After starting production in March, Faraday Future has finally launched its FF91 EV, with an eye-watering $309k starting price and first deliveries starting tomorrow, May 31.
Faraday made the announcements in a livestream on its website today. It titled the announcements “FF 91 Final Launch & Faraday Future 2.0,” suggesting an entry into a new phase of life for the company, and describing the new car as a “new species.”
The FF91 was originally unveiled in 2017. At the time, Faraday said that it intended to produce the car in 2018.
But electric car startup observers are no stranger to delays, so that timeline slipped. And slipped, and slipped – until five years later, we are finally here, at the actual start of FF91 production.
Faraday promised the FF91 would have 1,050 horsepower, a 130 kWh battery capable of 381 miles of range, 200 kW charging, and self-driving capability. It also promised a 0-60 time of 2.27 seconds, which was faster than “other benchmark cars” (namely, Tesla) at the time.
These specs were incredible at the time and are still very good, though after five years of delays “other benchmark cars” have caught up and exceeded those numbers. But Faraday has kept the same specs as its original announcement without watering them down in the interim, which is nice. In fact, today’s video claimed the battery will be upped to 142kWh (though this might be nominal pack capacity, as opposed to 130kWh usable).
Faraday received over 64,000 reservations in 36 hours after the original unveiling. But these were unpaid hand-raisers, and on a more recent check-in, the company claimed to have 14,000 unpaid reservations and only 401 paid reservations, though we haven’t heard anything on those numbers in the last year.
Faraday started the stream with a long discussion about its “FF aiHyper 6×4 Architecture 2.0.” Frankly, our eyes glazed over a little bit in this portion, but here’s their slide “explaining” it. Good luck:
The company said that this is all meant to reflect 4 pillars of development – All-AI, All-Hyper, All-ability, and co-creation. As best we can tell, this was all meant to describe the car’s ability as taking advantage of the best strengths of sedans, sportscars and SUVs; comparing its capabilities to million-dollar hypercars; and using AI in its software-defined platform. Until recently, cars have been defined by hardware, but these days, many cars are being defined by software, with common software updates and modern infotainment systems.
With regards to the “co-creation” pillar, Faraday’s “co-creation platform,” which it is calling “The Mission Farad,” is essentially a referral program – refer friends to download Faraday’s app to get points (called Farads, the same name as the SI unit for electrical capacitance), and those points can be used for rewards. Faraday says these rewards “include awesome FPO titles to brag about on the FF App, Growth value and Co-creation points, and even future use of FF vehicles.”
In the future, Faraday seems like it will use this platform to gather customer feedback on its vehicles, and successful feedback/ideas will reward points to those who suggest it. Faraday is planning a “co-creation day” on June 6, which will presumably include more details on this. And we could imagine it turning into a sales referral program in the future.
The software-defined nature of the car enables various computing options, centered around a 27 inch rear screen (the “world’s largest in-car display”) and camera and a “10G in-vehicle network” (which isn’t a real thing) from three 5G antennas each connected to a different mobile carrier. Faraday mentioned that, among other things, this could enable livestreaming from inside the car (look out, INDI), and AI-powered contextual voice commands.
The car will also have an infrared camera in the driver’s seat to enable facial recognition for additional security. Faraday said that the car’s AI technology will enable it to “know you better than you know yourself,” which is frankly a little bit creepy, especially knowing that it has a camera on you at all times.
When you’re tired of all the livestreaming, you can relax in “spa mode” in the FF91’s “Zero G seats” capable of 60º recline.
Faraday now calls its car “the standard of Ultimate AI TechLuxury,” which is a bit of a mouthful. The company is aiming for the “ultra-spire” market, which as far as we can tell is its own term for luxury car customers. Embattled Faraday founder YT Jia compared the car’s level of luxury to that of Ferrari, Rolls-Royce and Maybach, setting quite a high bar.
Since then we’ve learned that Maybach is officially entering the EV market this year, so FF91 will have a direct competitor there. Faraday thinks that one day it will become a leader in the ultra-luxury market, which it says sells around 55,000 units globally per year. Though Jia also said that Faraday will not use the same upscale materials as are included in these other vehicles, and rather focus “silicon-based” luxury which allows owners to better leverage their time.
