
Honda Tech MTG 2024: We were one of the first to test drive the new 0 Series EV architecture
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Before Honda pulls the sheet off a new EV model in its new 0 Series lineup in 2025, it invited us out to Japan to take a peak behind the curtain at its global R&D center, production facilities, and some other cool spots to share insight on the technology it’s looking to implement in future 0 models. We also were one of the first in the world to test drive Honda’s new 0 Series EV architecture.
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Honda’s 0 Series is beginning to take shape
As you’ll learn below, there is still a lot we don’t know about the technology we will see in Honda’s future all-electric 0 Series lineup. However, what we have learned is encouraging and exciting from a Japanese automaker that has been a bit late to the BEV party.
Honda unveiled plans for its new 0 Series in Las Vegas during CES 2024, where it unveiled two initial concept cars it said would serve as precursors to production models for the global market. That unveiling included the “Space Hub” being developed under the idea of “augmenting people’s daily lives,” and the “Saloon” (seen above and below” it describes as its flagship concept to its 0 Series design language.
At that time, we learned Honda’s first passenger EV, the 0 Series, will be based on the Saloon concept and is expected to hit the North American market in 2026. We are unsure exactly how the production model will differ from the radical and sleek-looking Saloon. Still, after spending a week in Japan with Honda, we have a better idea of what sort of technology and production techniques the innovative OEM is looking to implement.
Much of it is encouraging, and some of it is downright impressive, but many questions remain about which of the technologies introduced to the media will make their way into 0 Series EVs and when. Still, there’s a lot of cool stuff to unpack here, so let’s dig in.
Honda introduced a slew of new EV tech in the works
To better understand the technology that went into Honda’s nascent lineup of BEV models in development, the company invited several media from around the world, including Electrek, to a Honda 0 Tech Meeting, held at its Global Plaza in Tochigi, Japan, about 140 km north of Tokyo.
During the meeting, we saw a presentation led by Honda Motor Co. director, president, and CEO Toshihiro Mibe and Toshihiro Akiwa, the vice president and head of BEV development. Here, the Honda executives broke down several new ideas generated for the 0 series, a name that represents a fresh start and a new generation of vehicles for the all-electric era.
Design and development are centered around three core beliefs – “Thin, light, and wise,” which are at the center of Honda’s new dedicated EV platform that will help it deliver thin and low-weight styling as we saw in the Saloon concept.
The new (yet-to-be-named) platform has adopted 2.0 GPa grade hot stamping steel material, created using new megacasting machines you can see more of below. The BEV-specific architecture enabled Honda to develop thinner battery packs using some really interesting friction welding to allow for maximum efficiency and thus range.
Honda is not trying to blow people away with its range, but instead has tried to maximize space and maintain lightweight and efficiency to help keep production costs down and deliver new models that are more affordable. Furthermore, the automaker shared it is targeting EPA range of around 300 miles.
New technologies like a heat pump and Honda’s new “e-Axle” motors and inverters have evolved from its hybrid EV developmen but have been downsized to achieve a horizontal layout to maximize cabin space and allow for lower right heights.
After our presentation and Q&A with Honda’s executives, we got a chance to walk through and experience expert explanations and demonstrations from the Honda BEV team. These included several new technologies that Honda will implement or at least try to implement in future models.
This included a look at the 0 platform’s new steering stability index that can flex the vehicle body in real time to control each tire’s load while cornering. This body rigidity design also allowed Honda to reduce the vehicle’s overall weight by 100kg (220 lbs) compared to previous EV models like the Prologue.
We also got a look at Honda’s ECU placement as well as a glimpse at how it intends to implement sensor technology like LiDAR into 0 Series ADAS that it says will aim to offer “experiences that make people want to go out more spontaneously” and will eventually allow for hands off, eyes off Level 3 automated driving. Per Honda:
Honda 0 Series models will be equipped with a system that enables the expansion of the range of driving conditions where driver assistance and Level 3 automated driving (eyes off) will be available. The expansion will start with eyes-off technology available in traffic congestion on highways, then continue through the OTA updates of the functions.
Other UX demos we saw were things like AI-integration and facial recognition software that could enable future Honda 0 vehicles to recognize an owner walking up and open the door for them. Better still, this technology can recognize if you are carrying a child and will open a rear door, or if they are in a stroller, also open the trunk for stowage.
