On October 24, Scout Motors unveiled near-production versions of its electric Traveler SUV and Terra pickup truck. The Volkswagen subsidiary plans to begin producing the vehicles in South Carolina in 2027. With prices for the body-on-frame trucks starting as low as $50,000 (with tax incentives), and featuring an optional range-extending gasoline generator, the revived brand is addressing major barriers that have stood in the way of American buyers’ desires for EV trucks.

The deeper you dive into the spec sheets, the more appealing these trucks get. Features like body-on-frame construction, a solid rear axle, mechanical locking differentials in both the front and rear, and optional 35-inch tires will boost off-road capability and durability. An optional front bench seat and a full-length retracting roof will recreate a sense of classic truck nostalgia without sacrificing practicality for daily driving.

Everything drivers have come to love about other electric trucks will be present in Scout’s new vehicles, too. With 1,000 pound-feet of torque, zero to 60 miles per hour times will happen in as few as 3.5 seconds. They’ll sport futuristic lighting elements reminiscent of old neon signs, and a minimalist interior is dominated by a large touch-screen infotainment system.

What Is Scout Motors?

International Harvester, an American brand better known for its tractors, began making the original Scout in 1961. Intended to rival post-war Jeeps by pairing equivalent capability with extra refinement, the International Scout became an icon due to its smooth, compound body surfaces. International Harvester sunsetted passenger vehicle production in 1980 after the American auto industry suffered numerous setbacks and increasing competition from foreign automakers across the seventies.

Volkswagen purchased rights to the Scout brand in 2020 and established Scout Motors in 2022 with the goal of developing electric trucks specifically designed for American drivers. While still owned by VW, Scout operates as an independent company and has its own U.S.-based executive staff.

The Traveler and Terra were designed in Novi, Michigan, by Scout鈥檚 own R&D team, and will be produced at the brand鈥檚 new $2 billion factory in Blythewood, South Carolina. Scout says that factory will employ up to 4,000 American workers.

Scout plans to sell its vehicles directly to consumers and has plans to open a nationwide network of dedicated showroom and service locations to support that endeavor. The company says the sales process should be should be streamlined, promising 鈥渇ull price transparency,鈥� and that, 鈥渢ransactions will be completed in minutes.鈥�

While Scout Motors operates independently from VW, the backing of the world鈥檚 second-largest automaker remains a significant asset. Production targets are said to be as high as 200,000 vehicles per year.

Scout Nails the Truck Stuff

Building the Traveler and Terra using a body-on-frame design should result in higher payload and towing capacities, increase durability, and foster repairability in comparison to the unibody construction more typical in the EV space. It may also open up easier paths to modification, something Scout is teasing by stating that 鈥渞obust suspension options鈥� will be available.

The ability to easily increase suspension height, fit larger tires, adjust spring rates, and improve damping capabilities will let buyers modify their Scout to their heart’s content. This will enable the vehicles to be adapted to different use cases and allow owners plenty of opportunity to personalize their vehicles.

The Scout Terra features a squared-off cab and horizontal bed rails that will make it easy to develop compatible bed caps and campers. Accessory makers will rejoice.

The choice to employ a solid rear axle will help there, too. Using one聽means the rear wheels will remain parallel, no matter what height the rear suspension sits at. Since loads change mostly in the vehicle鈥檚 cargo area, this also facilitates strong payload and towing capacities, will make lifting the vehicle easy, and enhances articulation over off-road obstacles.

And, of course, there鈥檚 the motor configuration and locking axle differentials. The Scout SUV and pickup will feature two instead of three or four motors. Moving the motors out of the wheels and reducing their number will reduce complication and parts counts (the more parts on a vehicle, the more stuff that can fail), and simplify how the Scouts handle off-road traction. The Scouts will be able to lock their mechanical diffs just like a gas-powered 4×4.

