logo
EXCLUSIVE Bezos-backed company promises to build America's cheapest car… but it cuts some corners

EXCLUSIVE Bezos-backed company promises to build America's cheapest car… but it cuts some corners

Daily Mail​25-04-2025
A new automaker is aiming to disrupt the American truck market with ultra-low pricing... but get ready for a vehicle missing the latest creature comforts.
Slate, a startup with billionaire backing, plans to build America's most affordable pickup truck with a $25,000 starting price.
If federal $7,500 EV incentives remain in place, the Slate could become the only car in the US market under $20,000.
To keep costs low, the company tells DailyMail.com they've axed standard tech found in most cars — and returned to some automotive basics.
Slate's pickup features crank windows, physical buttons and dials, and no speakers or digital screens on base models. Instead, it has a phone holder and charging point next to the steering wheel.
All trucks come in a single gray metal finish, reminiscent of the Ford Model T. Drivers can customize the truck with manufacturer-supplied wraps to cover the grey exoskeleton.
The company's vision is to offer an alternative for Americans fed up with sky-high prices and screen-saturated driving experiences.
'The definition of what's affordable is broken,' the company's CEO, Chris Barman, said.
'Slate exists to put the power back in the hands of customers who have been ignored by the auto industry.'
The company's trucks will use either a 52.7-kWh or 84.3-kWh battery pack, giving the truck an estimated ranges of 150 or 240 miles.
It'll also come with a NACS port, meaning it can plug into Tesla's Supercharger network — the widest EV charging web in the country.
Base models include two front seats and a pickup bed.
For more space, drivers can opt for a three-seat bench in the rear and add an SUV-style cap — available in either fastback, wagon, or Jeep-like rollbar form.
But it'll be half the price of other open-air SUVs: the Bronco starts at $38,000, the Jeep Wrangler starts at $32,000, and the GMC Hummer starts at $96,000.
The average price of a new car in the US now hovers around $48,000 — up nearly $11,000 since 2018. That's a 23 percent spike in just six years.
Part of the reason for this price spike: low-cost cars are quickly fading from the US market.
The EV is built with fewer panels than most other cars on the US market
Drivers can also opt for the sport-back SUV top
For example, the Nissan Versa is the only car with a sub-$20,000 base price.
It's been discontinued for 2026, and will soon become more expensive.
The Versa is built in Mexico and remains largely susceptible to the 25 percent tariffs slapped on auto imports by President Donald Trump.
Slate thinks its well positioned to take advantage of the lack of products at the bottom of the market.
The car's US production helps dodge percent tariff, giving the company more cost-cutting flexibility.
But there is one tariff soft spot for the car.
It's still an electric vehicle, which relies on rare earth materials for its batteries — a supply chain that remains largely dependent on imports.
Still, Slate's entry into the market is supported by deep-pocketed backers.
Drivers can also opt for a rear-mounted spare tire kit
Backed by Jeff Bezos, LA Dodgers owner Mark Walter, and Guggenheim CEO Thomas Tull, the company quietly banked $111 million in 2023.
Its rare for a startup car company to survive in the US.
Before Tesla, Rivian, and Lucid, no American auto startup had achieved prolongued success since Chrysler, which began production in 1925.
Deep-pocketed automakers have attempted to make similar, customizable vehicle platforms in the US market.
Toyota launched Scion in 2003 and GM built Saturn in 1985. Both low-cost, easily customizable car brands are now defunct.
But Slate thinks these types of cars are perfect to meet the high-priced moment in the automotive industry.
Sources inside the company also tell DailyMail.com that they believe small businesses will scoop up their no-frills cars.
Slate's wild debut
Slate revealed its SUVs in Los Angeles with a wild marketing blitz
Reddit gearheads spotted the cars wrapped in advertisements from fake companies
Slate's trucks have already been spotted in the wild.
Hawk-eyed internet users have been able to piece together some of the details about the car's release.
Reddit sleuths traced a mysterious flatbed hauler to Slate, and DailyMail.com can confirm they're authenticity.
Others clocked it parked in LA with fake business decals — one, a fictional 'Rare and Raw Catering Company,' came complete with roof-mounted coolers, supposedly labeled with puma and a goblin shark meat.
Orange background

Try Our AI Features

Explore what Daily8 AI can do for you:

Comments

No comments yet...

