Tesla (TSLA) stock is crashing like a ‘soufflé under a sledge hammer’ as Elon Musk predicted - Related to billion, cx-3, 2025, over, is

2025 Mazda CX-3 review

It’s getting on in years, but the Mazda CX-3 is still one of the Japanese brand’s strongest offerings.

Note: This is an updated version of a review first . There have been minor pricing and specification changes for 2025 model year.

We have updated key details such as pricing and specifications with the most up-to-date information available. Read the original version of this review here.

You can also read the most recent price and specs article here.

WATCH: Paul’s video review on the 2024 Mazda CX-3 G20 Evolve.

It landed here in 2015 and received a facelift in 2018, while it’s continued to receive minor updates here and there as Mazda works to keep it on par with the competition.

The updates seem to be working too, because it outsold rivals like the Kia Stonic and Toyota Yaris Cross by a considerable margin last year. That places it firmly at the top of its segment in a league of its own.

Mazda had the small SUV market figured out when this car launched, but a lot has changed since then. Even if it is a segment leader, there’s still a bit of modernising to be done on the CX-3.

Tech is getting dated, and while it still works as it all should, it does leave a bit to be desired when you consider the latest generation of touchscreen infotainment you can get in other Mazdas.

You do still get wireless Apple CarPlay and some extra goodies, which helps to keep it in the running. It would still benefit from a major tech overhaul, but it’s just about hanging on with what it has at the moment.

On test here is the Mazda CX-3 G20 Evolve, which sits bang in the middle of the lineup. Aesthetically it does the job in a low-key way, and the interior is well presented with unique white and tan upholstery.

Does that mean it can still duke it out with its rivals, or is it beginning to fall behind?

For 2025, pricing for the CX-3 G20 Evolve went up $900. It also picked up additional safety and assistance technologies, as well as front fog lights and keyless entry.

Model Price before on-road costs 2025 Mazda CX-3 G20 Pure $30,370 (+$920) 2025 Mazda CX-3 G20 Evolve $32,100 (+$900) 2025 Mazda CX-3 G20 GT SP $35,330 (+$880 over Touring SP) 2025 Mazda CX-3 G20 Akari $38,890 (+$120).

To see how the Mazda CX-3 stacks up against the competition, check out our comparison tool.

What is the Mazda CX-3 like on the inside?

Mazda seems to be going for a borderline luxury look in the CX-3, and for the most part it seems to work.

The elephant in the room is the fact this is a carbon copy of the Mazda 2’s interior, which isn’t surprising given the common platform shared by the two models.

Some elements have been spruced up for the CX-3 though, most notably in the materials used. The lower section of the dashboard has been fitted with soft-touch suede to match the door cards, while some gloss black trim has been added around the gear selector.

Fake carbon fibre functions on the door armrests, while the instrument housing has been draped in black leather-look trim in a brief excursion from the hard-touch plastic we’re used to seeing here.

There’s also some softer leather-look surfaces on the sides of the centre console for your knees, so it’s so far quite a consistent approach with a couple of accents to break it up.

Ahead of the driver is the same steering wheel seen in the Mazda 2, which works just fine. Unlike the rest of the interior it isn’t flashy at all, with just a small selection of buttons for infotainment and cruise control.

Its stripped-back nature means it’s quite sturdy, which gives you the assurance all the buttons will always work as you expect them to. The simple layout also means nothing is left to guesses, and everything is where you’d expect it to be if you’re hopping into this car for the first time.

Behind the wheel is a traditional analogue gauge for a speedometer, flanked by a couple of LCD screens. This setup is again carried over from the Mazda 2, but for those who prefer a more old-school driving interface it’s a perfect fit.

It’s hard to argue with the simplicity offered to the driver, and in a time where cars are increasingly tech-dependent it’s sometimes refreshing to drive a car that still has some hints of the recent past – even if it’s all starting to get a bit dated.

At least you do get a head-up display, which incorporates a clear piece of plastic that folds up with an endearing electric whirr when the car starts up. You need to have your seat adjusted right to see it properly though, but that means it can be a decent guide to getting yourself in the right spot.

Speaking of dated, my biggest gripe is with the infotainment system. It’s not too dissimilar to what you’ll find in some of Mazda’s other cars, but this small screen is where something like the CX-3 really begins to show its age.

It’s again toggled by rotary controls on the centre console, and while I understand why that setup isn’t for everyone, I still find it fun to interact with. Sure, it’s clumsy and finicky to navigate something like Apple CarPlay, but it works well enough on the car’s native infotainment software.

