Author: EVAI

Owners of recalled Fisker Ocean electric vehicles will have to pay for repairs, according to a notice on the bankrupt automaker’s website.

First spotted by Autoevolution, Fisker’s website states that, for any recalls that require physical inspections and potential repairs, the automaker will provide parts free of charge but will not cover any of the labor costs associated with inspection or repair work due to its ongoing Chapter 11 bankruptcy proceedings.

2023 Fisker Ocean One

It’s also unclear when parts will become available. Fisker said it was looking to get them to “authorized service providers” by the end of September, which likely isn’t the news owners looking to have multiple recalls addressed want to hear.

Fisker had three open recalls for the Ocean in June of this year alone, including one doors that might not open. An additional recall for potential water pump failure, affecting 7,545 vehicles, was opened in July.

2023 Fisker Ocean One

The company has promised to continue pushing free over-the-air software updates, which can address some problems without the need to source parts or pay for labor, such as the regenerative-braking issue that led to yet another recall in August. However, updates may not go beyond fixes like this, likely leaving the Ocean frozen in beta due to missing software features.

When automakers fold, dealer funds are often set up to cover recall work. But Fisker has no dealers to work with, seemingly leaving customers on their own. Many of the leftover cars are likely to end up with American Leasing, which worked out a deal with Fisker to buy them for $14,000 each, with that company perhaps working out some arrangement of its own to keep the fleet on the road.

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• Stellantis expands its EV lineup

• Volvo ditches vehicle subscriptions

• Ford to restart production in India

• Utility program pays Ford EV owners

• More investment in self-driving tech

• EVs with 300 lb-ft of torque or more are associated with higher insurance loss
• For a range of popular EVs, this means popular AWD versions
• Higher EV curb weights and torque-to-weight ratio add to the correlation
• This signals insurers need smarter rates that navigate EVs’ different risks

Electric vehicles are so often lauded for their loads of “instant torque” and strong, quick acceleration. Some brands even go so far as to claim quicker EV acceleration adds to safety. 

But as a broad analysis of insurance industry data points out, many of those high-output EVs—the popular all-wheel-drive ones—may also be the ones linked to the continued surge in EV insurance costs. 

2025 Porsche Taycan Turbo GT Weissach package

“Our data has also shown that the extra torque delivered by the powerful EV motors (is) positively correlated with their loss cost,” said Xiaohui Lu, LexisNexis vice president of global business development, to Green Car Reports. 

Specifically, EVs with more than 300 lb-ft of torque correspond with higher insurance loss cost, based on LexisNexis’ internal analysis of insurance claims across EV brands (it declined to say where top-selling EV brand Tesla stands) and across insurers. And factoring in EV curb weight and the correlation between torque-to-weight ratio, the link is even more pronounced. 

The data set itself isn’t enough to say whether having so much output and acceleration on tap emboldens drivers and leads to more aggressive driving behaviors, or whether there is anything inherently less safe about high-power EVs.

It’s also hard to make a comparison to models in the gasoline-powered fleet, as such vehicles with more than 300 lb-ft of torque are far less statistically common, and they tend to be in niche performance models, so there may as well be a distinct difference in the types of people who are buying them. But apples to apples, gasoline vehicles don’t demonstrate such an abrupt risk threshold. 

2024 GMC Hummer EV SUV

It’s complicated—not just EV drivers but repair costs and more

Correlation does not imply causation, and insurers will simply need to get a deeper understanding on why high-torque EVs are potentially spiking rates for everyone else. 

“While torque contributes to the higher insurance loss cost of electric vehicles, it is important not to view these numbers solely through the lens of torque,” underscored Lu. “For instance, higher torque vehicles often have higher prices, more expensive repair costs, and sometimes even higher daily mileages, all of which are also linked to increased insurance loss costs.”

Nissan e-Pedal one-pedal driving mode

The one-pedal driving mode on some EVs is one such example that might conceivably be spurring fender-benders, at least among newbies. “Our data show a distinctive learning curve for the drivers newly switched from ICE vehicles to EVs,” Lu added about risk factors.

According to data from the firm released back in June, EVs cost much more to insure, looking across the board, with a 17% higher claim frequency and 34% higher claim severity versus what it considered to be “traditional segments” of the vehicle market, with both the number of paid claims and the payment amount of claims rising faster than those figures for the market at large.