Related Articles

Hybrids vs EVs vs ICE: Which Car Actually Pollutes the Most?
Hybrids vs EVs vs ICE: Which Car Actually Pollutes the Most?

Auto Blog

timean hour ago

  • Auto Blog

Hybrids vs EVs vs ICE: Which Car Actually Pollutes the Most?

How your battery's power consumption patterns could leak your location and identity View post: Your EV Battery Is Spying on You — New Research Exposes Yet More Hidden Privacy Risks You can lease a 2025 Mazda3 for $349 per month for 36 months. The Hyundai Ioniq 5 is a segment leader when it comes to EV charging speeds, outclassing competitors like the VW ID.4 with relative ease. Car insurance is Honda's latest new product offering, but other carmakers offer it as well. What They Don't Tell You About EVs, Hybrids, and Gas Cars If you think switching to electric is a get-out-of-jail-free card for the planet, think again. EVs are cleaner and win the race. But they're no saints. And while gas-powered cars are still the biggest climate culprits, new data shows hybrids are still far better than ICE but over-hyped for long-term environmental and health costs. From particle pollution to greenhouse gases to lifetime public health impact, the real story behind your car's emissions is more complicated than any tailpipe test. Head-to-Head: Greenhouse Gas Emissions When you stack them side by side, electric vehicles come out ahead on lifetime emissions — but not by as much as some assume. A mid-size gasoline car emits around 35.5 metric tons of CO₂ over 150,000 km. A diesel vehicle is slightly cleaner at 33 tons, due to better fuel economy. Hybrids perform better, landing at about 26.7 tons thanks to regenerative braking and smaller engines. A standard EV charged on a typical grid mix produces about 17.5 tons—less than half of an ICE car. If you charge with 100% renewable electricity, that drops to 11.5 tons. But the manufacturing and battery footprint is larger: about 8.0 tons upfront vs. 5.5 for ICE cars. Source: ICCT20 Lifecycle Comparison Tire Dust, Not Tailpipes: A New Pollution Villain Electric cars don't have tailpipes, but they still pollute. How? Tires and brakes. Non-exhaust pollution — especially PM10 and PM2.5 particles from tire and brake wear — is a growing health concern. EVs are heavier, so they wear through tires faster, emitting more rubber dust. According to UK government figures, an EV sedan generates 950g of tire dust per year, compared to 800g for a gas car. Brake dust is lower in EVs thanks to regenerative braking, but total PM emissions are still close. Source: ICCT20 Lifecycle Comparison Fuel Efficiency and Real-World Range In MPG terms, it's no contest: EVs average over 100 MPGe, compared to 40–50 MPG for hybrids and 25–30 MPG for gas cars. Range parity has improved too: most modern EVs offer 250–350 miles per charge, roughly matching gasoline tanks. But cold weather, cabin heating, and fast driving can knock EV range down by 20–30%. Charging adds a wrinkle. Unless you have home charging, DC fast charging infrastructure varies wildly. That still favors hybrids and ICE vehicles on long trips. What About Hybrid Longevity and Grid Impact? EV batteries degrade over time, but slowly. Most retain 80% capacity after 150,000 km, and battery tech keeps improving. Hybrids, however, offer a best-of-both-worlds deal: no plug-in stress, fewer emissions, and longer range. They don't need infrastructure upgrades and put less strain on aging power grids. Grid emissions matter too. In coal-heavy regions, EVs charge dirty. But in solar and wind-heavy states like California, they shine. Lifecycle emissions vary heavily by region and grid mix. Verdict: The Greenest Car Isn't Always the Newest EV EVs win on paper — but context is everything. If you're in a clean-grid state with access to home charging, they're the lowest-emission option. But hybrids – despite being over-rated in real-world compared to lab by a factor of 60% – punch above their weight, offering good emissions performance without the battery burden. And gas cars? They're toast — unless we're talking synthetic fuels, which aren't widely available yet. So, what's best for the planet? Driving less. Car sharing. Public transport. But if you're buying, the smartest bet is the one that fits your real-world routine — not just a showroom spec sheet. About the Author Brian Iselin View Profile

