By Joey Klender

Posted on February 28, 2025

As Tesla’s Full Self-Driving is enabled in the United States, and a variant of it launched in China earlier this week, many European owners are still awaiting the launch of what is one of the most robust driver assistance programs in the world.

But CEO Elon Musk finally clarified what the holdup was, especially as Tesla outlined last year that it planned to bring Full Self-Driving, or at least a version of it, to the European market where the company has performed so well for so many years.

Musk said that the automaker is awaiting regulatory approval to launch FSD in Europe, something that was a major bottleneck for China but was eventually worked through.

Europe seems to be awaiting the same fate for Tesla, as many owners are sure it will be available soon, but the exact date is still up in the air and is being worked out between Tesla and European regulatory agencies:

We are waiting for regulatory approval

— Elon Musk (@elonmusk) February 28, 2025

We reached out to Tesla and Elon Musk to see if there was any information on how long they have been waiting for a response from European regulatory agencies about a license to operate FSD on the continent. We have not yet received a response, but if we do, we will update the article.

Tesla stands to benefit from a rollout of Full Self-Driving, or at least some sort of version of it, in Europe. The company has dominated the EU in terms of EV sales for some time, and 2024 was no different. Tesla owned 15.8 percent of the market in 2024, EU-EVs data shows, dominating mainstays like Volkswagen, BMW, and Volvo, all of whom trailed the company in total registrations last year.

There are several companies out there with self-driving vehicles and licenses in Europe, Ford being one of them as the Mustang Mach-E was approved for operation at a Level 2 basis back in 2023. Tesla could be one of the more well-rounded suites out there, but it remains to be seen which permissions it has for operation in the region, as it offered a different version in China than what is available in the U.S.

Need accessories for your Tesla? Check out the Teslarati Marketplace:

Please email me with questions and comments at joey@teslarati.com. I’d love to chat! You can also reach me on Twitter @KlenderJoey, or if you have news tips, you can email us at tips@teslarati.com.

Elon Musk clarifies the holdup with Tesla Full Self-Driving launch in Europe

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Compton, California, has unveiled 25 new electric school buses – the school district’s first – and 25 Tellus 180 kW DC fast chargers.

Compton Unified School District (CUSD) in southern Los Angeles County is putting 17 Thomas Built Type A and eight Thomas Built Type C electric school buses on the road this spring. In addition to working with Thomas Built, CUSD also collaborated with electrification-as-a-service provider Highland Electric Fleet, utility Southern California Edison, and school transportation provider Durham School Services.

Environmental Protection Agency’s (EPA) Clean School Bus Program awarded funds for the vehicles in the program’s first round. EPA also awarded CUSD funds for the third round of the program and anticipates introducing an additional 25 EV school buses in the future.

“I can’t stress enough how vital grants like these are and the need for continued support from our partners in government at the state and federal level to fund additional grants for school districts and their transportation partners that are ready to deliver and operate zero-emission buses,” said Tim Wertner, CEO of Durham School Services.

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CUSD, which serves Compton and parts of the cities of Carson and Los Angeles, currently serves more than 17,000 students at 36 sites. The district has a high school graduation rate of 93% and an 88% college acceptance rate. One in 11 children in Los Angeles County have asthma, which makes the need for emissions-free school transportation that much more pressing.

Read more: Thomas Built Buses debuts its next-gen electric school bus

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By Joey Klender

Posted on February 26, 2025

SpaceX is set to launch its eighth test flight of the Starship rocket this Friday. Ahead of the most recent test in what could be the most revolutionary spaceflight program since NASA’s Apollo, SpaceX is clearing the air about what went wrong during its previous test flight, which resulted in the loss of the second stage during its ascension.

On January 16, SpaceX successfully launched Starship while also completing its second successful catch of the lower-stage booster.

However, the flight did not go as smoothly as initially anticipated, as the company lost Starship’s upper stage roughly eight minutes and twenty seconds into flight.

Now, the company is clarifying what happened that led to the demise of the upper stage, which SpaceX has identified with the recognition of “flashes” that occurred after vehicle separation.

SpaceX completes second catch of lower stage, but loses Starship

SpaceX says that a flash was observed roughly two minutes into its burn after vehicle separation. The flash, along with sensors that was a pressure rise in the attic, indicated a leak:

“Approximately two minutes into its burn, a flash was observed in the aft section of the vehicle near one of the Raptor vacuum engines. This aft section, commonly referred to as the attic, is an unpressurized area between the bottom of the liquid oxygen tank and the aft heatshield. Sensors in the attic detected a pressure rise indicative of a leak after the flash was seen.”