Given that these vehicles are still at least three years away, Scout is quoting specs as ranges or targets rather than definitive numbers. Payload figures are said to be 鈥渘early 2,000 pounds鈥� on both vehicles, while towing capacities are 鈥渙ver 7,000 pounds鈥� for the Traveler and 鈥渕ore than 10,000 pounds鈥� for the Terra. Those numbers are excellent when compared to similar-sized popular SUVs and pickups on the market.

It appears as if 33-inch tires may be standard, with 35-inch items available as an option. The Traveler SUV can carry a full-size 35-inch spare on its external carrier. The Terra pickup will normally carry a 33-inch spare under its bed, but needs to move a fifth 35-inch inside the bed. Expect hitch-mounted spare tire carriers like those made by to be a popular accessory.

Scout Combines Retro and Futuristic Styling

While the Terra and Traveler will carry all the amenities one might expect in a luxury EV, many customers will be relieved to find Scout is still taking an analog approach to its interiors. Scout says the vehicle will 鈥渓argely be controlled through a tactile experience.鈥�

“From mechanical door handles, to grab bars, to switches and dials, Scout vehicles will provide a real hands-on user experience,鈥� the company states.

And while individual bucket seats will remain standard, a front bench will be optional on both the Traveler and Terra. This will increase total seating capacity from five to six, and allow a couple (or throuple) to nuzzle up to each other in the cab.

Roof options strike a similar balance between practicality and enjoyment. A normal fixed roof is standard, but both a full-length sunroof and retracting fabric 鈥淐abana Top鈥� will be available as options. Because both operate within the same solid structure of the normal roof gutters, neither will impair the fitment of roof racks, rooftop tents, or other popular accessories. Cabana Top should be able to function without squeaks, rattles, leaks, or wind noise, again because it鈥檚 mounted within the permanent roof鈥檚 structure.

Electric Power, with Optional Gas Range

Scout says that basic versions of the Traveler and Terra will be normal battery-only electric vehicles. Range on those is said to be 鈥渦p to 350 miles,鈥� which may indicate the presence of different battery pack sizes available at different price points.

The Scouts will use the North American Charging Standard, an 800-volt architecture, and are capable of charging up to 350 kilowatts. They鈥檒l be able to use the Tesla Supercharger network in addition to others.

And while the pure-battery versions of the Scouts will work well for most normal driving duties, those of us who live and travel in and through remote areas鈥攐r spend a lot of time driving off-road鈥攚ill聽be thrilled by the presence of a gasoline-powered range-extending generator. Scout is mum on details of that engine鈥檚 capacity, power output, location, and configuration, but does say that the generator will only operate to charge the battery, not drive the wheels.

Stellantis provided many more details of its own unique Extended Range Electric Vehicle (EREV) system when it announced its new Ramcharger electric pickup truck last year. And while some mechanical details may differ, the system鈥檚 benefits should remain largely identical.

Modern electric vehicles are fast, smooth, responsive, and quiet to drive. The downside of electric vehicles is our charging infrastructure. Even large cities struggle to offer enough charging capacity for growing fleets of EVs. Venture into a rural area and chargers may not be available at all. This can limit an EV鈥檚 ability to serve all vehicle roles within a household and make long-distance travel away from major interstates impractical.

Adding a gasoline-powered generator to an electric vehicle delivers the best of both worlds. You still get all the superlatives of electric motivation, but gain the ability to charge your batteries as you drive. And you can add more range at both gas stations and EV chargers. Until those chargers become as widespread and commonplace as gas stations, EREVs represent a practical solution that should ease EV adoption. Their only downsides are that they do cost more money, add some weight, take up space, and increase parts counts.

On the subject of pricing, Scout says the Traveler SUV should start at 鈥渦nder $60,000,鈥� but that they anticipate available tax incentives can bring the cost as low as $50,000. The Terra pickup will start $1,500 higher. There鈥檚 no word on how high options (like that range extender) could take prices. The company began to take $100 deposits on Thursday night.

