Lexus plans to launch a next-generation EV with super-low drag, high range, and a gigacast vehicle structure, in the most significant electric vehicle announcement to come out of this year’s Japan Mobility Show.
While the LF-ZC may still be a concept, it’s one that the luxury mark owned by Toyota is committing to, with production set to begin in 2026. That’s two-plus years from now, and while it’s hard to say how the vehicle landscape will change during that period, it’s not that far off, all things considered. Given what Lexus is saying about the LF-ZC, this sounds like a legitimately next-gen vehicle, using prismatic batteries, steer-by-wire, and a gigacast modular vehicle structure (initially pioneered by Tesla, but now being pursued by many automakers).
Lexus says the LF-ZC will have a drag coefficient under 0.2, and based on the concept’s Prius-esque teardrop design, this does look like an aero-first EV. The front doors on the concept version of the car are even shaped to channel air from the wheels.
Lexus isn’t sharing any details on range, saying only that the LF-ZC will have twice the range of “conventional” battery electric vehicles. It’s impossible to know what Lexus considers conventional, but I’d suspect nothing in the Tesla lineup qualifies. Anything in excess of 400 miles would certainly be impressive, and if Lexus was working with a “conventional” figure of less than 200 miles, I think we’d all be pretty disappointed! But this is just speculation, and that’s all Lexus has really left us to do here: speculate. (Edit: Some outlets are saying Lexus considers 500 kilometers to be the “conventional” figure, putting the LF-ZC at 1000 kilometers or around 620 miles of range. If true, that could be a game-changer. It also sounds pretty optimistic.)
One thing that may not be apparent from the images is that this is a small sedan, not a mid-size crossover. The LF-ZC has a wheelbase just 15 mm longer than a Tesla Model 3’s, at 2,890 mm. It’s also 50 mm shorter (vertically) than the Model 3, coming in at 1,390 mm — I’d suspect rear headroom is not going to be especially great in this car. With Lexus’s aggressive aerodynamic goals, that does make sense, though. Overall vehicle length is around the same, with the LF-ZC slightly longer than the Tesla.
Using steer-by-wire, it’s possible Toyota will be able to lay out the cabin of the LF-ZC to be roomier than its diminutive wheelbase would suggest. That’s because steer-by-wire requires no steering column — or any other components connecting the steering wheel to the vehicle wheels. The steering wheel (or yoke) becomes, effectively, a digital joystick. Everything happens via electronic position sensors on the yoke, with control modules relaying those inputs to the electric power steering system, which then adjusts the wheel angle accordingly.
Steer-by-wire as a technology isn’t new, per se, but it’s rarely been seen outside concept cars. The momentum behind a steer-by-wire transition, though, is the greatest it’s ever been. (Tesla recently patented such a system.) Getting the feel and responsiveness of a steer-by-wire system right has long proven challenging, though. Such designs lack the direct and instantaneous connection to the rolling components of traditional hydraulic and electric-assist power systems. Initial driving impressions of Lexus’s prototypes for such systems have been mixed.
So why keep trying to make steer-by-wire happen, Gretchen? Cost and packaging: By eliminating big, stress-bearing connective components from the steering system, manufacturers can save money and dramatically reduce the overall footprint of that system. In short: The steering wheel (or yoke) becomes just a steering wheel — a computerized control interface, nothing more. That, in turn, frees up a lot of volume in the dash area, potentially opening up more of the cabin as usable passenger space. In vehicular design, centimeters count just as much as dollars and cents, and a steer-by-wire system theoretically optimizes for both. For vehicle manufacturers, it’s a win-win. But for consumers, if steer-by-wire doesn’t feel reassuringly safe and communicative during driving, it could end up being a huge turn-off. (Some people position steer by wire as a liability risk, but I think this is a red herring — all modern cars use throttle by wire, and many now use brake by wire, too. There’s nothing special about steering from a liability perspective for a carmaker.)
As for the rest of the LF-ZC, we just don’t have much to work with yet. Aesthetically, the car looks like a 4th Gen Prius someone ran through a Tron filter. The design isn’t brutal, exactly, but form closely follows function here, likely reflecting the price positioning of this car as an entry-level premium sedan.