2025 Tesla Model Y vs. 2025 Hyundai IONIQ 5: 5 Key Differences
2025 Tesla Model Y vs. 2025 Hyundai IONIQ 5: 5 Key Differences

Auto Blog

timean hour ago

  • Auto Blog

2025 Tesla Model Y vs. 2025 Hyundai IONIQ 5: 5 Key Differences

By signing up I agree to the Terms of Use and acknowledge that I have read the Privacy Policy . You may unsubscribe from email communication at anytime. The Hyundai Ioniq 5 is a segment leader when it comes to EV charging speeds, outclassing competitors like the VW ID.4 with relative ease. Car insurance is Honda's latest new product offering, but other carmakers offer it as well. A pristine 2025 Mercedes-AMG G63 with just 2,200 miles is now for sale. This MANUFAKTUR-specced luxury SUV is a rare find, loaded with top-tier options and in immaculate condition. Battle of the electric SUV leaders The compact electric SUV segment has quickly become one of the most competitive areas in the automotive world, and two names dominate the conversation: the Tesla Model Y and the Hyundai IONIQ 5. Both models have helped define what mainstream electric crossovers should look like. Tesla's entry has been the world's best-selling EV for several years running, while Hyundai's IONIQ 5 has built a reputation as one of the most well-rounded and user-friendly electric SUVs on the market. Previous Pause Next Unmute 0:00 / 0:10 Full screen Hyundai reveals stunning IONIQ 9 with over 330 miles of range Watch More For the 2025 model year, both vehicles remain compelling, but they cater to slightly different buyers. Tesla leans heavily into its software ecosystem, range, and minimalist design, while Hyundai focuses on charging speed, comfort, and practicality. Here are the five biggest differences between the Tesla Model Y and the Hyundai IONIQ 5. 1. Range and charging performance One of the first questions EV shoppers ask is how far they can go on a charge, and in this respect, the Tesla Model Y holds a slight edge. The Long Range all-wheel-drive version offers an EPA-estimated 327 miles of range, with real-world figures typically coming in close to that number. Charging speeds are capped at about 250 kilowatts on Tesla's Supercharger network, which translates to around 169 miles of range gained in just 15 minutes. By providing your email address, you agree that it may be used pursuant to Arena Group's Privacy Policy. 2025 Hyundai Ioniq 5 Limited — Source: Hyundai The Hyundai IONIQ 5 does not reach the same maximum range on paper, though it comes surprisingly close. Depending on trim and drivetrain, its EPA ratings span from 245 to 318 miles, and independent testing has shown the dual-motor Limited trim exceeding its official estimate, reaching 282 miles in the real world. Where Hyundai really shines is in charging. Thanks to its 800-volt electrical architecture, the IONIQ 5 can accept up to 350 kilowatts, adding as much as 178 miles of range in 15 minutes and reaching 80 percent charge in about 18 minutes under ideal conditions. The end result is a tradeoff: Tesla offers the longest single-charge driving distance, while Hyundai provides some of the fastest recharging times in the industry. 2. Interior design and technology Tesla and Hyundai take very different approaches to the cabin experience. The Model Y follows the brand's trademark minimalist style, dominated by a 15.4-inch central touchscreen that controls nearly every function in the vehicle. Physical buttons are almost entirely absent, and even the instrument cluster has been folded into the main display. Standard equipment includes dual wireless charging pads, a 16-speaker audio system, and access to Tesla's unique software ecosystem, which brings constant over-the-air updates and, for an extra cost, the brand's Full Self-Driving (Supervised) suite. Autoblog Newsletter Autoblog brings you car news; expert reviews and exciting pictures and video. Research and compare vehicles, too. Sign up or sign in with Google Facebook Microsoft Apple By signing up I agree to the Terms of Use and acknowledge that I have read the Privacy Policy . You may unsubscribe from email communication at anytime. 2025 Hyundai IONIQ 5 Tesla Model Y Juniper The Hyundai IONIQ 5, on the other hand, blends futuristic design with practicality. Its cockpit features two 12.3-inch displays—one for the gauge cluster and one for infotainment—along with physical climate controls and a mix of touch and button-based inputs. Unlike Tesla, Hyundai supports both Apple CarPlay and Android Auto, which remain key conveniences for many drivers. Higher trims add a surround-view camera, a head-up display, and vehicle-to-load capability, which allows the car's battery to power external devices or even a small campsite. While Tesla's cabin feels cutting-edge in its simplicity, Hyundai earns points for usability and features that are more familiar to most drivers. The two philosophies highlight the brands' different priorities: Tesla wants to streamline the driving experience into its software, while Hyundai aims to balance tech with everyday convenience. 