Inside the cabin, Honda’s in-house OS can recognize the driver and their passengers, and can even distinguish if a pet is in the car and suggest that it may be time for them to stop for a potty break. Lastly, we got to demo an interesting social feature Honda is exploring in which a driver can loop their friend into the car ride while they’re at home via VR headset.
Check out the video we captured below. We were connected live to some other Honda employees in another part of Japan and rode along with them. We were able to communicate and request songs, and even stand up and get a view from outside the car as it moved.
A lot of these technologies were cool to see, but aside from the powertrain and battery technology, Honda wouldn’t give any sort of confirmation or timeline as to when they will actually be implemented in a production model. Clearly they’re still working a lot of technology out, and that’s fine, as we won’t see the first Honda 0 EV (based on the Saloon) until 2026, but six more BEV models are expected to arrive by 2030.
Since we have yet to see a bonafide Honda 0 Series production model emerge, we couldn’t drive one. However, the automaker did offer an opportunity to test out the new 0 architecture installed beneath some of its existing models.
Test driving Honda’s new 0 Series architecture
It wasn’t a Saloon, but it was something. From Tochigi, Honda arranged an opportunity for Electrek to be one of the first to actually drive its new 0 platform, providing media with two all-electric prototypes to test out.
They may look like a traditional CR-V and Accord from the images below, but these unique builds are 100% electric, and feature the e-Axle and thinner battery technology mentioned above. Due to time contraints, we were only able to drive one to the other prototype, and only had a few minutes with it. I chose the sedan thinking it was lower and more similar in design to the Saloon concept, and got to do three leaps around Honda’s local test track.
My first impression is that it drives like an EV. The response is quick, acceleration is smooth but not mind-boggling, and the handling was quite comfortable, even at high speeds. Forgive me for my lack of real detail, but it’s hard to critique architecture alone, especially when driving in a vehicle body that was not specifically designed for the 0 architecture.
Because of this, the prototypes still had mechanical steering as opposed to steer-by-wire planned for the production model 0 BEVs, so I wasn’t able to get the full experience of Hond’s next generation of vehicles, but it still was a joy to test out.
Honda also had a static Honda e BEV it was using as a UX concept. This was cool because customers may someday be able to choose different engine noises from renowned models like the RSX or Civic Type-R to flood their BEV cabin with revving sounds. There’s also an option to choose Honda Jet noises. Have a listen:
Like most of the tech we saw in Tochigi, Honda could not confirm or deny if and when this UX feature would be available to customers. However, it’s an excellent idea for those who want to go electric but still love the roar of a Honda engine, especially since the sound is not projected outside the vehicle for the rest of us to hear.
From what I could gather, Honda’s architecture is on the right track. Still, I left the 2024 Tech Meeting with more questions than answers about what technologies will be implemented in the future. Still, the trip had plenty of other highlights, including a look at Honda’s new production techniques, which admittedly blew me away.
Other highlights from the Honda Tech Meeting 2024
In my opinion, one of the most interesting aspects of our tour around Honda’s facilities was a look at its pilot production lines where future 0 BEVs will be built in Japan. This included a demonstration of Honda’s new 6,000-ton megacasting machine – six of which will go into operation at Honda’s US production facility in Ohio.
Honda shared that it was able to reduce the number of parts in its Intelligent Power Unit (IPU) from 60 to 5 using megacasting, and has taken an approach to utilize a dedicated case piece to a common part using truly amazing friction welding that will enable Honda to more efficiently build modular EV IPUs to suite a number of body sizes.
Another demonstration I found quite interesting was the world’s first application of Honda’s proprietary Constant DC Chopping (CDC) welding technology. The technique maximizes heat distribution to a weld, reducing vehicle weight while increasing passive safety performance. Here’s it in action. Notice how there are no sparks?
Electrek’s take
All in all, Honda is definitely making a conscious effort to compete in the BEV market with its upcoming 0 Series. I saw a lot of innovation, particularly within its pilot production lines, but there was a feeling of secrecy as Honda is still keeping much of its hand close to its chest.
We media have heard a lot of phrases like “someday” and “in the future,” but there are no clear timelines for when and if some of the introduced technology will make its way into production models. Perhaps it was a tad too early for a Tech Day, but it was an informative and exciting experience nonetheless.