The interior of the LF-ZC is so dark and vague that I’d take almost none of what you see inside as reflective of final production intent — though if steer-by-wire does happen, that yoke could end up being pretty close to reality. (Steer-by-wire systems don’t require hand-over-hand steering since they can infinitely adjust the steering ratio by vehicle speed. This makes a yoke more practical.) The interior concept looks pretty spartan overall, aside from that massive passenger infotainment display. The driver gets two smartphone-sized screens mounted at an angle, one to the left of the steering yoke, and one to the right, along with an instrumentation display above it at the top of the dash. The number of hard buttons and switches in the LF-ZC appears to be “as near to zero as humanly possible” — call it cost-cutting or Tesla copycatting; either shoe fits.
Electrek’s Take
This is as close as Toyota (well, Lexus) has ever come to offering a response to Tesla. The LF-ZC is very plainly positioned in the same small luxury sedan space the Model 3 is, and it’s a segment that a manufacturer as large as Toyota can’t ignore if it’s going to be a serious player in EVs. But without details on range, power, or pricing, it’s very difficult to say how competitive Lexus’s offering will be. If the alleged estimate of over 600 miles of range is even close to reality, though, that feels worth the wait on other details.
Assuming the LF-ZC does go on sale in 2026, that will likely put it smack in the middle of the lifecycle of the new Model 3 Highland refresh, but still potentially ahead of whatever Tesla’s “next-gen” mass market vehicle ends up being.
Given this car is badged as a Lexus, that also opens the door for a cheaper Toyota variant down the road. The Prius-like styling, in my view, is no accident here. Drop some of the more aspirational aero, add some plastic trim, and take away a few of those displays, and it’s not hard to imagine a more basic Toyota take on this concept. Launching on Lexus, a luxury brand, would also be a way to offset some of the high initial cost of a new electric model as it scales up.
Steer-by-wire is a technology Toyota and Lexus seem highly motivated to adopt, and the space and cost-saving implications clearly illustrate their reasoning. While I’ve never driven a steer-by-wire car, everything I’ve read and heard to date has been underwhelming. Let’s hope Lexus irons out the kinks before the LF-CZ comes to market. My most optimistic take on steer-by-wire is that it at least makes a yoke a defensible design decision, since the steering controls no longer need to rotate to the extreme multi-turn angles of a traditional wheel (Lexus’s most recent steer-by-wire concept has 200 degrees of total rotation — meaning a little over 90 degrees left and right).
Toyota has given a lot of lip service when it comes to BEVs and offered some wild concepts, but the LF-ZC seems like a pretty concrete promise to actually build something.
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Forget fumbling with cables or hunting for batteries – TILER is making electric bike charging as seamless as parking your ride. The Dutch startup recently introduced its much-anticipated TILER Compact system, a plug-and-play wireless charger engineered to transform the user experience for e-bike riders.
At the heart of the new system is a clever combo: a charging kickstand that mounts directly to almost any e‑bike, and a thin charging mat that you simply park over. Once you drop the kickstand and it lands on the mat, the bike begins charging automatically via inductive transfer – no cable required. According to TILER, a 500 Wh battery will fully charge in about 3.5 hours, delivering comparable performance to traditional wired chargers.
It’s an elegantly simple concept (albeit a bit chunky) with a convenient upside: less clutter, fewer broken cables, and no more need to bend over while feeling around for a dark little hole.
TILER claims its system works with about 75% of existing e‑bike platforms, including those from Bosch, Yamaha, Bafang, and other big bames. The kit uses a modest 150 W wireless power output, which means charging speeds remain practical while keeping the system lightweight (the tile weighs just 2 kg, and it’s also stationary).
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TILER has already deployed over 200 charging points across Western Europe, primarily serving bike-share, delivery, hospitality, and hotel fleets. A recent case study in Munich showed how a cargo-bike operator saved approximately €1,250 per month in labor costs, avoided thousands in spare batteries, and cut battery damage by 20%. The takeaway? Less maintenance, more uptime.