3. Cargo and utility space Utility is another area where the two EVs diverge. The Tesla Model Y stands out with its generous storage capacity, offering 29 cubic feet of space behind the rear seats and a substantial 71.4 cubic feet when the second row is folded flat. On top of that, Tesla provides a 4.1-cubic-foot front trunk, which is large enough for grocery bags or small luggage. 2025 Hyundai IONIQ 5 Tesla Model Y Juniper The Hyundai IONIQ 5 is no slouch, but its cargo figures are more modest. Behind the second row, there is 26.3 cubic feet of space, and folding the rear seats expands it to 58.5 cubic feet. The frunk, meanwhile, is quite small and designed mostly to store the charging cable. While the IONIQ 5's cabin feels spacious and airy thanks to its flat floor and sliding center console, Tesla ultimately offers more raw volume for families who regularly haul gear. The Model Y also has an optional third-row seat in some configurations, though it remains more of an emergency-use solution than a true seven-passenger setup. Still, the added flexibility underlines Tesla's utility advantage over Hyundai. 4. Pricing, value, and incentives Pricing plays a critical role in the EV buying decision, especially as federal and state incentives come into play. For 2025, the Tesla Model Y Long Range AWD starts at $50,630, while the rear-wheel-drive Long Range version is priced at $46,630. Depending on configuration, the Model Y may qualify for up to $7,500 in federal tax credits. 2025 Hyundai Ioniq 5 N — Source: 2025 Hyundai The Hyundai IONIQ 5 comes in at a slightly lower starting point, with prices beginning around $44,200. It also qualifies for the same federal credits in certain trims, which can bring its effective cost below that of the Model Y. Beyond sticker price, Hyundai adds value with its warranty coverage. Buyers receive a five-year, 60,000-mile basic warranty and a 10-year, 100,000-mile powertrain warranty, compared with Tesla's four-year, 50,000-mile basic coverage and eight-year, 120,000-mile limited battery warranty. When looking purely at upfront cost and long-term warranty, the IONIQ 5 comes out ahead. Tesla, however, balances the scale with its more extensive standard equipment list and software-driven features that continue to evolve long after purchase. 5. Ride comfort, styling, and driving feel Finally, there is the question of how these vehicles actually drive and feel on the road. The Hyundai IONIQ 5 has earned praise for its smooth ride, quiet cabin, and comfortable suspension tuning. It favors a relaxed, family-friendly demeanor over outright sportiness. The styling follows a retro-futuristic theme, with pixel-inspired lighting and sharp lines that make it one of the more distinctive EVs on the market. Inside, the flat floor and adjustable center console further emphasize spaciousness and comfort. 2025 Tesla Model Y — Source: Tesla The Tesla Model Y, by contrast, feels more athletic. Acceleration is brisk, with the Long Range AWD model reaching 60 miles per hour in just over four seconds. Steering is sharper, and the vehicle's stance makes it feel closer to a performance crossover than a family hauler. The tradeoff comes in ride comfort, where some drivers have noted that the suspension can feel firm and the steeply raked rear hatch compromises visibility. Both approaches will appeal to different buyers. Tesla caters to those who want speed and sporty handling from their EV, while Hyundai's IONIQ 5 is better suited for drivers who prioritize comfort and a relaxed daily commute. Final thoughts The Tesla Model Y and Hyundai IONIQ 5 are two of the strongest choices in the compact electric SUV market, but they excel in different areas. Tesla continues to lead in maximum driving range, cargo versatility, and access to its unmatched Supercharger network. Hyundai counters with faster charging, lower pricing, a longer warranty, and a more comfortable ride. 2025 Hyundai IONIQ 5 Tesla Model Y Juniper Ultimately, the decision comes down to priorities. Shoppers who want the longest range possible, cutting-edge software, and extra cargo flexibility will find the Model Y hard to beat. Those who prefer a balance of comfort, user-friendly tech, and overall value will see the IONIQ 5 as a better fit. Both vehicles represent the direction the industry is heading, and both make a strong case for being the EV to park in your driveway in 2025. About the Author Elijah Nicholson-Messmer View Profile

