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Sony Honda Mobility is touring around with its AFEELA prototype, and we got a chance to have a look at it up close in LA.

AFEELA is the official name of Sony’s fledgling electric car brand, which Sony first showed off as the “VISION-S” at CES in 2020, and has evolved bit by bit every year since then, now with an eventual release date of 2026. Since then, it has formed a joint venture with Honda, called Sony Honda Mobility (SHM), to bring the car to market.

The AFEELA booth was set up in Westfield Topanga, north of LA, where the car will be on display until April 1. We got a chance to have a sit in it and get a technology demo of some of the interior and UI features, though it was still quite limited and in prototype form.

To recap, Sony’s concept was originally stated to have 400kW (536hp) dual-motor all-wheel-drive, 0-100km/h (0-62mph) in 4.8 seconds, and a top speed of 240km/h (149mph). That said, we don’t know if those are still the specs they’re aiming for. And we still have no information on price or battery size (though they have said they want to offer ten-year leases), but we do have two more years until this project bears fruit after all.

And things could change a lot before then. While the original VISION-S concept was pitched with the specs above, we haven’t heard them mentioned since. Sony did show off the car doing road testing in Europe in 2021, but ever since the joint venture with Honda, Sony’s demonstrations have been characterized more as tech demos of potential in-car experiences for a software-defined vehicle.

So… this was sort of a car demo, but more of a technology demo (as they reminded us many times). Despite being only 2 years away, anything that we saw could and probably will change, so keep all of that in mind.

As I and another journalist arrived for a tour, our tour guide stepped aside for a moment and then brought us around to the front of the car, where we saw the first of the AFEELA’s neat features: a customizable front “media bar” which greeted us for our tour.

This feature is currently controlled by a phone app for demo purposes, and responded quickly as our guide swiped through various display possibilities. These included various themes, a battery display to check your charge level, or messages that could be relevant while driving (e.g. flashing “WARNING” when hazard lights are active).

Heading into the car, the doors are intended to have facial recognition (or perhaps were opened by our tour guide furtively pressing a button on his phone app) and are auto-opening and closing, though there is also a small button at the edge of the door that we could use to open it.

From the driver’s seat, the cockpit view is pretty satisfying. Visibility felt good and the cabin is quite spacious. The yoke steering wheel – which may or may not be standard or an option, SHM hasn’t decided yet – does offer a nice clear view of the instrument cluster. And it may use steer by wire, though that again has not yet been decided.

The giant wraparound screen offers important instruments in front of the driver (along with a HUD, which wasn’t activated for the demo), and a wide screen for nav or entertainment in the center and in front of the passenger.

Various apps can be brought up on the screen, and swiped between middle-screen and passenger-side (whether or how they’ll be active while the car is in motion is still being investigated), and themes are customizable and can affect the car’s ambient lighting, exterior media bar, and even motor sounds (and in my opinion, they better let us turn them off).

The side portions of the screen are for digital side mirrors, though the car is also expected to come with physical side mirrors as US regulators do not allow all-digital mirrors yet. The rear-view mirror is a hybrid optical/digital mirror, but wasn’t active in the prototype.

Many of the apps were not active in the tech demo, but we got a general sense of the snappiness and design of this (albeit restricted) version of the UI. And, like we’ve seen from many of the “EV startup” companies, it worked a lot better than what you generally expect out of traditional automaker UIs. Chalk one up to Sony’s software expertise here, they are clearly taking the lead on the in-car experience parts of this joint venture (and plan to offer over-the-air updates, something that is very popular among Tesla/Rivian owners, that traditional automakers are slowly getting around to implementing).

We got a short chance to demo playing Horizon Zero Dawn: Forbidden West in the car, but given how wide and short the screen is, the window was quite small. Maybe it would look better on the back seat screens.

And, it doesn’t actually run on the in-car system – we were using the PlayStation 5’s “remote play” feature, which lets you stream gameplay over the internet from a PS5 connected somewhere off-site. This adds latency depending on your distance from servers and your connection type (i.e., mobile data, from a car), so it’s not great for games with quick action or reaction times, but could work for e.g. story and puzzle games (there also seemed to be some additional latency/bluetooth interference when holding the controller in a lower position, but again, prototype).

That said, one weird thing about the in-car experience is that it was really hot in there. As soon as we closed the doors, it felt like the heater was on, and the touchscreen was also quite warm to the touch. It’s clear that Sony has packed some serious computing power in the vehicle, and that computer seems to have been really pumping out the processor cycles to ensure the best UI demo. Heat management is still on the to-do list.