Unlike the Mazda 2, the CX-3 has a central armrest where you can rest your elbow while operating the central dials. When you’re cruising along the highway, it feels like it takes much less effort to keep your arm relaxed to adjust the volume rather than reaching for a dial elsewhere.

A significant downside is the lack of touchscreen functionality when you’re on the move, which unlike in newer Mazdas can’t be changed. It means if there’s something you just can’t figure out with the dials, or if a passenger wants to make an adjustment, it’s needlessly awkward and cumbersome.

On top of that, its graphics are much too early 2010s and it can be slow to respond, especially when the car has just started up.

Given its small hatch roots, storage in the CX-3 is limited. There is storage in the centre console, though it’s not the typical lidded-box you’ll find in most other cars. Instead, it’s more of a folding armrest with some small shelves underneath.

You do still get some storage here, but it’s compromised. There’s also a small cubby ahead of the gear selector for your phone, but it’s awkwardly sized – my standard iPhone 12 is too tall to fit comfortably lengthways, and there’s no way it’d work sideways. A symptom of the past, perhaps.

Aside from that, there’s a normal glovebox ahead of the passenger and some bottle holders in the doors, but that’s about it. At least there are still some interesting design choices scattered around, like the soft-touch leather upholstery that continues down the sides of the centre console.

The classic tri-dial climate control again makes an appearance here, which works just fine. Unfortunately there is still some gloss black trim creeping in around the gear selector, but aside from the drive mode switch there’s no real reason to be touching the area too much.

The rear seats are really a case of what you see is what you get. There are no extra amenities back here at all, which means no chargers for your phone and no rear ventilation.

At least you get a fold-down centre armrest with cupholders and bottle holders in the doors. The seats themselves are comfortable too, but don’t expect to have a lot of headroom if you’re on the taller side.

Additionally, the door opening isn’t the largest, which means it might be a bit of a squeeze to fit a child seat or load any extra cargo. Otherwise, it understandably feels fairly small, though there’s still more space back here than what you get in a Mazda 2.

As with other smaller cars, room for legs and toes is dependent on how the front seats are adjusted, though most people and children should have no problems at all.

Boot space in the CX-3 isn’t amazing, though it’s still plenty for what most would use it for. Again it’s larger than a Mazda 2, though the key difference here is the load floor is higher and extends further towards the front of the car.

It’s a square area too, which means it’s ideal for boxes or suitcases. Removing the cargo cover reveals much-needed room for taller objects, and while the rear seats don’t fold flat you still get that bit of added space if you need it.

If that’s still not enough, the standard load floor can be lifted to reveal another shallow space underneath for smaller items. For a smaller SUV, it’s a fair arrangement if you have a young family – I’d just be wary about going for one with white upholstery.

Dimensions Mazda CX-3 G20 Evolve Length 4275mm Width 1765mm Height 1535mm Wheelbase 2570mm Boot capacity (VDA) 264L (5 seats).

To see how the Mazda CX-3 stacks up against the competition, check out our comparison tool.

The entire CX-3 range is powered by a [website] naturally aspirated four-cylinder petrol engine, which is good for 110kW of power and 195Nm of torque.

Model Mazda CX-3 G20 Engine [website] 4cyl petrol Power 110kW @ 6000rpm Torque 195Nm @ 2800rpm Transmission 6-speed automatic Driven wheels Front-wheel drive Weight 1294kg (kerb) Fuel economy (claimed) [website] Fuel economy (as tested) [website] Fuel tank size 48 litres Fuel requirement 91-octane regular unleaded CO2 emissions 143g/km Braked towing capacity 1535kg.

To see how the Mazda CX-3 stacks up against the competition, check out our comparison tool.

While the general driving experience is solid, it’s clear the CX-3 is advanced suited to driving around the city.

In and around town it’s a nimble little car, with enough power to scoot away from the lights and direct steering to get around tight corners. The steering isn’t terribly light, which in this case is fine because it brings a more authentic feel.

It starts up with the push of a button, and shifts into gear with a traditional selector on the centre console. There’s even a manual mode if you like, but it expectedly can only be used via the shifter itself because there aren’t any paddles behind the wheel.

That engine is peppier than I expected too, at least compared to a Mazda 3 with the same displacement. Because it’s a light car, the engine feels like it doesn’t have to work as hard when accelerating to the speed limit.