And of course, no automotive announcement can go without a discussion of autonomous driving technology, where Faraday made several claims about existing capabilities, and more coming later through over-the-air updates. Faraday calls these “FF aiDriving”:
In addition to these promises of imminent self-driving capability (hmm, where have we heard this before…), Faraday says that the FF 91 will have the ability to create custom and proprietary maps, perhaps in order to help train the car to drive around private grounds that are not captured by public road maps. But the FF91’s FF aiHypercar+ subscription system will set you back $14,900 per year – but hey, at least you’ll get some Farad points thrown in.
And, finally, there’s the price. All of the above will set you back a cool $309k for the limited-edition “FF 91 2.0 Futurist Alliance,” or $249k for the “FF 91 2.0 Futurist.” No news, yet, on what the base price of the standard 2.0 edition will be.
In a show of exceptional grace, the company also guarantees resale price, stating that it will ensure a 60% trade-in price after the first three years (thus only costing $41,200 per year!). But maybe owners should think twice before trading it in, because Jia says that the car will have “irreplaceable collectible value.”
Electrek’s Take
The FF91 was never going to be cheap, given how Faraday has always targeted it as a luxury vehicle, but now that we see the actual price, there’s a certain amount of reality that sets in.
With this pricing, Faraday is stuck between a rock and a hard place. It needs to set the price high in order to make money on a low production luxury vehicle, but a high price is a lot harder to command when there’s more competition in the market than there was 5 years ago, and when economic uncertainty and interest rates make it harder for people to justify these higher prices.
As we mentioned when Faraday started production, this has been a long time coming with lots of delays on the way. And, frankly, we did not expect the company to get this far.
When this car was originally announced, I noted that it seemed like a “kitchen sink” announcement, with a vehicle that included every conceivable concept car feature. In a word, I thought it was unrealistic.
So, it’s quite an accomplishment that they have made it here. Bringing any car to market is incredibly difficult, so they deserve praise for that.
But today’s livestream felt much the same as the original announcement. The original announcement seemed driven by hype buzzwords more than anything, and today is no different. AI is the buzzword of today, and it was mentioned hundreds of times in the ~100-minute livestream. Faraday is even changing its stock ticker to “FFAI” from “FFIE,” according to today’s announcement.
The company couldn’t even keep its own buzzwords straight, simultaneously audibly calling one feature “AI carpet” while subtitles and slides called it “Magic all-in-one” – and then continued into discussions of hyper multi-vectoring, 3rd aiSpace and SynXwap, which is apparently some sort of NFT (that was 2021’s nonsense buzzword, get with the times Faraday).
What the heck does any of this mean?
A tip: jumbled buzzword nonsense doesn’t make you sound accomplished or smarter than the observer, it makes you sound like a grifter. Knock it off, Faraday, if you can.
Despite finally shipping cars, this is only the beginning of the challenges related to building vehicles. Now Faraday has to find customers, and at the price they’re asking, that could be a challenge.
There are already some excellent electric cars on the market, from both mainstream players and upstarts. These span a pretty wide swath of price ranges and levels of luxury. While the FF 91 promises significant luxury and seems to focus on extreme comfort of its riders (and “riders” is the right term here, since the company’s focus on rear seat comfort is aimed at the Chinese market, where it’s common for the wealthy to have personal drivers), it’s not the only startup in the luxury electric car market.
Lucid Motors also occupies that space, and has some very good technology going for it, and a head start on Faraday. And yet, it’s still on rocky ground in this market, and is having some difficulty finding buyers even at the high 5 figure level. The same goes for the behemoth of the EV industry, Tesla, whose Model X accounts for a tiny percentage of the company’s sales – and its base price also has one less digit than the FF91’s.
Since Faraday is aiming well past this high price range, it’s likely to have an even larger struggle finding buyers. Maybe some will come out of the woodwork looking for a luxurious electric crossover from a startup other than Tesla or Lucid at three times the price, but that is a rather small niche at this point.
Especially if Faraday is going to call its own car an “elephant,” which it did not once, but twice during this announcement video.
Here’s the full livestream of the announcement:
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Tesla’s former head of artificial intelligence, Andrej Karpathy, who worked on the automaker’s self-driving effort until 2022, warns against believing that self-driving is solved, and fully autonomous vehicles are happening soon.
Karpathy is a very respected leader in the field of artificial intelligence.