Inside Ukraine's effort to produce more of its own weapons to fight Putin as Trump's support flip-flops
Inside Ukraine's effort to produce more of its own weapons to fight Putin as Trump's support flip-flops

The Independent

timean hour ago

  • The Independent

Inside Ukraine's effort to produce more of its own weapons to fight Putin as Trump's support flip-flops

On Tuesday, Donald Trump gave Vladimir Putin a new deadline – agree to a ceasefire in the Ukraine war or face fresh sanctions. It appeared the US president had finally run out of patience with the Russian leader, declaring he was 'no longer interested in talks' and cutting a previous deadline of 50 days dramatically short. But regardless of how encouraging this apparent renewed sense of urgency might be to Ukraine, Mr Trump's views on the war and support for Kyiv are anything but consistent. From the infamous Oval Office ambush of Volodymyr Zelensky to fluctuating financial commitments from the US, Kyiv has been wise to look elsewhere for reliable supplies – preferably Ukraine's own burgeoning weapons industry. Ukraine has made no secret that a key priority is to build its own missiles that match the destructive power and long reach of the Shahed killer drones, cruise missiles and ballistic missiles that Moscow has been launching in recent weeks. Russia has launched huge mass aerial attacks against the capital and cities across Ukraine including Kharkiv, Dnipro, Odesa, Zaporizhzhia, Ivano-Frankivsk and Pavlohrad. Pavlohrad, in Ukraine's southeastern region of Dnipropetrovsk, recently suffered its biggest aerial attack since the start of the full-scale invasion. When The Independent drove into the city two days later, a huge plume of smoke, visible from miles away, hung over it as fires continued to rage. It is common knowledge that Pavlohrad has been home to missile production facilities since Soviet times, and Russia's defence ministry claimed, after the attack, it had struck facilities producing components for missiles and drones. Dima, who works in the local coal miners' union communications department, lives in the industrial area of the city that took the brunt of the attack. 'We experience explosions from Russian rockets and drones frequently,' he said. 'But this attack was the biggest and seemed to go on forever. The Russians have increased their aerial attacks and the targets are civilian more often than military to try to cause terror.' With Russia ramping up attacks regardless of any deadline Mr Trump attempts to impose, Kyiv has been looking at new ways to hit back. Ukraine has shown its advanced drones can destroy targets deep inside Russian territory, more than 1,000km from the Ukrainian border. And it is already producing and using a family of missile systems named 'Neptune', 'Palyanytsia,' 'Peklo,' and 'Ruta'. According to Kyiv, production multiplied eight times between 2023 and 2024 with even more growth planned for this year. Mr Zelensky has said Ukraine intends to produce 3,000 cruise and drone missiles in 2025. The homegrown R-360 Neptune cruise missile, with a 150kg warhead has been modified, according to Mr Zelensky, to give it an improved range. However, Neptunes and Ukraine's other missiles have explosive payloads that are only a fraction – sometimes a tenth – of those carried by Russian rockets. Ukrainian engineers are focused on long-range missiles able to inflict on Russia the sort of pain it is daily inflicting on Ukrainians. One of those is called 'Bars' (Leopard), first publicly mentioned at a Ukrainian weapons exhibition last April by the minister for strategic industries, Herman Smetanin. The scant information that has emerged about it suggests it is a hybrid between long-range drones and cruise missiles powered by a turbojet engine, giving it great speed and with a range of 700-800km with a warhead of 50-100kg of explosives. But it is not certain that Bars are the game-changing missiles on which Ukraine is pinning its hopes. A payload of only 100kg gives it a far weaker punch than that of Russian rockets, which often pack one-ton warheads. Mr Zelensky alluded last year to the successful test of an engine for a homemade ballistic missile. Military experts have speculated it is an offspring of the Sapsan Operational-Tactical Missile System – also known as Hrim and Hrim2 – that was conceived in the early 2000s but was dogged by funding problems and lack of political will. It was revived after Russia's 2014 invasion of Ukraine's Crimea peninsula and eastern Donbas region. One person, who did not want to be named and works with his country's defence industry, told The Independent information about missile development is probably Ukraine's most closely guarded secret. He said: 'Everyone, even senior officials, are forbidden to talk about this subject. If you do, you'll probably be arrested. The only person allowed to reveal anything is President Zelensky.' Strategic Industries minister Mr Smetanin, spearheads the efforts to grow the country's weapons production capacity. Adviser to the ministry, Yuri Sak, said that Ukraine heard the warning bells after the US first cut off support for Ukraine over the autumn and winter of 2023 to 2024. 