Moving to the back seat, each seat has a large screen for the rear passengers, which will eventually offer various features, but as-is only showed us a static image of a map (very useful for backseat drivers) and a button to bring up an app-switcher with several inactive apps. You’ll eventually be able to use it for games, music, movies, climate control functions and so on.

Back seat space was quite good, with exceptional legroom and just-about adequate headroom. With the front seat set to a comfortable position for a 6′ driver, I still had a good ~5 inches of knee room, suggesting that legroom won’t be a problem in the vehicle. Headroom isn’t quite as expansive, but was still fine for someone like myself who is prone to slouching. And our tour guide was about ~6’3″ and seemed to fit alright, as you can see in this video.

We didn’t get to see in the trunk, or under the hood (frunk?), or in the charge ports – which are on both sides of the vehicle, but we don’t know if they’ll use NACS or not (but they had better, considering literally everyone else will soon).

The AFEELA will have a full suite of sensing abilities for safety and driver assistance, with the goal of achieving “level 2+ or level 3” autonomy, according to the reps we talked to (though previously SHM has said level 3/4). The difference between levels 2 and 3 is quite significant, though – the only level 3 system on (some) US roads currently is Mercedes DRIVE PILOT, and the big jump here is that level 3 systems can take responsibility for the driving task in certain situations, whereas level 2 cars are always the responsibility of a human driver.

So not only is there a big step between those two, but there’s a lot of variation within level 2 systems. SHM says that it will utilize machine learning to develop its autonomous software – which is a bit of a nod to that AI buzzword it dropped a lot at CES this year, but which is indeed an effective way to develop autonomous software.

That said, currently, even with the newest “mind-blowing” version of FSD, Teslas are still level 2 vehicles that require human drivers. And Tesla has a lot more driving data to comb through with its machine learning algorithms (which it only recently started doing with FSD v12) than SHM (or anyone) has. So we think it’s ambitious to suggest the AFEELA will be level 3 capable anywhere near its 2026 release target.

But – SHM does have more sensors than Tesla does. Tesla has waffled between using vision-only, vision-plus-radar, and vision/radar/ultrasonics systems, but AFEELA uses all of those plus LiDAR – complete with a LiDAR “taxi bump” above the windshield.

And SHM does have Honda behind it, which means that all of these in-car experiences that Sony showed off will be paired with Honda’s global-scale manufacturing and distribution network. The plan is to build the car in Ohio (which means potential US tax credit availability, though SHM hasn’t announced a battery supplier yet – though Honda is co-invested in an Ohio facility with LG), though Sony would like to establish direct customer relationships rather than going through dealers. That decision is still somewhat up in the air, though – either option has its positives and negatives.

Now – as I’ve mentioned many times, and as SHM told me many times, this was more of a tech demo than anything. We asked SHM a lot of questions about what will happen with this car, and they couldn’t really answer many of them (including no comment on the SUV variant). There are a lot of decisions still to be made – or at least, that have not yet been publicized – in the next 2 years before this car hits the road. As you’ve probably noticed throughout the above text.

The sheer scale of the decisions that still need to be made does make us question whether 2026 is still in the cards. Sony has been working on this car for a long time now – since before 2020 – so 2026 isn’t an unreasonable timeline in that respect. And I’ve long been impressed by the gradual nature of Sony’s, and now SHM’s, reveals about this vehicle. They’re not promising the world or anything too unrealistic (well, until this last CES – it got too buzzwordy, with AI and AR and what-have-you), now they just have to execute on what have mostly been realistic goals.

But there’s still a whole lot to do, or at least a whole lot to announce, before we get there. And they’ve said they plan to take preorders in the US starting first half of 2025, so that’s only a year away.

It feels like a daunting task – but unlike other “EV startups,” this one is funded by two of the largest companies in Japan who have tons of experience both in software/UX and auto manufacturing (though perhaps not much in EV manufacturing, yet). So it’s a little different than evaluating a prototype of a starting-from-scratch EV startup. They’ve certainly got the resources to bring this over the line, and we’re excited to see what it looks like when they do.

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BMW ups the ante with the fastest, most powerful electric maxi-scooter

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BMW ups the ante with the fastest, most powerful electric maxi-scooter

BMW Motorrad’s futuristic electric scooter just got its first real refresh since beginning production in 2021. The BMW CE 04, already one of the most capable and stylish electric maxi-scooters on the market, now gets a set of upgraded trim options, new aesthetic touches, and a more robust list of features that aim to make this urban commuter even more appealing to riders looking for serious electric performance on two wheels.