More EVs in the risk pool didn’t fix things

Some had hypothesized that the relatively small sample set of EVs was part of the problem. But in 2023, U.S. EV sales skyrocketed 54% versus 2022, to 1.4 million, bringing a 40% boost in the overall number of EVs insured—3.9 million vehicles including EVs and PHEVs. And those soaring numbers of EVs in the fleet only extended the trends of higher claims and higher costs. 

More involved collision repair for even light EV damage is partly responsible for the higher cost, industry data has shown, as is the higher weight of EVs and corresponding higher levels of vehicle damage—especially to other vehicles. 

2024 Tesla Model 3 Performance

Those factors amount to an “escalating profitability challenge” for all EV insurers, according to the firm. As we’ve pointed out recently, the soaring cost of battery replacement may be partly linked to those challenges. And with rates still surging for EVs, it appears smart that Tesla created its own insurance in an effort to keep costs down and competition up.

According to the insurance-funded Highway Loss Data Institute, Teslas don’t crash more often than other vehicles, but the consequences are more expensive.

Popular AWD EVs as high-risk?

Lu also emphasizes that its data points out that some EVs do offer lower loss rates and costs, and there are drivers who do use electric propulsion for safer driving, so it’s up to insurers to navigate this new world and come up with smarter, more competitive rates.

All-wheel drive has a reputation for adding safety, but it hasn’t proven true in the way it’s implemented so far for EVs. Unfortunately, as the data accumulates, that may mean insurers not treating all Model Ys or Ioniq 5s or EV6s the same, and treating the strong-selling, higher-power AWD versions of many popular EVs as higher-risk performance models.

The Lotus Eletre EV is still scheduled to reach the U.S., with deliveries set to start in the first quarter of 2025. But the Chinese-made electric SUV is seeing a major price hike due to new U.S. tariffs.

Lotus on Thursday confirmed that the Eletre Carbon launch model will start at $229,900. The announced price is effectively double what was originally announced—an indication Lotus is willing to swallow little if any of the additional 100% tariff on Chinese-made EVs in the interest of brand-building or building out U.S. sales.

Lotus Eletre Carbon

At 201 inches long, it’s longer than a Range Rover and just 6 inches shorter than the Hummer EV SUV—two vehicles costing much less—but four-wheel steering should help with maneuverability. A standard dual-motor all-wheel drive powertrain produces 905 hp and 727 lb-ft of torque. The output, along with an estimated 0-62 mph time of 2.9 seconds and top speed of 165 mph, is standard fare for today’s high-performance premium-brand EVs.

However the Eletre stands out for its 350-kw DC fast-charging and claims of 20-minute charging of its rather large 112-kwh battery pack. Lotus has shown corresponding fast-charging hardware good for up to 450 kw at the connector—much more than most EVs can handle. EPA range figures aren’t available yet, but Lotus estimates 254-280 miles on the European WLTP testing cycle.

Lotus Eletre Carbon

Lotus, which supplied its Elise as the basis for the original Tesla Roadster while Tesla engineered the battery and propulsion system and more, has also been working on a new battery-packaging platform set to underpin a smaller, lighter sports car for later in the decade.

The Lotus Emeya sedan is set to follow the Eletre, and will face off with the Porsche Taycan, Lucid Air Sapphire, Tesla Model S Plaid, and others. But based on this pricing recalibration it too may be especially rare.

• The 2024 Chevrolet Blazer EV should make shopping lists

• We dig the Blazer EV’s design, efficiency, and build quality

• Blazer EV rear seat comfort varies by person, and the iOS app needs a redo

Unlike soap-bar-styled EVs eking out that extra range the Chevy Blazer EV charts its own distinctly American path.

The 2024 Chevrolet Blazer EV sports a different, eye-catching design that is wrapped around a spacious, well-built cabin. After recently living with one for a week and taking it on a road trip, we found it to be surprisingly efficient. But with a rear seat that won’t fit everyone perfectly, an uneasy range meter, and an underwhelming iOS app, it’s not perfect.

Based on this extended drive, here are the pros and cons of the 2024 Chevrolet Blazer EV.