'We realised that we had to start moving towards becoming self-sufficient and as a result our ministry was tasked with pretty much resuscitating Ukraine's defence industry. We began to make contingency plans, which we have in place now. 'Despite the war, despite the missile attacks, despite the hundreds of Shahed drones that are launched against Ukraine pretty much every night, we were able to increase our defence industry output by 35 times during the last three years.' Russia's stocks of arms and ammunition and her high capacity to manufacture weapons of all kinds meant it massively outgunned Ukraine initially, but Western-supplied weapons helped dramatically even up the odds. Mr Sak said that, since Russia's initial invasion in 2014, the number of weapons-related companies in Ukraine has mushroomed to about 100 state-owned defence industry enterprises and almost 700 private companies. From producing one howitzer per month in 2022, Mr Sak said Ukraine is now delivering 15 each month. The conflict in Ukraine has changed the nature of warfare and seen a profound shift toward drones, with Ukraine planning to produce five million this year. 'We are also producing domestically the full spectrum of unmanned and robotic systems, land drones, naval drones, aerial drones, which include both reconnaissance drones and bombers, and drones with ranges of up to 2,000km,' Mr Sak said. 'These very successfully target Russian war machinery and their oil refineries and depots because all the profits from their oil trade go to finance their war and to prosecute war crimes.' But the Russians know Ukraine is ploughing huge resources into producing its own missiles and other weapons and are trying to destroy any locations they identify where those are being developed or manufactured. Mr Sak said: 'We try to be as quiet as possible about the locations of our defence industry. Where possible, we have relaunched existing facilities that have been idle for the last 20-plus years and, in other cases, we are building new facilities. All this is kept confidential because the Russians are targeting our defence industry enterprises.' Much of Ukraine's defence production has been split up, so that three or four smaller, concealed sites replicate the same weapons system and, if one is hit, overall production continues. The Independent visited one such facility in western Ukraine on condition that no details were published that would allow its location to be identified. Concealed within a sprawling, somewhat dilapidated, Soviet-era industrial zone, the facility produces BTR-4E 'Bucephalus' armoured personnel carriers. The eight-wheeled Ukrainian design went into production in 2012. Until 2022, it was produced at a large plant in the east Ukrainian city of Kharkiv, targeted by Russia early in the full-scale war. The owner of the plant, calling himself Andriy for this article, is a former soldier who has himself seen action against the invading Russian forces. His factory previously produced heavy precision machinery and engine parts and converted to weapons manufacture in early 2024 to become one of three concealed facilities scattered across Ukraine producing Bucephalus APCs. Speaking with the glow of the plant's foundry behind him, Andriy said: 'We cast and produce almost everything for the construction of the APC, hull, turret, wheels, axles. The engines are brought in from Germany and the weapons are fitted elsewhere. We produce four per month and plan to increase that number.' In addition to the 300 plant employees, inspectors working for the Ukrainian defence ministry, minutely scrutinise each component produced there. The concealed sites are protected by air defences to counter Russian missiles and drones. Such secret weapons production sites are keenly sought out by Russian spies and informers on the ground and by satellite surveillance, and Andriy has security guards and equipment watching the perimeter of the plant. 'But mostly we rely on trust,' he explained. 'That people who live in the same community and know each other will not betray each other or their country.'

DOWNLOAD THE APP

Get Started Now: Download the App

Ready to dive into a world of global content with local flavor? Download Daily8 app today from your preferred app store and start exploring.
app-storeplay-store