With a familiar-but-futuristic design, welcome doses of functional nostalgia, what should be class-leading off-road capability, potential for modification, and the ability to extend range to anywhere you can find a gas station, as well as the financial backing of Volkswagen, Scout is launching with a winning formula. Heck, these things are compelling enough that I鈥檓 about to click over to their website聽and hand over a hundred bucks for the privilege of being able to purchase one three years from now. The idea of cruising dirt roads here in Montana in near silence, with my arm around my wife or one of our dogs, is the exact experience this outdoors enthusiast can get excited about.

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Rivian unveiled its new R2 mid-size SUV to much fanfare this week, which it says should start around $45,000 when it reaches customers in 2026. About the size of a Toyota 4Runner, the Rivian is actually cheaper than most versions of that gasoline-powered 4×4. Some versions of the R2 will also be faster than Rivian鈥檚 flagship R1T pickup and R1S SUV.

As an additional surprise, Rivian also rolled out two unexpected new models鈥攖he R3 and R3X. All three vehicles are built on a new mid-size platform, and share two available battery packs, the largest of which will be good for ranges exceeding 300 miles.

The R2 will be available with both that choice of battery packs, and single-, dual-, or tri-motor configurations. That last version will be the fastest, springing from zero to 60 miles per hour in under three seconds, a couple tenths of a second faster than the $82,000 R1T. Dual and tri-motor versions will feature all-wheel drive.

32-inch tires will give the R2 a 25 degree approach and 27-degree departure angle. While the 115-inch wheelbase is fully six inches longer than that of a 4Runner and result in a lower breakover angle than that vehicle as a result, off-road abilities between the Toyota and base 4Runner鈥檚 should be proximate.

This far ahead of production, while development of the R2 is still likely a long ways from being finished, other details are few and far between. Rivian says some fast chargers will be capable of taking the R2 from 10 to 80 percent charge in under 30 minutes, but it鈥檚 unclear if that鈥檚 true of the larger, 300-mile pack. Rivian also says self-driving abilities will be increased on this new model thanks to 11 cameras, five radars, and more computing power, but isn鈥檛 saying to what level that will take the technology.

Two things the company does want to highlight are the stunning looks (the R3X, in particular, is a striking vehicle), and spacious interiors. All the passenger windows on the R2 will retract fully into the doors, and like a 4Runner, the glass in the rear hatch will also lower out of the way. A novel feature will be the rear quarter glass, which hinges open to take ventilation even further.

Rivian says rear seat leg room in all three vehicles will be ample, rear seats will fold totally flat to maximize cargo space, and there will also be a frunk (front-trunk) to take storage even further.

Rivian is now taking $100 deposits for the R2, and says the R3 and R3X will enter production some time after that SUV begins reaching customers.

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The most exciting new electric vehicles aren鈥檛 sports or luxury cars. They鈥檙e off-roaders. But aside from a handful of short trails adjacent to major population centers, off-road travel remains largely inaccessible to EVs. That鈥檚 because our country lacks robust, widespread charging infrastructure. I talked to the Secretary of Energy Jennifer Granholm and Secretary of Transportation Pete Buttigieg, along with National Climate Advisor Ali Zaidi to find out what the Biden administration is doing to fix that.

Supporting electric overlanding isn鈥檛 just some ridiculously impractical demand I鈥檓 dreaming up.

鈥淎mericans buy cars for a use that may not be necessary or frequent, but they want that capability,鈥� says Secretary Granholm. 鈥淚 think people need to feel comfortable that they can charge during long distance travel.鈥�

People who buy (or want to buy) electric trucks like the GMC Hummer EV, Rivian R1T and R1S, Ford F-150 Lightning, or Tesla Cybertruck may not need to use their full (and genuinely impressive) off-road abilities every day, but vehicles like these still sell on their ability to support camping trips and similar outdoor adventures. Without the infrastructure necessary to drive long distances on and off roads, consumers who want to participate in those activities can鈥檛 purchase EVs.