If you need to get away from a stop in a hurry, there’s even a Sport switch that you can flick in a heartbeat. It doesn’t add any extra power, but it does hold gears longer to utilise most of what the engine has to offer.

Just take care, because if you’re a little heavy footed it will easily spin up the front wheels if the roads are damp. It’s easily avoided, but worth taking an extra second if you need to pull out onto a busy main road in the rain.

The drawbacks start to surface when you hit the freeway. At speeds up to 80km/h, there are no problems at all as it cruises along happily with relatively low revs and a smooth ride.

As you climb further though, it begins to feel less confident. On the freeway at 110km/h, it feels like it’s especially susceptible to bumps and gusts of wind.

I’d hazard a guess to say it’s mostly because it really is just a jacked up Mazda 2, which means the centre of mass is higher than it would’ve been thanks to its lifted suspension. The Evolve grade also gets large 18-inch wheels, which means it’s a bit harsher over bumps.

Even so, there’s a weird feel in the suspension over softer, larger bumps on the freeway. The front end seems to float for a second after bumps before settling again, which isn’t the end of the world but it’s worth noting so it doesn’t catch you off guard.

Otherwise, everything is more or less as you’d expect. For 2025, the Pure and Evolve trim levels picked up adaptive cruise control. This means it’s now standard across the range.

The Evolve trim still misses out on a surround-view camera, however, which would make it that little bit easier to park in the city. At least it’s a physically small car, which means it’s not too hard to park with the help of the reversing camera – even if it is fairly low-resolution.

Fundamentally, the CX-3 is a very easy car to drive. Its proportions mean people coming from smaller cars aren’t going to feel intimidated behind the wheel, while the engine and transmission combo makes for easy driving in the city and on more open suburban roads.

That transmission in particular is solid, because it doesn’t hold revs, short shift, or hold gears at any point when it shouldn’t. It will even try to sit in higher gears where it can to maximise fuel economy.

You do get a bit of control either in manual mode or with Sport mode engaged, which is just about as much as you can ask for in a cheaper modern automatic.

Generally it’s a solid driving experience which doesn’t give anything more or less than what you’d expect for this segment. It’s still a small SUV, and if you’re going to be driving around in mostly urban areas it’ll be perfect.

A fair bit of road noise can creep in on more coarse roads and the in-cabin experience can be somewhat unrefined, but it’s nothing that should get under your skin if you’re spending a lot of time with the car.

It even has good quality LED headlights, which makes night driving especially easy. It’s all exactly as you’d expect – nothing more, nothing less.

To see how the Mazda CX-3 stacks up against the competition, check out our comparison tool.

There are four trim levels in the 2025 CX-3 range.

Tilt and telescopic steering column adjustment.

18-inch black machined alloy wheels ( NEW ).

) Black leatherette upholstery, including on centre console and door trims (NEW).

To see how the Mazda CX-3 stacks up against the competition, check out our comparison tool.

The Mazda CX-3 is currently unrated by ANCAP, as its five-star rating from 2015 has now expired.

Autonomous emergency braking (AEB) Pedestrian, cyclist detection.

For 2025, the Pure and Evolve now get the more sophisticated AEB system and adaptive cruise control previously limited to up-spec models.

Evolve and above gain front parking sensors, while GT SP and up receive traffic sign recognition.

To see how the Mazda CX-3 stacks up against the competition, check out our comparison tool.

How much does the Mazda CX-3 cost to run?

The Mazda CX-3 is backed by a five-year, unlimited-kilometre warranty.

Running costs Mazda CX-3 Warranty 5 years, unlimited kilometres Roadside assistance Up to 5 years Service intervals 12 months or 15,000 kilometres Total estimated service cost $2200 (5 years) Average estimated service cost $440 (5 years).

To see how the Mazda CX-3 stacks up against the competition, check out our comparison tool.

If you’re in the market for a small SUV, it’s hard to look past the CX-3.

It’s an easy car to live with thanks to its compact proportions, while its drivetrain is smooth and refined. It’s comfortable at urban speeds, and if you don’t have to spend much time on the highway it’ll be perfect.

Lower-speed highways are certainly workable, though it can be a bit unsettling if you’re driving at speed in especially rough weather. Smaller wheels would make it more compliant, but it’s not a reason to avoid the CX-3 altogether.

It’s unassuming all around and leaves nothing to guesses, which means anyone will be able to hop in and quickly feel comfortable. Its older-style tech will be easy for people coming from older cars to figure out what everything does.

