow Research. The data center boom has passed Alaska by thus far, with only four in the entire state.
Alaska is a notoriously expensive place to live, especially in the many remote parts of the state.
“When you’re paying 16 bucks a gallon for milk, we’ve got to figure out how to make sure that you can afford to buy the milk so you can live here. We’ve got to make sure you can afford to buy the gas so you can hunt here,” said Patkotak.
But one aspect of life is a bargain in Alaska. At a time of soaring homeowner premiums, online insurance marketplace Insurify projects Alaska homeowners insurance premiums will average $1,543 this year, the second lowest in the nation.
Join the conversation. Didn’t see your state mentioned? You can see where it ranked overall, and in all 10 categories of competitiveness, in the full rankings of the 2025 America’s Top States for Business.