We drove the 500hp electric Arc Sport and holy heck, this thing rips
Arc has built the first models of its much-anticipated Arc Sport 500hp electric wake boat, and we got a chance to take it for a quick demo in Long Beach, CA and holy heck, this thing rips.
Arc is a very new company – it was founded in 2021 in Los Angeles, and is targeting the luxury boat market with high-powered electric boats. Its cofounders, Mitch Lee and Ryan Cook, are engineers who met while working at Boeing.
The company has since grown to over 100 employees, and the company boasts that many are former SpaceX, Tesla, and Rivian workers (like, well, every other electric startup).
But it seems to have something to it, because Arc has been able to raise over $100 million in funding so far – not a bad chunk of change to get things started.
The Arc Sport, announced in February, is not Arc’s first boat. It previously released the Arc One, a limited-edition, $300,000 speedboat, of which only 20 units were made.
But the Sport is a wake boat, a more specialized type of boat, and it’s a downright steal compared to that model, starting at the low-low price of $258,000. Pocket change, really (although, an early tricked-out “Founder’s Fleet” model with all the options and extras included will cost $322k).
This is by no means cheap, but is relatively competitive with the higher-end wake boats from companies like Nautique or Malibu (Nautique has its own electric wake boat, which starts at $312k).
Wake boats have been growing in popularity lately, both for standard boating activities and for wakeboarding/wakesurfing. Wake boats need high power along with specialized control surfaces and ballast control to help make a large, surfable wake behind the boat.
They also include a tower to attach a tow rope to, so wakeboarders can get up onto the board. The Arc Sport has an adjustable tower which raises and lowers, to offer a higher angle to help pull riders up out of the water, or lower clearance in case that’s needed for navigating around a marina.
Electric drive has a lot of benefits for this application – many of which are familiar from the world of automotive. For one, when wakeboarding behind the Arc Sport, you aren’t constantly choking down fumes and getting loopy from exhaust mere feet from your face in an otherwise beautiful natural lake environment. Which is quite a plus.
The weight penalty of the Sport’s massive 226kWh battery isn’t that significant, either. Wake boats typically benefit from having a lot of mass at the stern of the boat – and will intentionally take on water as ballast to ensure that the rear is as low as possible in order to throw a larger wave. So a chunky battery, sited low in the stern, is fit-to-purpose anyway.
And, like in electric cars, an electric motor has high torque at zero rpm, which means it has… A LOT OF GET-UP-AND-GO.
Arc used a low (2,000) rpm semi truck motor with direct drive (no gearbox) to reduce noise and friction and ensure high torque, which means we literally fell right out of our damn seat the first time they punched it. Arc says it has twice the torque of competing boats, and it sure felt like that.
An electric motor is also easier to put where you want it, so there doesn’t need to be a big, loud, hot, vibrating mass in the middle of the boat (where engines often go), making it easier to use that space for socializing or moving around inside the boat. The motor in this case is pretty centrally located, under the floor of the boat.
The boat is quite quiet at low speeds and some light vibration can be felt through the floor, but it’s a lot less than you’d get from a fossil machine. Though between the noise of splashing water, buffeting wind and 500 horsepower, things get a bit noisier when getting up to the electronically-limited top speed of 40 knots.
I’ve spent a fair amount of time around boats myself, growing up alongside a harbor and in a boating family. Not much of that time has been spent piloting anything impressive, but I’ve been at the helm of a few boats here and there. As for electric boats, all I had piloted before now were Duffys and the like – low-speed cruisers, nothing like this.
After getting a quick demo ride from Arc, it was time for me to grab the helm and go for a spin. I did a few figure-8s, making wake for myself to cut through, and felt that extreme acceleration on my own (which was… easier to stay seated during when I was actually prepared for it).
And once I started, I really didn’t want to stop (but then again, that’s often the case for a day of boating, isn’t it?). The boat handled great in the flat water we had it in – and the choppier water once I laid down some wake to blast through.
The captain’s seat was a little tight on legroom, but this is adjustable and Arc is looking to increase the amount of adjustability on the production version. And the throttle was pretty twitchy, which is bound to happen with so much power, but Arc was thinking about smoothing out the mapping of the throttle lever, which I think would be a good idea. Luckily, Arc has complete control over the boat’s software, so tweaks like this are possible and there could even be user-selectable drive modes.