2024 Chevrolet Blazer EV

Pro: Chevy Blazer EV has Camaro-like style

It’s as if designers rolled a Camaro into the studio and just said, “yes.” As in, all of it. Thankfully, they skipped the gun-slit greenhouse. The front end is distinct with the LED daytime running lights emphasizing the Blazer EV’s width. The taillights keep it in the family and are related to the latest Traverse and Equinox. Both have light shows that can be on while charging. The taillights are charge indicators and the bars “fill up” as the battery charges. The curved front and rear fenders also show Camaro influence. Overall, it’s sharp, and distinctive. 

2024 Chevrolet Blazer EV

Inside, there’s a lot going on. My Dad got in and exclaimed: “This is cool! It’s…a bit like the Batmobile. There should be flames that come out of the vents.” My RS tester had a red interior, and it was a lot to take in visually. There are shiny chrome bits, vents with twisty bits, a real volume knob and climate control buttons. It feels normal in a way that fits in with Chevy’s ICE models.

2024 Chevrolet Blazer EV

Con: Rear seat comfort varies by person in the Chevy Blazer EV

With the front seat positioned properly for my 5-foot-10 build I slid comfortably into the rear seat without issue. There was plenty of leg, knee, foot, and headroom and the outboard seats felt comfortable. However my mother and wife both commented without prompting that the rear seat was uncomfortable. The rear seatback design has child seat LATCH anchor points integrated into the lower portion—rather than recessed between the cushions, as in most vehicles. This splits the lower portion of the seatback and hits some people in an uncomfortable position low in the back. My wife also found the rear seat seat belt mounting point hit her in an uncomfortable position on her neck. The center rear seat is sunken and narrow and it’s not going to be comfortable for anyone.

2024 Chevrolet Blazer EV

Pro: Chevrolet Blazer EV impresses with efficiency

For larger EVs such as this, the bar for excellent efficiency is 3.0 mi/kwh. Around town in mixed suburban driving the Blazer EV had no issues averaging 3.0 mi/kwh despite paying no heed to efficiency and just driving as one would normally. On two highway 200-plus-mile road trips the Blazer EV averaged 2.7 and 2.5 mi/kwh respectively with the cruise control set at over 70 mph, ambient temps hovering in the mid to upper 70s, and the climate control set to 68 degrees Fahrenheit. Strong wind and rain lowered the efficiency on the latter.

2024 Chevrolet Blazer EV

Con: The Blazer EV has trouble guessing its range

Pay attention to the battery state of charge–just like you would a gas gauge–and don’t put as much stock in the range display in the Blazer EV. While previous GM EVs including the Chevy Bolt EV were right on the mark, range seemed more of a wild guess in this Blazer EV, and consistently the range display would say the Blazer EV could go further than it would be able to (this might have had to do with how it had recently been driven). Interestingly, integrated Google Maps for navigation realized this and told me when I would need to charge to reach my destination—despite the range meter saying I’d make it.

2024 Chevrolet Blazer EV

Pro: Chevy Blazer EV feels well built

Build quality was solid with everything feeling well screwed together. The panel gaps were tight, the doors closed with a solid thunk, and everything I touched, clicked, twisted, or grabbed didn’t wiggle, creak, or feel cheap.

2024 Chevrolet Blazer EV

Con: Chevy’s iOS app feels behind

Software-defined vehicles present an opportunity to be controlled remotely with a smartphone. Chevrolet’s iOS app, which is the same app as the Cadillac and GMC app with a different skin, feels a full iteration behind what you’ll find from Rivian, Lucid, or Tesla. Open the app and it will say when it was last updated. Spoiler: It’ll be a little while ago—usually 30 to 50 minutes. That’s not the car’s current status. Is it charging? Is it locked? Pull down from the top of the screen to refresh the app and it’ll take minutes, not seconds to retrieve the actual status. And executing a command, like starting or unlocking, takes seconds and feels too slow.

The Chevy iOS app aside, the Blazer EV feels like a taste of the Bowtie’s future. A familiar and normal future that happens to be powered by batteries and not gasoline. It’s appealing and should be on Ford Mustang Mach-E and Tesla Model Y cross-shopping lists.

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2024 Chevrolet Blazer EV RS AWD

Base price: $58,590, including $1,395 destination fee

Price as tested: $60,710

Drivetrain: 288 hp combined, dual-motor AWD

EPA range: 279 miles

The hits: Sharp design inside and out, efficiency, solid build quality

The misses: Rear seat comfort for some, range meter is guessometer, iOS app experience

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