There’s no question it’s feeling dated, but it’s not the end of the world just yet.

There isn’t a huge model range, but there is something in there to cater to most needs. I’d suggest the Evolve strikes a good balance between tech, capabilities, and cost; though the now-base Pure is almost identical and cheaper.

Despite this the entire CX-3 range is now beyond the $30,000 asking price threshold, which I guess is just a sign of the times.

Interested in buying a Mazda CX-3? Get in touch with one of CarExpert’s trusted dealers here.

Tesla Malaysia has added to its Supercharger network, now with the late......

Toyota will soon pull the wraps off a brand-new electric coupe crossover designed in Europe.

This is likely the production version of the bZ Compact ......

&L Vehicle Recycling, parking off the street in a locked garage is the best way to protect your vehicle, but if that’s......

Tesla (TSLA) stock is crashing like a ‘soufflé under a sledge hammer’ as Elon Musk predicted

Tesla’s stock (TSLA) is crashing by as much as 8% today. CEO Elon Musk predicted that the stock would get crushed “like a soufflé being smashed by a sledgehammer” if it didn’t show profit growth, which is what is happening now.

As we reported earlier this month, if Tesla stock doesn’t crash this quarter, Tesla will likely be trading at a 500+ P/E after reporting Q1 2025 earnings. The last time Tesla traded at these levels, Musk warned Tesla employees that the stock would get crushed “like a soufflé being smashed by a sledgehammer” if it didn’t show profit growth.

It looks like the market is finally catching up as Tesla’s stock crashed 8% today:

The automaker’s valuation has now dipped back below $1 trillion.

Some media are linking the crash to Tesla’s sales in Europe, but it has been clear for weeks that sales are down roughly 50% in the market so far.

On the positive side, Tesla launched a new FSD revision in China today. The automaker will likely use that to justify the recognition of some deferred revenue, but it’s not all positive, as the revision has been received with mixed reviews.

I think the main factor impacting Tesla’s stock is the anticipation of reduced earnings expectations. Even with today’s 8% crash, Tesla’s stock is still trading at a price-to-earnings ratio of around 150, and that’s with the Bitcoin gain last quarter.

If Tesla doesn’t crash more this quarter, with expected reduced earnings in Q1 due to much lower deliveries, it would likely shoot back up to a P/E of 300+.

In comparison, an automaker like Toyota trades at a P/E of 7, and a technology organization like Meta trades at a P/E of 40.

These insane price-to-earnings ratios basically never hold, but they certainly don’t hold when earnings are going down, which is what is happening with Tesla:

As you can see from this chart, the stock seems to only be starting to realize that it’s disconnected from its earnings, and it still has quite a bit of catching up to do.

I never thought I’d find myself cheering for Tesla’s stock to continue crashing, but I feel like it’s the only way to save the organization now, as the board and shareholders don’t care about anything else. Tesla’s stock crashing is the only way to get them to care about removing Elon Musk.

I expect the stock to continue to crash in the coming weeks as analysts adjust their delivery expectations and then their earnings expectations for Q1. The consensus appear to still be over 400,000 deliveries in Q1, but it looks like it could be below that.

Shareholders are hoping that Tesla’s planned launch of a robotaxi fleet in Austin in June will turn things around for the stock, but as I previously reported, that’s a “moving of the goal post” strategy by Elon – although it’s likely that large parts of the market don’t realize it.

The Motor1 email inbox receives tips, press releases, and pitches of.

On today’s energized episode of Quick Charge, a Tesla executive leaks news of a new Model S and X as protests at retail locations escalate and key sta......

In-wheel motor maker Elaphe doesn't see issues with durability or unsprung mass.

Trump’s EV Charger Purge Could Cost Taxpayers Over $1 Billion

Electric vehicle progress has skyrocketed over the last four years. There are more EVs on American roads than ever, EV chargers have spread across many major highways, and the [website] has even gained a huge fleet of cost-saving EVs in use by the federal government. Seems like a step in the right direction, no?

Apparently, it's not great enough, because the new presidential administration is looking to dismantle the progress under the guise of cost-cutting—and its latest effort to snuff out thousands of EV charging ports on federal buildings and properties alone could cost taxpayers more than a billion dollars.

Welcome back to Critical Materials, your daily roundup for all things electric and automotive tech. Here's what's on the docket today: Trump's EV purge could cost taxpayers more than a billion dollars, EV chargers are facing more hackers than ever, and Tesla is preparing for the advent of Full Self-Driving in China. Let's jump in.