The BMW CE 04 has always stood out for its sci-fi styling and high-performance drivetrain. It’s built on a mid-mounted liquid-cooled motor that puts out 31 kW (42 hp) and 62 Nm of torque. That’s enough to rocket the scooter from 0 to 50 km/h (31 mph) in just 2.6 seconds – quite fast for anything with a step-through frame.

The top speed is electronically limited to 120 km/h (75 mph), making it perfectly capable for city riding and fast enough to hold its own on highway stretches. Range is rated at 130 km (81 miles) on the WMTC cycle, thanks to the 8.9 kWh battery pack tucked low in the frame.

But while the core performance hasn’t changed, BMW’s 2025 update focuses on refining the package and giving riders more options to tailor the scooter to their taste. The new CE 04 is available in three trims: Basic, Avantgarde, and Exclusive.

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The Basic trim keeps things clean and classic with a Lightwhite paint scheme and a clear windshield. It’s subtle, sleek, and very much in line with the CE 04’s clean-lined aesthetic. The Avantgarde model adds a splash of color with a Gravity Blue main body and bright São Paulo Yellow accents, along with a dark windshield and a laser-engraved rim. The top-shelf Exclusive trim is where things get fancy, with a premium Spacesilver metallic paint job, upgraded wind protection, heated grips, a luxury embroidered seat, and its own unique engraved rim treatment.

There are also a few new tech upgrades baked into the options list. Riders can now spec a 6.9 kW quick charger that reduces the 0–80% charge time to just 45 minutes (down from nearly 4 hours with the standard 2.3 kW onboard charger). Tire pressure monitoring, a center stand, and BMW’s “Headlight Pro” adaptive lighting system are also available as add-ons, along with an emergency eCall system and Dynamic Traction Control.

BMW has kept the core riding components in place: a steel-tube chassis, 15-inch wheels, Bosch ABS (with optional ABS Pro), and the impressive 10.25” TFT display with integrated navigation and smartphone connectivity. The under-seat storage still swallows a full-face helmet, and the long, low frame design means the scooter looks like something out of Blade Runner but rides like a luxury commuter.

With these updates, BMW seems to be further cementing the CE 04’s role at the high end of the electric scooter market. It’s not cheap, starting around €12,000 in Europe and around US $12,500 in the US, with prices going up from there depending on configuration. However, the maxi-scooter delivers real motorcycle-grade performance in a package that’s easier to live with for daily riders.

Electrek’s Take

I believe that the CE 04’s biggest strength has always been that it’s not trying to be a toy or a gimmick. It’s a real vehicle. Sure, it’s futuristic and funky looking, but it delivers on its promises. And in a market that’s still surprisingly sparse when it comes to premium electric scooters, BMW has had the lane mostly to itself. That may not last forever, though. LiveWire, Harley-Davidson’s electric spin-off brand, has teased plans for a maxi-scooter-style urban electric vehicle in the coming years, but as of now, it remains something of an undefined future plan.

Meanwhile, BMW is delivering not just a concept bike but a mature, well-equipped, and ready-to-ride electric scooter that keeps improving. For riders who want something faster and more capable than a Class 3 e-bike but aren’t ready to jump to a full-size electric motorcycle, the CE 04 hits a sweet spot. It delivers the performance and capability of a commuter e-motorcycle, yet with the approachability of a scooter. And with these new trims and upgrades, it’s doing it with even more style.

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I found this cheap Chinese e-cargo trike that hauls more than your car!

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I found this cheap Chinese e-cargo trike that hauls more than your car!

If you’ve ever wondered what happens when you combine a fruit cart, a cargo bike, and a Piaggio Ape all in one vehicle, now you’ve got your answer. I submit, for your approval, this week’s feature for the Awesomely Weird Alibaba Electric Vehicle of the Week column – and it’s a beautiful doozie.

Feast your eyes on this salad slinging, coleslaw cruising, tuber taxiing produce chariot!

I think this electric vegetable trike might finally scratch the itch long felt by many of my readers. It seems every time I cover an electric trike, even the really cool ones, I always get commenters poo-poo-ing it for having two wheels in the rear instead of two wheels in the front. Well, here you go, folks!

Designed with two front wheels for maximum stability, this trike keeps your cucumbers in check through every corner. Because trust me, you don’t want to hit a pothole and suddenly be juggling peaches like you’re in Cirque du Soleil: Farmers Market Edition.