This was not the only flash that was observed. Two minutes after the first, another flash was seen, but this one was followed by sustained fires in the attic. These fires caused Starship’s engines to perform a controlled shutdown:

“These eventually caused all but one of Starship’s engines to execute controlled shut down sequences and ultimately led to a loss of communication with the ship. Telemetry from the vehicle was last received just over eight minutes and 20 seconds into flight.”

SpaceX clarified that Starship was destroyed and communication with the ship was lost before it was able to initiate any destruct rules for its Autonomous Flight Safety System. The company said this was “fully healthy when communication was lost.”

It went on to say that the “most probable root cause” of the loss was likely due to an environment not seen during testing:

“The most probable root cause for the loss of ship was identified as a harmonic response several times stronger in flight than had been seen during testing, which led to increased stress on hardware in the propulsion system. The subsequent propellant leaks exceeded the venting capability of the ship’s attic area and resulted in sustained fires.”

Nevertheless, Starship will launch for the eighth time soon, with CEO Elon Musk noting that the most likely date will be Friday. This could be the second of potentially 25 Starship launches planned for 2025.

Need accessories for your Tesla? Check out the Teslarati Marketplace:

Please email me with questions and comments at joey@teslarati.com. I’d love to chat! You can also reach me on Twitter @KlenderJoey, or if you have news tips, you can email us at tips@teslarati.com.

SpaceX explains reasoning for Starship 7 upper stage loss

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Kia continues to expand its lineup of electric vehicles, with the new EV4 compact sedan and hatchback joining the fray.

First previewed in 2023 by the EV4 concept, the production EV4 sedan retains the concept’s striking fastback design, while the hatchback is equally bold, ensuring that the more practical body style also stands out on the road.

After revealing the exterior design last week, Kia on Thursday provided an in-depth look at the EV4 following its official debut at a special Kia EV Day presentation in Tarragona, Spain. At the event, the automaker also showcased the Concept EV2 subcompact crossover and production PV5 midsize van.

The EV4’s exterior design aligns with recent Kia EV releases, such as the EV3 subcompact crossover, which is also U.S.-bound, and the EV5 compact crossover, which won’t reach the U.S. Signature elements include a floating roof and a jagged daytime running light pattern that Kia calls the Star Map. A sporty GT-Line trim adds distinctive touches, such as a wing-like character line on the front and rear fascias, along with 19-inch wheels featuring a triangular pattern.

New Kia EV4

Inside, the EV4 features a minimalist cabin with a single 30-inch panel housing two 12.3-inch digital screens and a third 5.3-inch display, similar to the EV4 concept. The display interface can be customized with various themes, including NBA- and Disney-related content, Kia said. Streaming options such as YouTube, Netflix, and Disney+ are also available. Additionally, the EV4 comes equipped with Kia’s new AI-powered voice assistant, which the company plans to roll out across more of its vehicles. Kia stated that the system improves its accuracy and range of responses over time through machine learning.

The EV4 is built on Hyundai Motor Group’s flexible E-GMP platform, also used in the EV6 and EV9, as well as various Hyundai and Genesis models. To keep costs down, Kia is expected to use a more affordable 400-volt version of the platform rather than the high-end 800-volt version, a strategy previously employed for the EV3.

Battery options include a 58.3-kwh Standard unit or an 81.4-kwh Long-Range unit. In both cases, a single front-mounted motor produces 201 hp, enabling 0-62 mph acceleration in the mid-7.0-second range. The top speed is capped at 105 mph. A more powerful configuration could be introduced if Kia decides to develop an EV4 GT model.

New Kia EV4

With the larger battery, the EV4 achieves an estimated range of just over 390 miles on the WLTP test cycle used overseas. A lower figure is expected under the stricter EPA test cycle. Kia said charging from 10% to 80% takes approximately 31 minutes when using a suitable DC fast charger.

Sales of the EV4 will begin in Korea in March, followed by a European launch in the second half of the year. Kia confirmed that U.S. sales will follow, with North American-bound EV4 models being produced locally. Production will also take place in Korea and Slovakia.

Update: New photos and information following the EV4’s reveal at Kia’s EV Day presentation have been added to the article.

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In its new AT4 Ultimate trim, the 2025 GMC Yukon tries hard to do a lot of things, many of which seem to cancel out one another.

Meaty all-terrain tires wrap 20-inch alloy wheels that are awfully big for real-world off-road use. The distinctive red tow hooks projecting from a bumper carved inward to improve the approach angle contrast with underbody lighting that illuminates when you approach the vehicle. Even the upholstery sends a mixed signal with its buttery soft leather contrasting with rubbery textured inserts.

What exactly does the Yukon AT4 Ultimate want to be? A rough-and-tumble off-roader or a genuine Land Rover Range Rover rival with an eye-popping six-figure price tag? 