Much of the tech Honda introduced has already been implemented into BEVs currently on the market, but it’s quite clear that the Japanese automaker is looking to optimize and master those elements to stand out. I see a genuine opportunity here for Honda to truly embrace BEVs and become the leader in the space across all Japanese automakers.
The Saloon concept is much larger and roomier up close, and its overall design is unlike anything else on the road right now. It will be exciting to see how close a production 0 Series version comes to that initial design, but at this point, we still don’t know.
One thing we did learn, is that Honda is planning to unveil a second 0 series production model this January at CES 2025. According to the automaker, this new BEV model “will be the embodiment in product form of the technologies and electrification concept introduced during the 0 Tech Meeting 2024.”
I was thinking about skipping CES this year, but now I want to see what Honda unveils next. We will be sure to report back at that time.
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Environment
Tesla Autopilot drives into Wile E Coyote fake road wall in camera vs lidar test
Published
6 hours agoon
March 16, 2025By
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Tesla Autopilot drove into Wile E. Coyote-style fake road wall in the middle of the road in a camera versus lidar test.
While most companies developing self-driving technologies have been using a mix of sensors (cameras, radar, lidar, and ultrasonic), Tesla insists on only using cameras.
The automaker removed radars from its vehicle lineup and even deactivated radars already installed in existing vehicles.
The strategy has yet to pay off as Tesla’s systems are still stuck at level 2 driver assist systems.
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CEO Elon Musk claims that Tesla’s advantage is that once it solves autonomy, it will be able to scale faster than competitors because its vision plus neural net system is designed to work like a human driver and, therefore, will be able to adapt to any road.
Critics have pushed back against those claims, especially since Musk mentioned Tesla achieving “level 5 autonomy”, which means “in any conditions,” and cameras have limitations on that front that are fixed by lidar sensors.
A new video by engineering Youtuber Mark Rober has provided a very interesting demonstration of that very problem:
In the video, Rober puts a Tesla Model Y on Autopilot against a vehicle using a lidar system in a series of tests in different conditions.
The Tesla on Autopilot managed to stop for a kid mannequin in the middle of the road when statics, moving, and blinded by lights, but it couldn’t stop in fog or heavy rain:

It’s not surprising that the lidar, a laser-based system, is capable of detecting better in heavy fog than a camera system.
The heavy rain was a bit more surprising, but to be fair, the level of rain was quite spectacular.
The last scenario of a Wile E. Coyote-style wall with a fake road painted on it was obviously not realistic, but it serves to illustrate the issue with cameras versus radar or lidar sensors: they rely on the perception of potential obstacles rather than hard data about potential obstacles.
In simple words, the lidar sensors didn’t care what was painted on the wall, they only cared that it was a wall, while cameras can be tricked.
Electrek’s Take
I think it’s clear that no Tesla vehicle currently available will be capable of level 5 autonomy as Elon claimed.
Level 4 is also questionable.
I think you can accomplish a lot with cameras, but I think it’s undeniable that adding radars and lidars can make systems safer.
In DMs with us during Tesla’s transition to vision only, Elon even admitted that “very high-resolution radars would be better than pure vision”, but he claimed that “such a radar does not exist”:
“A very high-resolution radar would be better than pure vision, but such a radar does not exist.”
When we pointed one out to him, he didn’t respond. Also, while they use light rather than radio waves, lidars are basically high-resolution radars, but the problem is that Musk has taken such a strong stance against them for so long that now that they have improved immensely and reduced in prices, he still can’t admit that he was wrong and use them.
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Environment
Trump’s war on Biden’s climate policy is creating a new form of EV range anxiety
Published
8 hours agoon
March 16, 2025By
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Frederic J. Brown | Afp | Getty Images
Ownership of electric vehicles continues to rise in the U.S., with nearly six million battery electric vehicles and plug-in hybrids currently on the road. Even though that’s still a fraction of the overall market and the growth rate of EV sales has slowed, automakers remain invested in the eventual transition away from gasoline, as 2024 sales of traditional internal combustion engine cars fell below 80% for the first time in modern automotive history.
Continued EV sales growth shows that at least for a significant portion of auto consumers, range anxiety is no longer an issue. But it is a persistent fear in the EV market that is getting a new test with the Trump administration looking to slash EV incentives from the federal government.