In 2017, Musk poached him from OpenAI and he quickly became the head of Tesla’s AI effort, including leading neural nets for Autopilot and Full Self-Driving.
He left Tesla in 2022 and return briefly to OpenAI in 2023 before starting his own in AI education company, Eureka Labs.
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The Slovak-Canadian computer scientist is widely regarded as one of the top computer vision experts and he pioneered Tesla’s vision-only approach to self-driving.
Karpathy gave a talk at Y Combinator’s AI Startup School event this week and made some interesting comments about self-driving.
He recounted when a friend working at then Google self-driving company, now Waymo, gave him a ride in a self-driving car in 2013:
We got into this car and we went for an about 30-minute drive around Palo Alto, highways, streets and so on, and that drive was perfect. Zero intervention. And this was 2013. It was about 12 years ago.It kind of struck me because at the time when I had this perfect drive, this perfect demo, I thought “well, self-driving is imminent because this just work. This is incredible.” But here we are, 12 years later, and we are still working on autonomy. We are still working on driving (AI) agents. Even now, we haven’t actually solved the problem.
12 years later, Waymo currently operates over 1,000 vehicles in California, Arizona, and Texas where it completes hundreds of thousands of autonomous rides with paying customers every week, but Karpathy explains that this doesn’t mean autonomy is solved.
He continues:
You may sees Waymos going around and they look driverless, but there’s still a lot of teleoperation and lot of humans in the loop in this driving.
Waymo has confirmed that it uses some teleopeartion, but it’s not clear to what level. It’s clear that it at least communicates commands to the vehicles remotely when they get stuck.
Kaparthy adds:
We still haven’t declared success, but I think it’s definitely going to succeed at this point, but it just took a long time.
The engineer added that “software is tricky” and that he believes that “AI agents”, which is a term often use to describe AIs that can perform tasks for humans, like driving a vehicle, are going to take time. He believes this is not the year of AI agents, but the decade of AI agents.
Here’s the full presentation:
Electrek’s Take
While Kaparthy didn’t name Tesla, the timing of his comments as Tesla is launching its “Robotaxi” service this weekend is interesting.
It certainly contracdits what his former boss, Elon Musk, is saying: that self-driving is solved.
As we have often highlighted in recent weeks, Tesla’s Robotaxi launch is simply a game of optics for Tesla to be able to claim a win in self-driving after years of broken promises and missed deadlines just as Waymo is rapidly expanding its own self-driving services.
Tesla Robotaxi launch a game of optics?
Electrek’s @fredlambert94: “Tesla is trying to get a win and say that it ‘launched its robotaxi on time in June’ when this is basically Tesla’s public FSD with the supervising driver being moved to the passenger seat.” pic.twitter.com/o3eSyqKxlJ
I think Kaparthy, who led Tesla’s computer vision effort behind self-driving, knows that has yet to solve the problem and will require human supervision for a while longer.
Based on the best data available, Tesla currently achieves a few hundred miles between critical disengagement with FSD and it needs to get into tends of thousands of miles to achieve a true level 4 autonomous systems.
We are still a few years away from that at best.
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Senior Israeli officials said this week that their military campaign against Iran could trigger the fall of the regime, an event that would have enormous implications for the global oil market.
The oil market has reacted with remarkable restraint as Israel has bombed the third-largest crude producer in OPEC for eight straight days, with no clear sign the conflict will end anytime soon.
Oil prices are up about 10% since Israel launched its attack on Iran a week ago, but with oil supplies so far undisturbed, both U.S. crude oil and the global benchmark Brent remain below $80 per barrel.
Rising risk
Still, the risk of a supply disruption that triggers a big spike in prices is growing the longer the conflict rages on, according to energy analysts.
President Donald Trump has threatened the life of Iran’s supreme leader Ayatollah Ali Khamenei and is considering helping Israel destroy the Islamic Republic’s nuclear program. For its part, Iran’s leadership is more likely to target regional oil facilities if it feels its very existence is at stake, the analysts said.
Israel’s primary aim is to degrade Iran’s nuclear program, said Scott Modell, CEO of the consulting firm Rapidan Energy Group. But Jerusalem also appears to have a secondary goal of damaging Iran’s security establishment to such an extent that the country’s domestic opposition can rise up against the regime, Modell said.