This is another way that Arc distinguishes itself: through a sleek modern interface updatable over-the-air. Some boats have the ability to update maps over the air, but Arc says it’s the first to be able to provide Tesla-like updates to software that’s deeply integrated into the boat.
The UI we saw wasn’t finalized, but what we saw worked well and had various aspects of customizability, like simple controls to adjust the wake, and the pitch of the boat in the water, or to look through one of the boat’s three cameras. One neat aspect was a small red bar on the pilot’s display showing when your steering is centered, which is something that’s easy to lose track of in a boat.
We didn’t get to test out any connectivity/app features, but remote management of charging, checking the cameras on the boat, and so on, seem like natural features that will come down the pipe.
As for the practical parts, the Arc sport is 23 feet long with comfortable seating for 15 (though make sure you’re holding onto something when the pilot punches it), lots of cupholders (Arc told us the final version might even have more), good room for storage under the seats and rear deck (another benefit of electric drive, more storage space where the motor would go), and board storage on top of the adjustable tower.
It also has a set of side thrusters on the bow and stern which help with precision maneuvering, which can be a great help while docking, particularly for less-experienced pilots.
And maintenance should be easier too. Boats are famously a nuisance to keep in good running order, given that they sit parked in a corrosive substance full of strange plants and animals for literally all of their lives. That’s no different here, but at least you won’t have to worry about fuel going bad or winterizing the boat.
Most docks have 240V service for shore power, and Arc’s boats can just stay plugged in (while 7-10kW service means 20-30 hours for a “full charge” of the 226kWh battery, it’s rare that you’ll have a boat out more than ~4 hours in a day anyway). And it’s a lot cheaper to fuel than paying marina rates for gasoline. The Sport is also capable of 225kW CCS DC charging, for the few marinas that have installed DC fast chargers (there’s one in Tahoe).
That brings us to the “range” question, which is a different set of calculus for boats. Arc says the massive battery is good for 4-5 hours of use, though that depends highly on what you’re doing. If you’re just cruising around at low speed, that time will be extended tremendously. If you’re doing constant start-stops or running at high speeds, you’ll use a lot more energy (water is thicker than air after all – there’s a much bigger speed penalty to efficiency on water).
Arc said it took the boat out to Catalina Island, which is 26 miles across the sea from the California coastline. On the way out, they kept it conservative, and used about 10% of the battery. Then they camped overnight and bombed back to the mainland the next day at high speed, and ended up with about 35% left by the time they got back. So that higher-speed trip used ~5x as much energy as the low-speed one did (there may have been differences in wind/waves as well). And 50+ miles on the ocean, with range to spare, is quite a day or two of boating.
But for the most part, these machines will be used on lakes or in calm waters anyway, so it should be more than enough for a great day out.
And in a nice lake environment, the underlying benefit of an electric boat becomes exceptionally clear. These are sensitive and contained environments, so adding anything foreign to them can really screw up the ecosystem. The less nonsense we can bring into lakes, in the form of fumes and oil and what-have-you, the better.
The quiet and lack of exhaust really enhance the experience of boating, but unfortunately Arc doesn’t have a solution to one problem: everyone else. While boating around we still occasionally had to smell the stench from some passing boat, and the water surface near the docks was still oily due to the activity of other boats.
And that’s going to end up changing – some marinas and lakes are already giving out separate electric-boat registrations, and charging significant extra money for launching gas-powered boats due to the environmental damage they cause, which electric boats don’t have to pay. Local pushes to clean up lakes are quite strong – the preponderance of “Keep Tahoe Blue” bumper stickers throughout California suggest that as more options become available, restrictions on dirtier options may well increase.
So lets keep our eye on the prize here – not only is the Arc Sport a pricey-yet-capable toy, it’s also the vanguard of an industry that’s about to change for the better. Our whole Earth is heating up and getting dirtier with every gallon of dino-juice we bleed from this precious planet of ours, so why not keep some of it deep underground where it belongs instead of on the surface of our lakes and marinas.
Arc is kicking off its nationwide demo tour today, which you can sign up for here. They’re still not the full production boats, but they’re close. Arc has started taking orders (you can reserve one for $500) and plans to deliver boats “this year” (with the Founder’s Fleet all being delivered by next summer), with an eventual goal of producing “hundreds” per year.
FTC: We use income earning auto affiliate links. More.