The majority of EV owners charge up at home, but from city streets and interstate highways to parking garages and airports, the EV industry is concentrated on installing enough chargers in public places to help end range anxiety, while building pure-play charging business models that can stand on their own and turn a profit.
According to the latest figures compiled by Paren AFDC+ Charger Database, there are 68,000 public and private Level 3 (fastest) and Level 2 EV charging stations across the country, each with one or more individual ports, for a total of around 266,000 ports. Installing, operating and servicing the chargers, it’s an industry that is a fundamental driver of widescale EV adoption — and right now, it’s an industry that is struggling to maintain traction in what has lately become an uncertain and politicized marketplace.
Despite a recent surprise Tesla’s sales event at the White House, Trump and his top administration officials — from Transportation Secretary Sean Duffy to Treasury Secretary Scott Bessent and Energy Secretary and former fossil fuels industry CEO Chris Wright — have made it clear that stripping away federal support for EVs is among changes being sought as they prioritize oil and gas in energy policy. Already impacted by the slowdown in EV sales, charging companies are battling a recent freeze on an important federal funding program, while also waiting to see how OEMs are affected by the Trump administration’s tariffs and resulting trade wars, particularly involving essential steel and aluminum.
Former President Joe Biden, as part of his signature agenda to combat climate change, set a goal that half of all new vehicles sold in the U.S. by 2030 would be electric, which also meant having an adequate, reliable nationwide charging infrastructure by then. To address the build out, the National Electric Vehicle Infrastructure (NEVI) formula program was authorized by Congress under the 2021 bipartisan infrastructure law.
NEVI earmarked $5 billion in grants, apportioned annually over five years, to states’ departments of transportation to deploy a network of 500,000 high-speed EV chargers by 2030, primarily along interstate highways, but also rural roadways and low-income communities. Funding is available for up to 80% of eligible project costs. State DOTs are responsible for developing projects and coordinating with site owners and charging companies, which can be an arduous process, markedly different from planning routine infrastructure projects.
A national issue that the funding seeks to address is that while public chargers are relatively plentiful in big cities and suburbs where EV adoption is high — think San Francisco, Los Angeles, Denver, Houston, Chicago, Miami and New York — they’re lacking in rural and remote communities in places like Montana, Wyoming and upstate New York, where EVs sales are low. That geographic disparity contributes to charging anxiety. Drivers are worried that there aren’t enough charging stations outside of metro regions, which accentuates their fears of running out of juice, especially on long trips. And harrowing tales of broken, vandalized or otherwise non-working chargers feed into the trepidations.
According to Paren, four of the five years of NEVI funding, or $3.2 billion, has been approved for all 50 states, the District of Columbia and Puerto Rico. Yet only $616 million has been awarded by 33 states to 104 applicants for 1,000 charging stations. To date, 60 charging stations with a combined 268 ports have been built, using $33 million of NEVI funds. While the federal government has not released figures, Paren estimates that perhaps less than $25 million has actually been transferred to states to reimburse charging companies for incurred expenses.
‘Killing those evil EVs and EV chargers’
Stark evidence of the Trump administration’s plans to target EV charging came on Feb. 6, when the U.S. Department of Transportation’s Federal Highway Administration issued a memo to state DOTs informing them that it was suspending NEVI. The memo stated that FHWA will publish revised NEVI guidelines this spring and solicit public comment before final rules are determined. Transportation Secretary Sean Duffy subsequently told Fox Business News that any existing contracts that have been signed “are still going to be funded, but there will be no new funding priorities or projects as we go through a review process.”
The NEVI freeze created immediate confusion among state DOTs, especially as to whether the approved funds will indeed be allocated. “We need that to happen, because this program works on a reimbursable basis,” said Jim Tymon, executive director of the American Association of State Highway and Transportation Officials. Many states, he said, “have essentially issued stop work orders, even for existing contracts, because they don’t want to be left holding the bag if the feds decide not to reimburse for any work.”
Historically, new administrations have set their transportation priorities and shifted them accordingly. Yet amending programs and funding that are authorized in law — including NEVI, for which funding has been delayed — would require an act of Congress. The Trump administration, nonetheless, sidestepped Congress and unilaterally suspended NEVI and its funding formula while it considers new guidelines.