“They’re not calling it regime change from without, they’re calling it regime change from within,” said Modell, a former CIA officer and Iran expert who served in the Middle East.
Official denial
Prime Minister Benjamin Netanyahu denies that regime change is Israel’s official goal, telling a public broadcaster on Thursday that domestic governance is an internal Iranian decision. But the prime minister ascknowledged Khamenei’s regime could fall as a consequence of the conflict.
There are no signs that the regime in Iran is on the verge of collapse, Modell said.
But further political destabilization in Iran “could lead to significantly higher oil prices sustained over extended periods,” said Natasha Kaneva, head of global commodities research at JPMorgan, in a note to clients this week.
There have been eight cases of regime change in major oil producing countries since 1979, according to JPMorgan. Oil prices spiked 76% on average at their peak in the wake of these changes, before pulling back to stabilize at a price about 30% higher compared to pre-crisis levels, according to the bank.
For example, oil prices nearly tripled from mid-1979 to mid-1980 after the Iranian revolution deposed the Shah and brought the Islamic Republic to power, according to JPMorgan. That triggered a worldwide economic recession.
More recently, the revolution in Libya that overthrew Muammar Gaddafi jolted oil prices from $93 per barrel in January 2011 to $130 per barrel by April that year, according to JPMorgan. That price spike coincided with the European debt crisis and nearly caused a global recession, according to the bank.
Bigger than Libya
Regime change in Iran would have a much bigger impact on the global oil market than the 2011 revolution in Libya because Iran is far bigger producer, Modell said.
“We would need to see some strong indicators that the state is coming to a halt, that regime change is starting to look real before the market would really start pricing in three plus million barrels a day going offline,” Modell said.
If the regime in Iran believes it is facing an existential crisis, it could use its stockpile of short-range missiles to target energy facilities in the region and oil tankers in the Persian Gulf, said Helima Croft, head of global commodity strategy at RBC Capital Markets.
Tehran could also try to mine the Strait of Hormuz, the narrow body of water between Iran and Oman through which about 20% of the world’s oil flows, Croft said.
“We’re already getting reports that Iran is jamming ship transponders very, very aggressively,” Croft told CNBC’s “Fast Money” on Wednesday. QatarEnergy and the Greek Shipping Ministry have already warned their vessels to avoid the strait as much as possible, Croft said.
“These are not calm waters even though we have not had missiles flying in the straits,” she said.
Greater than even odds
Rapidan sees a 70% chance the U.S. will join Israeli airstrikes against Iran’s nuclear facilities. Oil prices would probably rally $4 to $6 per barrel if Iran’s key uranium enrichment facility at Fordow is hit, Modell said. Iran will likely respond in a limited fashion to ensure the regime’s survival, he said.
But there is also a 30% risk of Iran disrupting energy supplies by retaliating against infrastructure in the Gulf or vessels in the Strait of Hormuz, according to Rapidan. Oil prices could surge above $100 per barrel if Iran fully mobilizes to disrupt shipping in the strait, according to the firm.
“They could disrupt, in our view, shipping through Hormuz by a lot longer than the market thinks,” said Bob Bob McNally, Rapidan’s founder and former energy advisor to President George W. Bush.
Shipping could be interrupted for weeks or months, McNally said, rather than the oil market’s view that the United States Fifth Fleet, based in Bahrain, would resolve the situation in hours or days.
Electricity prices rose 4.5% in the past year, according to the consumer price index for May 2025 — nearly double the inflation rate for all goods and services.
The U.S. Energy Information Administration estimated in May that retail electricity prices would outpace inflation through 2026. Prices have already risen faster than the broad inflation rate since 2022, it said.
“It’s a pretty simple story: It’s a story of supply and demand,” said David Hill, executive vice president of energy at the Bipartisan Policy Center and former general counsel at the U.S. Energy Department.
There are many contributing factors, economists and energy experts said.
At a high level, the growth in electricity demand and deactivation of power-generating facilities are outstripping the pace at which new electricity generation is being added to the electric grid, Hill said.
Prices are regional
U.S. consumers spent an average of about $1,760 on electricity in 2023, according to the EIA, which cited federal data from the Bureau of Labor Statistics.