After driving the revamped Yukon for a week, I learned that it can be both—though it spreads itself thin in the process.

2025 GMC Yukon AT4 Ultimate

2025 GMC Yukon AT4 Ultimate

2025 GMC Yukon AT4 Ultimate

GMC Yukon: A big interior upgrade

The 2025 Yukon has a fresh face and a new interior compared to last year. Styling tweaks outside are largely incremental; the C-clamp headlights are a bit more complex than last year, each trim level’s grille has revised surface detailing, and GMC has fresh wheel designs. There’s only so much GMC can do to a two-box SUV that shares its bones with the Chevy Tahoe and Cadillac Escalade, after all. 

The interior is much different. Gone is last year’s quirky, space-robbing push/pull transmission control panel on the dash. Instead, you tug a delicate steering column stalk. (Hey, wasn’t that the way SUVs were shifted once upon a time?) 

It’s a big step to climb into the Yukon’s cabin, though the power-deploying running boards with the Ultimate package help out. It’s big and spacious, if not exactly airy. Blame my test vehicle’s all-black leather upholstery, trim, and headliner, though the oversized dash and center console manage to make the front seating area feel surprisingly confined. The seats themselves have just eight ways of adjustment even in the top Ultimate trim, though they are heated and cooled, and blessed with a massage function.

All trim levels from the Elevation (which combines last year’s SLE and SLT grades into a single trim) up to the top AT4 and Denali versions get a big 16.8-inch touchscreen on the center of the dash. A big volume knob sits in the lower center of the screen, while a handful of toggle switches are nestled below. The screen can feel too big. I had to lean forward to access anything on the right side. It is programmed with a good overlay of Google built-in tech. Access to the Google Play store and Google Maps means some users may not bother with Apple CarPlay and Android Auto, though they’re also on board. 

More pixels are displayed on the big digital instrument cluster as well as the optional 8.0-inch rear-seat climate control touchscreen. Ultimate models—the package is available on both the off-roady AT4 and the Escalade-lite Denali—include rear-seat entertainment screens for outboard middle-row passengers. Here, too, the Yukon leverages Google’s connectivity via streaming services like YouTube. 

The AT4’s newly optional Ultimate package swaps in more Bose speakers, a head-up display, power release for the second-row bucket seats, and the excellent Super Cruise hands-free/eyes-on driver-assistance tech. At nearly $20,000 more than a standard AT4, the trim level is expensive. My test vehicle was loaded up to about $102,000 with the aforementioned underside lighting, heavy-duty rubber liners, and the Enhanced Trailering Technology Package that can work with trailer-mounted cameras. I literally gasped when I read its price tag.  

2025 GMC Yukon AT4 Ultimate

2025 GMC Yukon AT4 Ultimate

2025 GMC Yukon AT4 Ultimate

Yukon AT4 Ultimate: That dreamy air suspension 

Underneath, the Yukon has more in common with a pickup truck than it does competitors like the Range Rover, Infiniti QX80, and BMW X7. Its separate ladder frame connects to the wheels and tires via an independent front suspension and a solid rear axle. Coil springs come on most versions, though they’re augmented by magnetic dampers on the AT4. Air springs come on Ultimate versions, though they’re optional on the standard AT4. They’re worth it for as low as $2,060 in the Premium Trailering Package. 

Between the tall tire sidewalls and the cossetting nature of an air suspension, the Yukon AT4 canceled out lousy pavement below. The electric power steering has little in the way of feedback, and the Yukon leans considerably into corners, but this big SUV makes no effort to be sporty. Tapping Sport mode makes the ride surprisingly hard and jittery; I can only imagine what it would be like with the Denali Ultimate’s available 24-inch alloy wheels wrapped in a mere rubber band of rubber. Generally, the AT4 is hushed and comfortable, even with the limited rough-road use I was able to sample thanks to a big snowstorm during my evaluation period. 

The standard Yukon stretches 210.1 inches between its bumpers and measures a gargantuan 81.0 inches wide. Add another 15.1 inches to make the Yukon XL, which has more legroom for riders in rows two and three plus an even bigger cargo area. Even the short one is simply too big to be genuinely useful off-road, though it did a perfectly fine job plowing through deep snow. It will almost certainly get you to your cabin. I never encountered enough fresh powder to need to raise the Yukon’s air suspension, though GMC says it can hike itself up by about two inches. It also hunkers down a bit ostensibly to improve stability and aerodynamics at highway speeds. 