30%: Trump's EV Charger Purge Could Cost Taxpayers Over $1 Billion.

Last week, the Trump administration showcased that it would be ceasing operations of EV chargers deployed by the General Services Administration. The GSA, which manages federal properties and facilities (including around two-thirds of the federal government's fleet of 650,000 vehicles) was told to pull the plug on all of its EV chargers—literally—and remove thousands of charging ports from hundreds of locations. Federal data points to this could be anywhere between 2,200 and 8,000 charger ports operated by GSA at more than 650 locations.

Yes, you read that right. After spending $300 million to install the majority of these chargers during the Biden administration, the federal government will now flip the breaker and begin decommissioning them. And it's not going to be free, either. In fact, a GSA official speaking with Politico E&E News estimates that retiring the stations will cost taxpayers between $50 million and $100 million.

It doesn't stop with just throwing some chargers in the trash. Trump's team is also reportedly looking to dump the 25,000 EVs that the government has already purchased.

The move, &E, would flood the market with EVs sold at just a fraction of their purchase price and could cost hundreds of millions of dollars in realized depreciation losses as well as a new bill of around $700 for new gas-powered vehicles.

Here's a snippet from E&E News which explains the math:

If the agency offloads the 25,000 EVs it purchased under the Biden administration—which the Verge reported is in the works—it could flood the market. The former GSA official, who asked to remain anonymous because their current employer has not authorized them to speak to the press, estimates that selling the EVs early could result in each one selling for only 25 percent of their original value. The premature jettisoning could result in a loss of $225 million, the former official presented. Since those EVs are working vehicles and would need to be replaced with gas cars, buying new vehicles could cost GSA another $700 million, they presented.

$100 million decommissioning the GSA's EV charging network.

$225 million in EV depreciation from selling at a lost.

$300 million spent installing EV chargers.

$700 million buying new gas-powered cars.

That's $[website] billion that could potentially go to waste as the current administration begins to undo the progress made over the last four years to modernize the government's transportation fleet. Don't forget that's taxpayer funding—meaning that you might as well pull $9 out of every tax-paying American's pocket to light on fire.

Some of these stations are at places that actually need EV chargers in a secure location like national labs and military bases, while others are publicly available to government employees and visitors.

The irony? EVs were actually saving the government money. ICF, an investment consulting firm, previously estimated that the move to EVs would save the federal government $6 billion when considering the total cost of vehicle ownership (which includes vehicle purchasing, chargers, charger installation, fuel, electricity, and maintenance costs.).

60%: EV Charging Stations Are Becoming A Hacker's Playground.

It turns out that the future of mobility isn't just electrified—it's also vulnerable. This tends to happen when everything becomes software-based, for enhanced or for worse.

A new investigation from cybersecurity firm Upstream exhibits that threat actors aren't just targeting hospitals, schools, and businesses with ransomware. They're also targeting EV chargers and smart mobility products, both of which experienced a combined 39% increase in attacks year-over-year. For lack of more effective words, it means that your friendly neighborhood charging stations is the new frontier for hackers.

Here's Automotive News with the specifics:

Upstream’s 2025 Automotive & Smart Mobility Global Cybersecurity Report logged 409 cyberattack incidents in 2024, up from 295 in 2023. The share of these attacks involving EV chargers increased to 6 percent from 4 percent in 2023. Attacks are getting more common and more high risk, the cybersecurity company said. As devices, apps and other tools talk to each other, the potential footprint of an attack grows larger. Fifty-nine percent of the EV charging attacks in 2024 had the potential to impact millions of devices, including chargers, mobile apps, vehicles and more. Thirty-seven percent could have affected thousands of devices, Upstream said.

Upstream's figures show that hackers aren't just messing around here—they're shutting things down. And as the EV charging industry grows, it could easily become the target of more sophisticated threat actor groups looking to game payment systems or extort businesses for ransoms should they gain more privileged access to a charging network's systems.

Heck, this weekend I had to pay for an EV charging session in a parking garage using a QR code. I'm not sure how comfortable you are just scanning a sticker on the side of a charger and entering your credit card details, but I can tell you that you shouldn't be.

Aside from going straight for the software running the charging networks or the payment systems, there's also the possibility that hackers could use the chargers to exploit an avant-garde charger-to-vehicle attack. Remember that a charger isn't just passing electricity to your car, but actively communicating to it. Should an attacker find a way to exploit that communication, it could be game over for your oftware-based hunk of rolling metal.