In the interim, if those approved funds are not allocated to states, the courts may end up determining whether the freeze is legal. In a ruling on March 6, a federal judge blocked the president’s hold on congressionally approved funds obligated to state agencies and governments, which could conceivably apply to any attempts to renege on NEVI funding.
Loren McDonald, chief analyst at Paren, has a jaundiced view of the motivation behind the NEVI pause. “The administration’s plan is not to actually impact the deployment of charging infrastructure,” he said. “It’s to drive the narrative that we’re killing those evil EVs and EV chargers.”
For the small sector of EV charging companies, headlined by a trio of publicly owned pure-plays — ChargePoint Holdings, Blink Charging and EVgo — all of the EV uncertainty has been enough to keep shares under considerable pressure, with year-to-date declines of 35% to 50% and two of the three stocks currently trading below $1.
Stock market performance of EV charging pure-plays in 2025.
ChargePoint provides infrastructure hardware, software and services to businesses and fleets that operate EV charging networks. Competitors Blink and EVgo own and operate their own chargers and networks, while also supporting third-party operators. All three experienced substantial stock falloffs starting in 2024, and investors are keeping a wary eye on their performance over the coming months.
The rest of the EV charging industry encompasses a diverse array of players, among them privately held startups, a joint venture between eight automotive OEMs known as IONNA, highway truck stop and travel centers like Love’s, Kwik Trip and Pilot Flying J, convenience store chains including Wawa, Sheetz and 7-Eleven, and big-box retailers such as Walmart, Target and Costco.
Nearly half of the NEVI awardees are members of the National Association of Truck Stop Owners, the trade association for more than 250 highway truck stops and travel centers, and SIGMA, which represents fuel marketers. David Fialkov, executive vice president of government affairs for both groups, is critical of NEVI’s “incoherent patchwork, not only of grant requirements, but of regulatory and market backdrops in different states that are wholly untethered to one another.” So if the program’s pause “is a bona fide effort to turn it into something more market-oriented and consumer-oriented,” Fialkov said, “we think that’s ultimately better for the market.”
The future of EV charging station demand and deployment
McDonald says a look at the industry numbers shows that the reality is, “whatever they attempt to do is probably going to have little to no actual impact on deployment.”
In 2025, for example, about 10% of fast-charging ports may be funded through NEVI. McDonald estimated that a total of about 16,000 new fast-charging ports will be added this year. “From a macro perspective, the industry is not dependent on federal funding,” he said. At most, he added, “only about 1,500 of those will be NEVI-funded, and maybe even fewer,” depending on the breadth of changes to the program.
During an earnings call on March 4, Rick Wilmer, president and CEO of ChargePoint, told analysts that NEVI-related deals represented an “insignificant portion” of its revenue in 2024 and the company did not anticipate NEVI changes would have a material effect on its business.
According to Paren data, ChargePoint has received three NEVI awards totaling $1.75 million.
Separately, Wilmer told CNBC that in the context of NEVI, ChargePoint supports its customers that operate charging stations and sell electricity. “We’re very intentional about not doing that, because it would put us in direct competition with them,” he said. “We provide the technology and the solutions and help our customers apply for and win NEVI funding. So in the grand scheme of things, NEVI is a very small portion of our business.”

ChargePoint reported positive results for the fourth quarter of its FY2025, ended in January, though full-year revenue declined more than 17%, and its stock has fallen roughly 60% over the past year.
The EV charging industry is going through an evolution right now, according to Craig Irwin, an industry analyst at Roth Capital Partners, and companies not dependent on subsidies have better prospects. “The focus on putting credible products out there without subsidy dollars is a winning strategy,” he said. “People want chargers in front of their libraries, real estate developments and other public places. The demand is still there.”
A spokesperson for EVgo, which sites its public chargers in just such high-use urban and metro areas, said that it has received minimal funding through NEVI. The company generates revenue from the utilization of its charging network and taps into other incentive programs offered by state governments and utility companies, whose programs do not include the same geographic constraints as NEVI.
In December, EVgo announced the closing of a $1.25 billion guaranteed loan from the U.S. Department of Energy, a financing commitment it has pointed to as a sign of certainty. “This loan ensures we are fully funded to add at least 7,500 [ports at roughly 1,100 charging stations], more than tripling our installed base over the next five years,” CEO Badar Khan told analysts during its earnings call earlier this month.