President Trump has nominated Jonathan Morrison to lead the National Highway Traffic Safety Administration (NHTSA). Morrison has previously criticized and tussled with Tesla in his previous role at NHTSA.
Morrison is now Trump’s nominee to head the National Highway Traffic Safety Administration, which is in charge of regulating the auto industry in the US.
The attorney was the agency’s Chief Counsel during Trump’s first term, and he had a few disputes with Tesla during that time.
In September 2018, the US National Highway Traffic Safety Administration (NHTSA) released its Tesla Model 3 crash test results, and the EV got five-star safety ratings in every category.
Tesla interpreted the data from the test and claimed that Model 3 achieved “the lowest probability of injury of any vehicle ever tested by NHTSA“.
Morrison sent Tesla a cease-and-desist letter over the claim, arguing that it was misleading.
The lawyers also subpoenaed Tesla to get data about a specific crash in 2019.
Next week, Morrison is expected to have his confirmation hearing in the Senate and could take up his role shortly after.
The nomination is significant in the context of the current feud between Tesla CEO Elon Musk and President Trump.
Musk has been criticizing Trump and his allies over their recently passed budget and tax bill, which is expected to significantly increase the federal government’s debt and eliminate virtually all subsidies to electric vehicles and renewable energy, potentially harming Tesla.
Trump has warned Musk that he could go directly after his companies and NHTSA would be the top vehicle for that when it comes to Tesla.
The agency had already launched several investigations into Tesla over the years, with the largest one examining Tesla’s Full Self-Driving program and several fatal crashes related to the ADAS system.
Electrek’s Take
Most NHTSA probes into Tesla have resulted in slaps on the wrist at best, but this FSD probe involves several fatal crashes, and even though it started under the Biden administration, it could potentially ramp up under Trump, especially amid his feud with Musk.
On the one hand, it’s disheartening to see the US reach this point, where feuds between billionaires and elected officials are settled through regulatory agencies. Still, at the same time, Musk did buy the election for Trump, so he created this situation in the first place, and there are serious concerns about how safe FSD is.
At the very least, I would hope that NHTSA will start to force Tesla to release all its FSD crash and disengagement data.
FTC: We use income earning auto affiliate links. More.
You might remember the GEM as a quirky little electric microcar that’s been cruising through campuses, resorts, and planned communities for years. But now, it’s taking on a more serious job – saving lives. Waev Inc., the maker behind the long-running GEM electric vehicle line, has just unveiled the GEM Ambulance, a purpose-built, all-electric, street-legal low-speed vehicle (LSV) designed specifically for emergency medical services.
While it might not replace a full-size ambulance on high-speed highways, this new electric responder is tailor-made for the dense environments where conventional ambulances often struggle: college campuses, sporting events, entertainment venues, airports, and more. With a top speed of 25 mph, it’s built for maneuverability, safety, and zero-emission performance in pedestrian-heavy areas.
“The GEM Ambulance fills a critical gap in medical response – delivering the ideal balance of agility and safety EMS teams need in crowded settings,” said Byron Dudley, Vice President at Waev Inc.
The new GEM Ambulance is built on the same proven electric platform that has powered GEM vehicles for over 25 years. It’s a highly refined LSV that combines practical engineering with professional-grade EMS functionality. In partnership with emergency equipment supplier QTAC, Waev integrated a skid-mounted EMS system that includes secure patient transport, attendant seating, optional oxygen and IV mounts, and rugged PolyTough™ construction designed to handle demanding conditions.
Unlike golf carts or UTV-based setups that have been DIYed into emergency vehicles, the GEM Ambulance offers a more stable, comfortable, and professional platform. The EMS skid is positioned between the wheels for better weight distribution, and the vehicle’s low deck height and rear step-up provide easy access for patients and personnel alike.
The GEM Ambulance doesn’t skimp on emergency essentials either. It’s equipped with a 360-degree red emergency lighting system, an SAE Class 1-compliant siren with multiple sound patterns, a public address system, turn signals, LED headlights and taillights, and even a pedestrian noise emitter for quiet zones. A backup camera and full 360° sightlines give drivers added confidence when navigating tight environments.
And since it’s 100% electric, there’s no tailpipe emissions to worry about when operating indoors or in crowded spaces. Maintenance is minimal thanks to GEM’s maintenance-free batteries, regenerative braking, and corrosion-resistant aluminum frame. There’s even a seven-year warranty on the lithium-ion battery option.