Of course, cost can vary widely based on where consumers live and their electricity consumption. The average U.S. household paid about 17 cents per kilowatt-hour of electricity in March 2025 — but ranged from a low of about 11 cents per kWh in North Dakota to about 41 cents per kWh in Hawaii, according to EIA data.
Households in certain geographies will see their electric bills rise faster than those in others, experts said.
Residential electricity prices in the Pacific, Middle Atlantic and New England regions — areas where consumers already pay much more per kilowatt-hour for electricity — could increase more than the national average, according to the EIA.
“Electricity prices are regionally determined, not globally determined like oil prices,” said Joe Seydl, a senior markets economist at J.P. Morgan Private Bank.
The EIA expects average retail electricity prices to increase 13% from 2022 through 2025.
That means the average household’s annual electricity bill could rise about $219 in 2025 relative to 2022, to about $1,902 from $1,683, according to a CNBC analysis of federal data. That assumes their usage is unchanged.
But prices for Pacific area households will rise 26% over that period, to more than 21 cents per kilowatt-hour, EIA estimates. Meanwhile, households in the West North Central region will see prices increase 8% in that period, to almost 11 cents per kWh.
However, certain electricity trends are happening nationwide, not just regionally, experts said.
Data centers are ‘energy hungry’
The QTS data center complex under development in Fayetteville, Georgia, on Oct. 17, 2024.
Elijah Nouvelage | Bloomberg | Getty Images
Electricity demand growth was “minimal” in recent decades due to increases in energy efficiency, according to Jennifer Curran, senior vice president of planning and operations at Midcontinent Independent System Operator, who testified at a House energy hearing in March. (MISO, a regional electric-grid operator, serves 45 million people across 15 states.)
Meanwhile, U.S. “electrification” swelled via use of electronic devices, smart-home products and electric vehicles, Curran said.
Now, demand is poised to surge in coming years, and data centers are a major contributor, experts said.
Data centers are vast warehouses of computer servers and other IT equipment that power cloud computing, artificial intelligence and other tech applications.
Data center electricity use tripled to 176 Terawatt-hours in the decade through 2023, according to the U.S. Energy Department. Use is projected to double or triple by 2028, the agency said.
Data centers are expected to consume up to 12% of total U.S. electricity by 2028, up from 4.4% in 2023, the Energy Department said.
They’re “energy hungry,” Curran said. Demand growth has been “unexpected” and largely due to support for artificial intelligence, she said.
The U.S. economy is set to consume more electricity in 2030 for processing data than for manufacturing all energy-intensive goods combined, including aluminum, steel, cement and chemicals, according to the International Energy Agency.
Continued electrification among businesses and households is expected to raise electricity demand, too, experts said.
The U.S. has moved away from fossil fuels like coal, oil and natural gas to reduce planet-warming greenhouse-gas emissions.
For example, more households may use electric vehicles rather than gasoline-powered cars or electric heat pumps versus a gas furnace — which are more efficient technologies but raise overall demand on the electric grid, experts said.
Population growth and cryptocurrency mining, another power-intensive activity, are also contributors, said BPC’s Hill.
‘All about infrastructure’
Thianchai Sitthikongsak | Moment | Getty Images
As electricity demand is rising, the U.S. is also having problems relative to transmission and distribution of power, said Seydl of J.P. Morgan.
Rising electricity prices are “all about infrastructure at this point,” he said. “The grid is aged.”
For example, transmission line growth is “stuck in a rut” and “way below” Energy Department targets for 2030 and 2035, Michael Cembalest, chairman of market and investment Strategy for J.P. Morgan Asset & Wealth Management, wrote in a March energy report.
Shortages of transformer equipment — which step voltages up and down across the U.S. grid — pose another obstacle, Cembalest wrote. Delivery times are about two to three years, up from about four to six weeks in 2019, he wrote.
“Half of all US transformers are near the end of their useful lives and will need replacing, along with replacements in areas affected by hurricanes, floods and wildfires,” Cembalest wrote.
Transformers and other transmission equipment have experienced the second highest inflation rate among all wholesale goods in the US since 2018, he wrote.
Meanwhile, certain facilities like old fossil-fuel powered plants have been decommissioned and new energy capacity to replace it has been relatively slow to come online, said BPC’s Hill. There has also been inflation in prices for equipment and labor, so it costs more to build facilities, he said.