Yet the Trump administration has threatened to find ways to retroactively pull DOE loan funding approved in the last days of the Biden administration, which sprinted to get deals finalized before Trump’s inauguration.
EVgo has been growing, reporting fourth-quarter 2024 revenue up 35% year-over-year, and up 60% for the full year. But despite those gains, the company continues to operate at a loss.
Blink says it does not depend much on NEVI to fund its charging infrastructure, relying instead on hardware sales, software subscriptions, charging revenue and corporate partnerships. “The majority of our other funding is within the largest utility companies,” said CEO Mike Battaglia. “There are some [state] grants out there, as well, that we take advantage of.”
Blink achieved record charging revenue last year, and significantly grew the Blink-owned network, according to its recent Q4 and full year report on March 13. Yet, revenue declined in the fourth quarter and for the full year in comparison to “exceptionally strong equipment sales in 2023,” Battaglia said. The company said it expects revenue will pick up in the second half of 2025 and to have a better idea as to when it will achieve adjusted EBITDA profitability later in the year.
Justin Sullivan | Getty Images News | Getty Images
Then there’s the elephant in the room — Tesla, whose sales and stock price have plunged lately following a post-election surge. Tesla is in a unique position, as a manufacturer of both branded EVs and charging stations — and whose CEO Elon Musk has emerged as a central character not just in the sector, but across the entire economic and political landscape.
It has heavily invested in building out its network of superchargers, which are compatible with a growing number of other OEMs’ EV models, including GM, Ford, Hyundai, Mercedes-Benz, BMW and Rivian. And its proprietary NACS charging connector and port is being adopted by other charging companies. Ironically, considering that Musk favors getting rid of EV subsidies, Tesla is the second-largest recipient of NEVI funds, granted more than $41 million for 99 sites. Elon Musk said in the lead-up to the election that any Trump policies that hurt EVs would hurt his competitors more than Tesla, but recently, Tesla and other Musk firms have been lobbying the government, at least on the issue of tariffs.
With so much uncertainty looming over the EV charging industry — plus the shakeout that typically occurs among nascent tech industries — there’s bound to be consolidation this year. Several companies have already declared bankruptcy or gone out of business, including the North American affiliates of European utility-owned charging companies, Enel X and EVBox, and Tritium, which runs an EV charging equipment plant in Tennessee and was acquired by an Indian conglomerate after declaring insolvency in 2024.
Depending on the outcome of the NEVI situation, companies that heavily rely on its funds and can’t access alternative capital sources may go belly up or partner with other entities. The fate of the public companies remains to be seen, while Tesla spins in its own topsy-turvy orbit. In the meantime, EV adoption does continue to increase, and more chargers will be installed in a growing number of places. It’s the pace, and the winners and losers, that are yet to be determined.
Environment
All the best EV rebate and cash back deals we could find for March 2025 [Updated]
Published
8 hours agoon
March 16, 2025By
admin![All the best EV rebate and cash back deals we could find for March 2025 [Updated]](https://i0.wp.com/electrek.co/wp-content/uploads/sites/3/2025/03/big_MONEY_MAIN.jpg?resize=1200,628&quality=82&strip=all&ssl=1)

Cynics will point at big rebates and claim they mean the vehicle isn’t selling, but that just exposes them as industry noobs. A rebate is a powerful financial tool that helps dealers overcome obstacles like negative equity, poor credit, down payment requirements, and interest rate objections so you can drive home in the car of your dreams today.
If you’re dealing with any of the above, pay attention: these EVs could get you behind the wheel of a new electric ride sooner than you think!
Update 16MAR: added more big-money rebates!
As I was putting this list together, I realized there were plenty of ways for me to present this information. “Biggest EV incentive deals ..?” Not everyone qualifies for those. “Most stackable EV rebates ..?” Too much research. In the end, I went with national cash back offers and chose to present them in alphabetical order, by make. And, as for which deals are new this month? You’re just gonna have to read the article. Enjoy!
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Audi RS e-Tron GT Quattro

The Audi RS e-Tron GT Quattro is a stunning, high-end electrified cruise missile of an automobile that combines Porsche DNA with Audi styling and, presumably, sufficient all-weather performance chops to earn the legendary Quattro badge. From now until March 31st, you can receive $12,500 in customer bonus cash when you purchase or lease a select, new 2024 Audi RS e-Tron GT Quattro (the “standard” RS gets $7,500).