Now shifting to prosumer markets, TILER says the Compact system will hit pre-orders soon, with a €250 price tag (roughly US $290) for the kickstand plus tile bundle. To get in line, a €29 refundable deposit is currently required, though they say it is refundable at any point until you receive your charger. Don’t get too excited just yet though, there’s a bit of a wait. Deliveries are expected in summer 2026, and for now are covering mostly European markets.
The concept isn’t entirely new. We’ve seen the idea pop up before, including in a patent from BMW for charging electric motorcycles. And the efficacy is there. Skeptics may wonder if wireless charging is slower or less efficient, but TILER says no. Its system retains over 85% efficiency, nearly matching wired charging speeds, and even pauses at 80% to protect battery health, then resumes as needed. The tile is even IP67-rated, safe for outdoor use, and about as bulky as a thick magazine.
Electrek’s Take
I love the concept. It makes perfect sense for shared e-bikes, especially since they’re often returning to a dock anyway. As long as people can be trained to park with the kickstand on the tile, it seems like a no-brainer.
And to be honest, I even like the idea for consumers. I know it sounds like a first-world problem, but bending over to plug something in at floor height is pretty annoying, not to mention a great way to throw out your back if you’re not exactly a spring chicken anymore. Having your e-bike start charging simply by parking it in the right place is a really cool feature! I don’t know if it’s $300 cool, but it’s pretty cool!
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Tesla has launched a new software update for its vehicles that includes the anticipated integration of Grok, but it doesnt even interface with the car yet.
Today, Tesla started pushing the update to the fleet, but there’s a significant caveat.
The automaker wrote in the release notes (2025.26):
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Grok (Beta) (US, AMD)
Grok now available directly in your Tesla
Requires Premium Connectivity or a WiFi connection
Grok is currently in Beta & does not issue commands to your car – existing voice commands remain unchanged.
First off, it is only available in vehicles in the US equipped with the AMD infotainment computer, which means cars produced since mid-2021.
But more importantly, Tesla says that it doesn’t send commands to the car under the current version. Therefore, it is simply like having Grok on your phone, but on the onboard computer instead.
Tesla showed an example:
There are a few other features in the 2025.26 software update, but they are not major.
For Tesla vehicles equipped with ambient lighting strips inside the car, the light strip can now sync to music:
Accent lights now respond to music & you can also choose to match the lights to the album’s color for a more immersive effect
Toybox > Light Sync
Here’s the new setting:
The audio setting can now be saved under multiple presets to match listening preferences for different people or circumstances:
The software update also includes the capacity to zoom or adjust the playback speed of the Dashcam Viewer.
Cybertruck also gets the updated Dashcam Viewer app with a grid view for easier access and review of recordings:
Tesla also updated the charging info in its navigation system to be able to search which locations require valet service or pay-to-park access.
Upon arrival, drivers will receive a notification with access codes, parking restrictions, level or floor information, and restroom availability:
Finally, there’s a new onboarding guide directly on the center display to help people who are experiencing a Tesla vehicle for the first time.
Electrek’s Take
Tesla is really playing catch-up here. Right now, this update is essentially nothing. If you already have Grok, it’s no more different than having it on your phone or through the vehicle’s browser, since it has no capacity to interact with any function inside the vehicle.
Most other automakers are integrating LLMs inside vehicles with the capacity to interact with the vehicle. In China, this is becoming standard even in entry-level cars.
In the Xiaomi YU7, the vehicle’s AI can not only interact with the car, but it also sees what the car sees through its camera, and it can tell you about what it sees:
Tesla is clearly far behind on that front as many automakers are integrating with other LLMs like ChatGPT and in-house LLMs, like Xiaomi’s.
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Robinhood stock hit an all-time high Friday as the financial services platform continued to rip higher this year, along with bitcoin and other crypto stocks.
Robinhood, up more than 160% in 2025, hit an intraday high above $101 before pulling back and closing slightly lower.
The reversal came after a Bloomberg report that JPMorgan plans to start charging fintechs for access to customer bank data, a move that could raise costs across the industry.