I know because I鈥檓 one of those people. I鈥檇 like to reduce my personal carbon footprint by switching away from internal combustion, but I live in Montana, a state that has only 80 total public charging stations. Relying on such a sparse network would severely curtail my ability to enjoy all the outdoor activities I鈥檓 helping to threaten by burning gasoline to get to them.

鈥淓V drivers charge where they park, which is very convenient if you have a single family home with a garage, or if you work in an office that supports easily your ability to plug in,鈥� explains Secretary Buttigieg. 鈥淏ut if you live in an apartment building, if you work in a rural area with fewer charging stations, or if you are routinely driving over longer distances, it鈥檚 not so easy.鈥�

When President Biden took office in January, 2021, there were 96,143 public EV chargers in the United States, total. By the end of 2023, that number had reached 168,426. That鈥檚 a dramatic improvement, but it pales in comparison to the number of gas pumps, which is thought to be around 1.8 million

Granholm describes this as, 鈥渁 chicken-and-egg-type situation,鈥� and explains that EV adoption requires infrastructure, even in places that aren鈥檛 city centers or major highway routes. And that鈥檚 why the administration is today announcing $623 million in grant funding for EV charger construction in currently underserved areas. That money will build 7,500 new public charging ports across 22 states and Puerto Rico, and is part of $7.5 billion in funding for EV charging infrastructure included in the Bipartisan Infrastructure Law (BIL), which President Biden signed into law in 2021.

One of the states taking advantage of those grants is Maine, which is using $15 million of BIL money to construct 62 DC fast charging ports and 520 level 2 charging ports across over 70 towns and cities in the state. Since that鈥檚 federal money, every single one of those 582 chargers will be compliant with the Americans with Disabilities Act, and will remain functional and compliant with developing vehicle charging technology through National Electric Vehicle Infrastructure Program oversight. That will be true of any project included in the grants.

On the other side of the country, Energy Northwest is receiving a $14.5 million grant to build 40 fast chargers in western Washington and northern Oregon. That area includes many popular destinations for outdoor recreation, and the investment will allow both visitors from nearby cities to travel there using their EVs, and residents who aren鈥檛 able to charge at home to purchase zero emissions vehicles. There鈥檚 47 other projects elsewhere, funded just through this single round of grants, with more coming in the near future.

鈥淲e want to make sure all those gaps are filled by the federal government stepping in where the private sector is not yet inclined to go,鈥� says Granholm. 鈥淵ou will now start to see those charging deserts be filled because of this program.鈥�

All of this is part of President Biden鈥檚 goal of making 50 percent of new vehicle sales electric by 2030, and supporting them by building 500,000 EV charging stations by that time.

Granholm says we鈥檙e actually ahead of the curve in reaching that goal. The BIL鈥檚 $7.5 billion investment in EV infrastructure has enabled the private sector to announce more than $155 billion of its own spending.

鈥淲ith the private sector combined with the federal government investments we expect that by 2030, we鈥檙e going to have a network of about 1.2 million public chargers,鈥� the energy secretary tells 国产吃瓜黑料. 鈥�900 chargers per week are being installed. We鈥檙e on track to hit [500,000 chargers] by 2026.鈥�

And all of that money is being spent in America, on American products and American workers.

鈥淲hen the president took office, we barely had any capacity to manufacturer fast chargers here in the U.S.,鈥� National Climate Advisor Ali Zaidi tells us. 鈥淣ow we鈥檝e got a line of sight to 26 factories across the country that will be able to manufacture these products. And when those chargers go into the ground, we鈥檝e got the International Brotherhood of Electrical Workers鈥攇ood paying union jobs鈥攂eing spurred in communities from coast to coast to do that work.鈥�

Buttigieg also says that adoption of EVs themselves is advancing beyond the administration鈥檚 projections.