Dodge Charger

As the auto industry transitions to electric, Dodge is hoping that at least a few muscle car enthusiasts with extra cash, will find their way to a Dodge store and ask for the meanest, loudest, tire-shreddingest thing on the lot.
These days, that’s the new electric Charger – and you still owed money on the Hemi you just totaled, Dodge will help get the deal done on its latest retrotastic ride with a $3,000 rebate plus 0% financing for up to 72 months!
Ford F-150 Lightning

The Ford F-150 Lightning is a reasonably capable half-ton truck with V2X capabilities that first proved themselves during Texas’ ice storms, and ship with a world of aftermarket support baked in. Ford Pro customers buying an F-150 Lightning for their commercial or public fleet can get even better deals on the OG electric trucks – meaning your fleet manager would be crazy not to take a serious look at one.
Now through March 31st, Ford is offering retail buyers of remaining 2024 Lightning pickups 0% interest for up to 72 months plus $4,000 in retail bonus cash AND a free L2 home charger (cost of installation included). As with all offers, it’s good to read the fine print, but this is a killer deal for Ford truck fans.
Genesis GV70 Electrified

Genesis’ GV70 Electrified crossover doesn’t get the love it deserves in most circles – but that’s true of just about every Genesis offering. If you’re willing to give the top shelf Koreans a chance, though, I think you’ll find them to be every bit the equal of anything in their class.
And if you don’t, the $10,000 retail bonus cash offer on remaining 2024 models reported by USNews will surely help readjust the models you’re comparing the Genesis to!
Kia EV6 GT

CarsDirect is reporting 24-month leases on the positively awesome Kia EV6 GT featuring up to $19,000 in lease cash. Other EV6 variants get decent cash back offers, too – be sure to ask your local dealer about the one you’re interested in.
Nearly every electric Mercedes

With the possible exception of the G-wagen version, Mercedes’ EQ lineup is struggling to move off dealer lots. Blame the bizarre naming conventions, the confusion between an S Class and an EQS Class, or the fact that even the top-shelf AMG versions of Mercedes’ electric line look more like suppositories than one of Bruno Sacco‘s Teutonic masterpieces.
At the end of the day, it doesn’t matter. Mercedes dealers are ready to get these things off the lot now, and if you can live with some awkward proportions you’ll be rewarded with solid performance, excellent fit and finish, and all the rest of the things that made the 3-pointed star an icon.
Nissan LEAF

The inspiration for this article was a hypothetical $9,140 Nissan LEAF deal that I hastily concocted while walking the floor of the 2025 Chicago Auto Show, but the fact remains that even with “just” $7,500 cash back, the $28,140 $20,640 Nissan LEAF is one of the most affordable new cars you can buy in the US. If you can score some additional local incentives and dealer discounts, so much the better.
Toyota bZ4X

It’s not breaking any sales records, but the Toyota bZ4X is a reasonably capable five-passenger crossover EV that should meet most people’s needs with enough of Toyota’s legendary quality baked in to make it a safe enough bet for a decade of hassle-free driving. Plus, with $10,000 in TFS Lease Subvention cash and plenty of dealer discounts floating around, it might be the best deal in Toyota’s current lineup.
Electric Volvo Cars

Volvo is offering $7,500 EV Lease Bonus Cash on remaining 2024 C40 Recharge models, as well as 2025 EX40 and EX90 SUVs. Those deals can be combined with another $1,000 in Conquest or Volvo Loyalty cash and up to $2,000 additional dollars for Costco Executive members (“Gold Star” Costco members get $1,500 back).
All-in, that can add up to $10,500 off the sticker price of the hot new Volvo EX90 electric seven-passenger SUV, with additional dealer discounts and local incentives available in some states making a new plug-in Volvo and even sweeter deal.
Disclaimer: the vehicle models and rebate deals above were sourced from CarsDirect, CarEdge, USNews, and (where mentioned) the OEM websites – and were current as of 16MAR2025. Despite my best efforts to filter these, some deals may not be available in your market, or be stackable with every other discount, or to every buyer (the standard “with approved credit” fine print should be considered implied). Check with your local dealer(s) for more information.
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