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To avoid the extra cost of designing a linked steering system for a pair of front wheels, the engineers who brought this salad shuttle to life simply side-stepped that complexity altogether by steering the entire fixed front end. I’ve got articulating electric tractors that steer like this, and so if it works for a several-ton work machine, it should work for a couple hundred pounds of cargo bike.

Featuring a giant cargo bed up front with four cascading fruit baskets set up for roadside sales, this cargo bike is something of a blank slate. Sure, you could monetize grandma’s vegetable garden, or you could fill it with your own ideas and concoctions. Our exceedingly talented graphics wizard sees it as the perfect coffee and pastry e-bike for my new startup, The Handlebarista, and I’m not one to argue. Basically, the sky is the limit with a blank slate bike like this!

Sure, the quality doesn’t quite match something like a fancy Tern cargo bike. The rim brakes aren’t exactly confidence-inspiring, but at least there are three of them. And if they should all give out, or just not quite slow you down enough to avoid that quickly approaching brick wall, then at least you’ve got a couple hundred pounds of tomatoes as a tasty crumple zone.

The electrical system does seem a bit underpowered. With a 36V battery and a 250W motor, I don’t know if one-third of a horsepower is enough to haul a full load to the local farmer’s market. But I guess if the weight is a bit much for the little motor, you could always do some snacking along the way. On the other hand, all the pictures seem to show a non-electric version. So if this cart is presumably mobile on pedal power alone, then that extra motor assist, however small, is going to feel like a very welcome guest.

The $950 price is presumably for the electric version, since that’s what’s in the title of the listing, though I wouldn’t get too excited just yet. I’ve bought a LOT of stuff on Alibaba, including many electric vehicles, and the too-good-to-be-true price is always exactly that. In my experience, you can multiply the Alibaba price by 3-4x to get the actual landed price for things like these. Even so, $3,000-$4,000 wouldn’t be a terrible price, considering a lot of electric trikes stateside already cost that much and don’t even come with a quad-set of vegetable baskets on board!

I should also put my normal caveat in here about not actually buying one of these. Please, please don’t try to buy one of these awesome cargo e-trikes. This is a silly, tongue-in-cheek weekend column where I scour the ever-entertaining underbelly of China’s massive e-commerce site Alibaba in search of fun, quirky, and just plain awesomely weird electric vehicles. While I’ve successfully bought several fun things on the platform, I’ve also gotten scammed more than once, so this is not for the timid or the tight-budgeted among us.

That isn’t to say that some of my more stubborn readers haven’t followed in my footsteps before, ignoring my advice and setting out on their own wild journey. But please don’t be the one who risks it all and gets nothing in return. Don’t say I didn’t warn you; this is the warning.

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OPEC+ members agree to larger-than-expected oil production hike in August

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OPEC+ members agree to larger-than-expected oil production hike in August

The OPEC logo is displayed on a mobile phone screen in front of a computer screen displaying OPEC icons in Ankara, Turkey, on June 25, 2024.

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Eight oil-producing nations of the OPEC+ alliance agreed on Saturday to increase their collective crude production by 548,000 barrels per day, as they continue to unwind a set of voluntary supply cuts.

This subset of the alliance — comprising heavyweight producers Russia and Saudi Arabia, alongside Algeria, Iraq, Kazakhstan, Kuwait, Oman and the United Arab Emirates — met digitally earlier in the day. They had been expected to increase their output by a smaller 411,000 barrels per day.

In a statement, the OPEC Secretariat attributed the countries’ decision to raise August daily output by 548,000 barrels to “a steady global economic outlook and current healthy market fundamentals, as reflected in the low oil inventories.”

The eight producers have been implementing two sets of voluntary production cuts outside of the broader OPEC+ coalition’s formal policy.

One, totaling 1.66 million barrels per day, stays in effect until the end of next year.

Under the second strategy, the countries reduced their production by an additional 2.2 million barrels per day until the end of the first quarter.

They initially set out to boost their production by 137,000 barrels per day every month until September 2026, but only sustained that pace in April. The group then tripled the hike to 411,000 barrels per day in each of May, June, and July — and is further accelerating the pace of their increases in August.

Oil prices were briefly boosted in recent weeks by the seasonal summer spike in demand and the 12-day war between Israel and Iran, which threatened both Tehran’s supplies and raised concerns over potential disruptions of supplies transported through the key Strait of Hormuz.

At the end of the Friday session, oil futures settled at $68.30 per barrel for the September-expiration Ice Brent contract and at $66.50 per barrel for front month-August Nymex U.S. West Texas Intermediate crude.

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