鈥淭he electric vehicle revolution ins鈥檛 coming, it is very much here,鈥� the secretary of transportation says. 鈥淛ust since President Biden took office, EV sales have more than quadrupled. 1.4 million were sold last year, representing about 9 percent of all vehicle sales.鈥�

Buttigieg cites last week that finds prices for EVs have fallen to within four percent of internal combustion engine (ICE) equivalents. 鈥淭here鈥檚 been a remarkable drop in the prices that consumers face for EVs, and we believe we are fast approaching the point when EVs, on average, will be cheaper than ICE vehicle,鈥� he says.

Want to see more chargers built in places you live, or want to visit? Put pressure on your state government. Granholm explains that BIL funding is being distributed to states through requests for proposal. 鈥淸We] put a funding opportunity out on the street and the states have to apply,鈥� she explains.

And while a lot of those RFPs are coming from what Granholm says are, 鈥渟tates that are forward leaning on electrification,鈥� both red and blue states are participating. The first EV infrastructure project funded by BIL was in Ohio.

鈥淚t鈥檚 citizens that are determining this,鈥� concludes the energy secretary.

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Four years after it was first unveiled, the Tesla Cybertruck has reached its first dozen-or-so customers. Rather than focusing on Tesla CEO Elon Musk鈥檚 recent problems with , all the production and design issues that led to years-long delays, or even all the broken promises about price and performance, we鈥檒l focus instead on nothing but the raw specs revealed at this week鈥檚 launch event: how do they compare to all the other electric pickup trucks already on the road鈥攁nd with trucks that will be by the time the cheapest Cybertruck will allegedly reach production in 2025.

Throughout this piece you鈥檙e going to note words like 鈥渆stimated,鈥� or 鈥渟hould.鈥� It鈥檚 important to note a few things that make writing a story about Tesla a little different than writing a story about other car companies. Not only does Musk have a history of exaggerating when he talks about Tesla products, but the company employs no public relations people, does not produce press materials, and many of the numbers being released this week are couched in the company鈥檚 own disclaimers. Without the ability to call a Tesla representative and check facts, media outlets are left reporting only on what scarce information Tesla makes public.

How Much Will The Tesla Cybertruck Cost?

The Cybertruck will eventually be available in three trim levels. Tesla says the most basic rear-wheel drive, single-motor version will cost $60,990 and have an estimated unladen range of 250 miles, while accelerating from zero to 60 miles per hour in and estimated 6.5 seconds.

Tesla quotes a maximum payload for the Cybertruck of 2,500 pounds, which is presumably for this most basic version, with the smallest, lightest battery pack. There is no word what that number is for other trim levels.

A $70,990 two-motor all-wheel drive version will come with a larger battery (there鈥檚 no details on actual kilowatt-hours) that extends unladen range to 340 miles and drops 0-60 miles-per-hour time to 4.1 seconds. Again, those numbers are estimates.

Then there鈥檚 the top-spec Cyberbeast, which will cost $99,900, feature a 320-mile unladen range, and do 0-60 in 2.6 seconds. Cyberbeast鈥檚 acceleration figure deserves its own caveat though, because it鈥檚 been calculated using a one-foot rollout, a method which knocks a third of a second or so off the stopwatch. It appears as if Cyberbeast will come equipped with 35-inch tires (which likely explains its range reduction). It is not clear what size tire lesser trims will come with. According to an analysis on , it is unlikely that it will be possible to fit the Cybertruck with larger tires than what it ships with.

How Does The Cybertruck Compare To Other EVs?

A basic Ford F-150 Lightning, which you can find sitting on dealer lots right now, available for immediate purchase, starts at $49,995. That price includes two motors and AWD, along with a 240-mile unladen range and a 4.2-second 0-60 time. Payload capacity is 2,235 pounds.

An extended range F-150 Lightning starts at $69,995, has a 320-mile unladen range, and does 0-60 in 3.8 seconds. The larger, heavier battery pack drops payload capacity to 1,657 pounds.

The $87,000 Rivian R1T Quad Motor has a 328-mile unladen range, can carry 1,764 pounds, and does the 0-60 MPH sprint in 3.0 seconds, as verified by . The Cyberbeast accelerates quicker, but only by the slimmest of margins.