The biggest surprise might be the price. According to Waev, the GEM Ambulance can cost up to 80% less than a traditional ambulance and 50% less than electric trucks or UTV-based alternatives. Plus, with operating costs of just $0.03 per mile, it promises long-term savings with no fuel, no fluids, and no downtime from engine servicing.
With applications ranging from college campuses and amusement parks to military installations and warehouse sites, the GEM Ambulance could be a game-changer for localized EMS response. It’s available now through GEM’s nationwide dealer network and can also be purchased through government contracts like Sourcewell, Texas BuyBoard, and GSA procurement channels.
FTC: We use income earning auto affiliate links. More.
The Kia EV5 is officially heading to North America in early 2026, paving the way for a potential US launch. If so, it could go head-to-head with the Tesla Model Y.
Is Kia launching the EV5 in the US?
On Tuesday, Kia unveiled the new EV5, a global version of its electric SUV that has been sold in China since 2023.
Starting at around $20,000 (149,800 yuan), the EV5 is leading Kia’s comeback in China. It’s also a top-selling EV in Australia, where it’s exported from Kia’s Chinese joint venture, Yueda Kia.
The global version will be made in Korea with a few slight upgrades. For one, it’s powered by an 81.4 kWh nickel-manganese-cobalt (NMC) battery pack, rather than the BYD LFP Blade battery used in the version sold in China.
In Europe, the EV5 will be initially available in two variants: a baseline model and a GT-Line model. Both are powered by front-wheel drive (FWD) with up to 215 hp (160 kW) and 218 lb-ft (295 Nm) of torque.
The global version is 4,610 mm long, 1,875 mm wide, and 1,675 mm tall, or a bit smaller than the Tesla Model Y. It’s about the size of the Hyundai IONIQ 5.
Inside, you’ll find a setup similar to the EV9 and EV3, featuring Kia’s new ccNC (connected car Navigation Cockpit) infotainment system. The setup features a 12.3″ instrument cluster and a 12.3″ infotainment display in a panoramic format. There’s also an added 5.3″ climate control screen.
During the launch event, Kia said the “rollout begins” in Korea and Europe in the second half of 2025, adding North American sales will start in early 2026.
Does that include the US? I wouldn’t get my hopes up. In January, Kia announced the EV5 will be “exclusive to the Canadian market in North America.” It will begin arriving at dealerships in 2026.
However, it might make sense. The EV5 for North America will have a built-in NACS port, unlocking access to Tesla Superchargers. It will be available in both AWD and FWD powertrains. Two battery sizes will be offered, 60.3 kWh and 81.4 kWh, offering a range of up to 310 miles (500 km).
With sales of the EV6 and EV9 slipping nearly 50% each through the first half of the year in the US, the EV5 could complement the two.
Electrek’s Take
Although it’s still unlikely, the EV5 could serve as a potential electric alternative to the Sportage, Kia’s top-selling vehicle in the US.
Through June, Kia has sold over 87,000 Sportage models in the US. In comparison, it’s only sold 4,938 EV9s and 5,875 EV6 models.
Kia is launching the EV4, its first electric sedan, in the US early next year. However, a smaller compact electric SUV may be an even better fit.
It already builds the EV9 and EV6 in Georgia, so it could produce the EV5 in the US to avoid extra tariff costs. Or, it could even potentially be built at Hyundai’s new EV plant in Georgia. However, nothing is confirmed.
Would you buy the Kia EV5 in the US? Prices would likely start at around $50,000. Drop us a comment below and let us know your thoughts.
FTC: We use income earning auto affiliate links. More.
-
Sports3 years ago‘Storybook stuff’: Inside the night Bryce Harper sent the Phillies to the World Series
-
Sports1 year agoStory injured on diving stop, exits Red Sox game
-
Sports2 years agoGame 1 of WS least-watched in recorded history
-
Sports2 years agoMLB Rank 2023: Ranking baseball’s top 100 players
-
Sports4 years ago
Team Europe easily wins 4th straight Laver Cup
-
Environment2 years agoJapan and South Korea have a lot at stake in a free and open South China Sea
-
Sports2 years agoButton battles heat exhaustion in NASCAR debut
-
Environment2 years agoGame-changing Lectric XPedition launched as affordable electric cargo bike