Let's not forget that nation-state actors also exist. It's a slim chance, but if state-sponsored attackers found a way to weaponize EV chargers to overload the power grid, they could potentially cause massive blackout and financial chaos. In fact, a study by George Mason University, Concordia University and Canada's Hydro-Quebec Research Institute in 2024 simulated exactly this kind of switching attack, and guess what? It proved feasible.

Now, I'm not going to tell you to freak out about this. The likelihood of it impacting you, at least right now, is extremely low. But it's worth having a healthy distrust and push for government regulation into the safety and security of charging networks, similar to how fuel stations are regulated. Things in this case are a bit more advanced; it's not like a gas pump has a direct line of communication to your car's computers.

At the rate we're going, we might end up longing for the days when the biggest problem with EV chargers was just finding one that worked.

90%: Tesla's Latest Updates In China exhibits That It's Preparing To Launch FSD.

Tesla is finally taking steps to roll out Full Self-Driving in China. But, as with everything Tesla does in the country, there's a lot more going on behind the red curtain than what meets the eye. And while Chinese Tesla owners might soon get FSD-like driver-assist capabilities, the full rollout is still caught in the center of [website] trade tensions.

Tesla's latest upgrade will let Chinese owners who have already paid for Tesla's $8,800 (64,000 CNY) FSD package activate certain Autopilot For City Streets and Navigate on Autopilot attributes. , some of these include allowing the vehicle to exit highway ramps and intersections when the vehicle is actively routing to a destination. The vehicle can also make U-turns, recognize traffic signals, shift lanes, and monitor driver attentiveness using the driver-facing cabin camera.

The FSD software package in China has also reportedly been rebranded to "FSD Intelligent Assisted Driving," a move which some speculate has been made to appease regulators by downplaying the level of autonomy that the system can provide. In case that sounds familiar, it's because Tesla has had issues with regulators in other countries (including the [website] and Germany) over the FSD name—after all, the system is not truly "full self-driving" at all.

It's worth noting that Tesla is still waiting on regulatory approval before pushing out FSD in China. As we've called out before, China is expected to use the regulatory approval of FSD as a bargaining chip over tariffs given Tesla CEO Elon Musk's close relationship with the [website] government. President Trump in particular has been threatening new tariffs on Chinese goods after the previous administration already locked out Chinese EVs using a combination of direct tariffs and indirect attacks like disqualifying vehicles for federal incentives (like the EV tax credit) if certain components were sourced from China.

For now, Chinese consumers are effectively getting "FSD Lite," which has some but not all functionality of the driver-assist feature as cars in the States. But, to be fair, [website] consumers are also waiting for the coast-to-coast-capable FSD they were promised all the way back in 2016 which has yet to be delivered, so perhaps consider this more of an international "welcome to the club."

If Tesla gets approval to push the full-fledged version of FSD, it could help not just to appease end-individuals who have been waiting for years to take advantage of the software they already purchased, but could also help to make Tesla's vehicles more competitive in a market where tech is key and domestic automakers are absolutely dominating (with cheaper alternatives to Tesla's FSD, even).

100%: How Can The EV Charging Experience Improve?

It might not seem like it, but there's a lot that goes into making the EV charging experience truly good. Location, amenities, and ease of charging are all factors that play into how an EV charging experience plays out. And I don't know if you've noticed this, but it seems like this can vary vastly from location to location, and even between charging providers.

One of the items I mentioned earlier was how EV chargers accept payment. Payment processing can be a four-letter word in many industries—EV charging is no different. But actually getting a business to take your money? Well, that could be a tap of your phone, swipe of your card, tap inside of an app, or—my least favorite—scan a QR code for a link in a text message. This is my biggest pain when charging at a non-Tesla charging station. Maybe I'm just spoiled from plug-and-go.

What's your biggest issue with the EV charging experience and how can it be improved? Let me know in the comments.

The end result is a more civilised V12, one that still has the capacity to stun, but one that also feels just a little neutered. Luckily for us, Ferra......

Posted in Bike Parts and Accessories, Bikes / By Mohan K Ramanujam / February 25 2025 5:59 pm.

Celebrating the anime series Demon Slayer: Kimetsu no Y......

The Ram Ramcharger has a [website] kWh battery, but only [website] kWh are usable.

Ram says this is to provide a consistent driving experience between EV drivi......