What about towing? All the current EV pickups feature about the same 11,000 pound max trailer capacity as the Cybertruck, but none of them has anything like the range necessary to function as a practical choice in that role, even for short trips, and none can use most charging stations while a trailer is attached. That鈥檚 a problem the upcoming 2025 Ram 1500 Ramcharger solves, albeit with the aid of an internal combustion range extender. That vehicle will feature a 2,625 pound payload and 14,000 pound tow capacity.

When Will I Get My Cybertruck?

During Thursday鈥檚 unveiling, Musk made a big show of a handful of customers taking deliveries of their Cybertrucks on stage. He鈥檚 previously stated that almost one million people have placed refundable $100 deposits for the vehicle. When will they be given the option to complete a purchase? That remains unclear.

On Tesla鈥檚 website, availability for Cyberbeast and standard AWD model are listed for 2024. The basic RWD version claims it will be 鈥渁vailable in 2025.鈥� It is murky when series production is scheduled to begin, what volumes Tesla is targeting, what the order process will be for customers, or what priority will be given to existing refundable deposit holders. Tesla is now taking another $250 deposit on its website.

How Big Is The Cybertruck?

reports that the Cybertruck is 95 inches wide, 223.7 inches long, and 70.5 inches tall. It鈥檚 not yet certain if that height is measured with 35 inches tires. The AWD model is said to weigh 6,603 pounds.

Those numbers put it at about the same size size as a crew cab Ford F-150 (albeit a few inches lower), but it weighs more than some trim levels of the Ford Super Duty.

Tesla says the Cybertruck鈥檚 bed is six feet long and four-feet wide. That鈥檚 the same length as long bed Toyota Tacoma, but about a foot narrower. During his presentation, Musk claimed the Cybertruck can haul 4×8-foot 鈥渃onstruction materials,鈥� with the tailgate lowered. Pictures show a tonneau cover unrolling from the cab to secure the bed.

There are two important caveats on bed dimensions. Musk claims the Cybertruck will be available with a 鈥渞ange extender鈥� which appears to be an auxiliary battery pack. While there are no details on that device鈥檚 weight, capacity, or if customers will be able to move it in and out of the truck themselves, there is a picture showing that it will take up approximately one-third of the bed space.

The Cybertruck does not appear to come equipped with a spare tire. Instead, owners who opt to purchase one will need to carry that in the bed. A 35-inch spare will also take up about half the available bed space. Equipped with both the 鈥渞ange extender鈥� and a spare tire, how much of the bed will remain available for cargo is rather opaque.

How Good Will The Cybertruck Be Off-Road?

During Thursday鈥檚 presentation, Musk claimed that the Cybertruck will feature locking differentials.

On an internal combustion vehicle, locking the speeds of the front and rear axles together mechanically creates an arrangement commonly known as four-wheel drive. But that leaves the wheel on each axle with the least traction free to spin as fast as its counterpart on the opposite axle. Locking the axle differentials then matches wheel speeds across those axles. Putting a vehicle in four-wheel drive and locking both axle differentials maximizes traction off-road.

It is not evident if the Cybertruck鈥檚 locking differentials will be mechanical, or simply a software function. As with all other current EVs, there is no mechanical connection between the axles, so matching wheel speeds between them will be handled by programming.

Regardless, it appears as though Cybertruck, at least in its Cyberbeast trim, will at least be able to match the traction provided by off-road-oriented competitors like the GMC Hummer EV and Rivian R1T.

Like the Hummer EV, Cyberbeast will feature 35-inch tires, and rear-wheel steering. The former will help them climb over large obstacles, the latter makes these very large trucks much more maneuverable in tight spaces. Tesla says ground clearance on Cyberbeast is 17 inches. Hummer EV features height-adjustable suspension that can create as much as 16 inches of clear air under the truck. These numbers sound impressive in comparison to gas trucks because the EVs use independent suspension in the front and rear. Most gas trucks use a solid rear axle, and that big metal beam running between the rear wheels results in less impressive ground clearance numbers. Ground clearance is not all that important a metric鈥攔ather, it鈥檚 a vehicle鈥檚 approach, departure, and breakover angles that determine its ability to clear or climb large obstacles.