For fintech firms that rely on thin margins to offer free or low-cost services to customers, even slight disruptions to their cost structure can have major ripple effects. PayPal and Affirm both ended the day nearly 6% lower following the report.
Despite its stellar year, the online broker is facing several headwinds, with a regulatory probe in Florida, pushback over new staking fees and growing friction with one of the world’s most high-profile artificial intelligence companies.
Florida Attorney General James Uthmeier opened a formal investigation into Robinhood Crypto on Thursday, alleging the platform misled users by claiming to offer the lowest-cost crypto trading.
“Robinhood has long claimed to be the best bargain, but we believe those representations were deceptive,” Uthmeier said in a statement.
The probe centers on Robinhood’s use of payment for order flow — a common practice where market makers pay to execute trades — which the AG said can result in worse pricing for customers.
Robinhood Crypto General Counsel Lucas Moskowitz told CNBC its disclosures are “best-in-class” and that it delivers the lowest average cost.
“We disclose pricing information to customers during the lifecycle of a trade that clearly outlines the spread or the fees associated with the transaction, and the revenue Robinhood receives,” added Moskowitz.
Robinhood is also facing opposition to a new 25% cut of staking rewards for U.S. users, set to begin October 1. In Europe, the platform will take a smaller 15% cut.
Staking allows crypto holders to earn yield by locking up their tokens to help secure blockchain networks like ethereum, but platforms often take a percentage of those rewards as commission.
Robinhood’s 25% cut puts it in line with Coinbase, which charges between 25.25% and 35% depending on the token. The cut is notably higher than Gemini’s flat 15% fee.
It marks a shift for the company, which had previously steered clear of staking amid regulatory uncertainty.
Under President Joe Biden‘s administration, the Securities and Exchange Commission cracked down on U.S. platforms offering staking services, arguing they constituted unregistered securities.
With President Donald Trump in the White House, the agency has reversed course on several crypto enforcement actions, dropping cases against major players like Coinbase and Binance and signaling a more permissive stance.
Even as enforcement actions ease, Robinhood is under fresh scrutiny for its tokenized stock push, which is a growing part of its international strategy.
The company now offers blockchain-based assets in Europe that give users synthetic exposure to private firms like OpenAI and SpaceX through special purpose vehicles, or SPVs.
An SPV is a separate entity that acquires shares in a company. Users then buy tokens of the SPV and don’t have shareholder privileges or voting rights directly in the company.
OpenAI has publicly objected, warning the tokens do not represent real equity and were issued without its approval. In an interview with CNBC International, CEO Vlad Tenev acknowledged the tokens aren’t technically equity shares, but said that misses the broader point.
“What’s important is that retail customers have an opportunity to get exposure to this asset,” he said, pointing to the disruptive nature of AI and the historically limited access to pre-IPO companies.
“It is true that these are not technically equity,” Tenev added, noting that institutional investors often gain similar exposure through structured financial instruments.
The Bank of Lithuania — Robinhood’s lead regulator in the EU — told CNBC on Monday that it is “awaiting clarifications” following OpenAI’s statement.
“Only after receiving and evaluating this information will we be able to assess the legality and compliance of these specific instruments,” a spokesperson said, adding that information for investors must be “clear, fair, and non-misleading.”
Tenev responded that Robinhood is “happy to continue to answer questions from our regulators,” and said the company built its tokenized stock program to withstand scrutiny.
“Since this is a new thing, regulators are going to want to look at it,” he said. “And we expect to be scrutinized as a large, innovative player in this space.”
SEC Chair Paul Atkins recently called the model “an innovation” on CNBC’s Squawk Box, offering some validation as Robinhood leans further into its synthetic equity strategy — even as legal clarity remains in flux across jurisdictions.
Despite the regulatory noise, many investors remain focused on Robinhood’s upside, and particularly the political tailwinds.
The company is positioning itself as a key beneficiary of Trump’s newly signed megabill, which includes $1,000 government-seeded investment accounts for newborns. Robinhood said it’s already prototyping an app for the ‘Trump Accounts‘ initiative.