And while there is no word on those angles for any version of the Cybertruck, it is unlikely that they will come close to those achieved by the Hummer EV. Not only is that vehicle seven inches shorter in length, but its front and rear wheels are both pushed to the extreme ends of the platform, significantly enhancing the Hummer EV鈥檚 ability to clear obstacles.

How Efficient Will The Cybertruck Be?

Tesla is not releasing battery capacity numbers for any version of the Cybertruck at this time. It does say the drag coefficient is 0.335. That鈥檚 significantly behind EV sedans like the Tesla Model S, which has a drag coefficient of 0.208. The heaviest Model S is also fully 2,000 lbs lighter than the AWD Cybertruck. Moving the Cybertruck will take significantly more energy.

While cradle to grave emissions for EVs鈥攅ven on our country鈥檚 relatively dirty energy grid鈥攁re , that equivalent for the Cybertruck is going to be a very large, very heavy, very thirsty vehicle: just like a heavy duty pickup.

Producing a large, heavy, complicated EV, complete with what鈥檚 presumably going to be a very large battery pack takes enormous amounts of energy. While we don鈥檛 have numbers for the Cybertruck yet, reports that it takes 50.6 metric tons of carbon just to put a Hummer EV in your driveway.

There鈥檚 also the question of what type of vehicle buyers will be replacing with the Cybertruck. Where manufacturers like Ford are putting significant efforts into enabling governments and corporations to replace their vast fleets of heavily polluting internal combustion work trucks with practical EV pickups like the F-150 Lightning, according to a report in , Tesla has no such plans, and instead will sell the Cybertruck to, 鈥渨ell-to-do technology savants and collectors.鈥� In other words, it鈥檚 just another expensive luxury vehicle, at least for now.

Unless Tesla can reach extremely large production volumes with this thing, moving hundreds of thousands of Americans out of large internal combustion pickups in the process, it鈥檚 unlikely the Cybertruck is going to save the planet.

Should You Buy A Cybertruck?

Beyond the polarizing design (I think it looks great), it鈥檚 difficult to find anything that makes the Cybertruck unique. Neither its price nor range are fully competitive in today鈥檚 EV pickup market.

And that space is going to continue to develop in the years Tesla says it will take to roll out all versions of the vehicle. By 2025, Stellantis says it plans to sell an electric truck with 500 miles of all-electric range, in addition to one equipped with a gasoline-powered range extender, complete with unimpaired beds and spare tires. And those are just products we know about now.

What about performance? The most expensive trim level of the Cybertruck鈥擟yberbeast鈥攊s only a fraction of a second quicker than existing electric pickups. Beyond bragging rights, this won鈥檛 deliver any tangible benefits to owners.

Will this thing be the ticket to zero emissions overlanding? It鈥檒l be about as good as a normal pickup truck like a basic Ford F-150 FX4 off-road, which is to say not very. And like any other electric vehicle, its range will massively limit utility in that role. Efficiency is typically halved on dirt, and with no easy means of topping off energy away from America鈥檚 patchy charging infrastructure, that means it鈥檒l be limited to off-road adventures of 85 miles or less before you need to turn around and head back to one of those chargers.

When Elon Musk originally announced the Cybertruck in 2019, there weren鈥檛 yet any electric pickups you could buy. The idea of combining zero tailpipe emissions and EV performance into a practical vehicle you could use to replace a gas pickup for most jobs sounded really futuristic. Today, that idea is no longer novel. And neither is the Cybertruck.

But none of this really matters. Without firm production numbers or dates, and with so many existing reservations, it鈥檚 unlikely that you鈥檒l be able to just go out and purchase a Cybertruck any time soon, if ever.

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