Elevation and AT4 models come with a 355-hp 5.3-liter V-8, a version of which GM has been bolting into its big SUVs and trucks for a generation. I haven’t sampled it in the Yukon, but it is hard to imagine how it will provide blistering performance given that the fleetest Yukon in the lineup still weighs north of 5,600 pounds. Oddly, the 5.3-liter has the highest maximum towing rating: 8,400 pounds. Other versions can lug up to 8,200 pounds.

The best bet here is the 6.2-liter V-8, which puts out 420 hp and 460 lb-ft of torque. It’s smooth and silent, and probably a better choice for most than the curiously positioned 3.0-liter turbodiesel inline-6. That engine is an expensive $9,305 upgrade in the AT4 and the Denali ($6,810 more than the 6.2), yet it costs $1,500 less than the 6.2 in Ultimate guise. V-8 models are estimated to return 15 mpg city, 20 highway, 17 combined at best; the 6.2-liter slices 1 to 2 mpg off those figures. Estimates for the late-introduction diesel have yet to be posted. 

All Yukons use the 10-speed automatic transmission that GM developed with Ford. Here, it’s reasonably well-tuned, though it occasionally fumbled through gears in low-speed stop-and-go city driving. It’s yet another reminder that the gargantuan Yukon is best-suited to the open road—or, at least, to suburbia. There, the Yukon’s gearbox fades into the background, only revealing itself when smoothly swapping down a few cogs for highway passing or when climbing long grades. 

Putting the Yukon in Sport mode tightened up shifts, though it also delayed upshifts to the point at which I was beginning to wonder when the big V-8 would settle down at highway speeds. There’s also an Off-Road mode that dials back throttle response and remaps the traction control system and the electronic limited-slip rear differential

Even by big SUV standards, the Yukon’s huge roof pillars and tall dash make it hard to see traffic below. That makes the Yukon a chore to pilot in town, though it’s of limited consequence on the highway with Super Cruise engaged. The system activates with a few bings and bongs, and then it does a very good job keeping the Yukon centered in its lane and away from traffic while the driver’s hands rest away from the steering wheel and eyes stay on the road. I was particularly surprised to see that Super Cruise worked just fine even accounting for the Goodyear Wrangler Territory AT tires’ knobby tread pattern. The system seems to be capable of accounting for the inevitable wander from knobby tires.

2025 GMC Yukon Denali Ultimate

2025 GMC Yukon Denali Ultimate

2025 GMC Yukon Denali Ultimate

GMC Yukon: Is the Denali Finally the One to Have?

The AT4 Ultimate might seem like the Yukon you want—it’s in the name, at least. But at $95,795 to start with the diesel engine and $97,295 with the 6.2-liter V-8, it’s a dubious value. Even at that price point, its Tahoe roots show through too much in the way of hard plastics on the door panels and so-so front seats. The 6.2-liter V-8 is also strong and powerful, but it’s not as strong as the forced-induction engines in most rivals.

With starting prices ranging from $68,895 to almost seven figures, GMC is spreading the Yukon too thin. 

For perhaps the first time ever, the best way to build a Yukon may be to select the Denali trim level. There, GMC charges $5,630 to add a series of packages including its top trailer-tow tech, Super Cruise, and the air suspension. So-equipped, it costs $88,125. That’s a lot more than the base Yukon Elevation, and yet the Denali mostly justifies its price tag. It’s arguably the most focused version of the Yukon now, too; if all you want is a big, tow-ready SUV, you might as well stick with the Chevy Tahoe. And if you want to be pampered, the Cadillac Escalade delivers legitimate six-figure dazzle. 

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Kia has revealed the PV5, an electric midsize van, during a special Kia EV Day presentation in Tarragona, Spain, where the automaker also showed the Concept EV2 subcompact crossover and production EV4 compact sedan and hatch.

The PV5 is the first model in Kia’s planned lineup of Platform Beyond Vehicles (PBVs), designed to cater to specific customer needs, such as delivery vans and shuttles. Both passenger and commercial versions will be available, with additional derivatives possible through proper upfitting. A rugged PV5 for overlanding, as showcased in concept form at the 2024 SEMA show, may also be a future possibility.

In terms of design, the passenger PV5 features a single lift-up tailgate, while the cargo version opts for conventional split rear doors and lacks the extra windows found on the passenger model. Kia has also promised unprecedented flexibility and customization for its PBVs, with some models, including the PV5, to be offered in cab-chassis form.

All PBV models, including the PV5, are based on a unique version of Hyundai Motor Group’s E-GMP platform. This PBV-specific variant, known as E-GMP.S, provides greater flexibility for combining various vehicle body types. At the core of this system are standardized key components such as batteries and motors.

Kia PV5

Buyers will be able to choose between 51.5-kwh and 71.2-kwh battery options, while the PV5 Cargo model will also offer a third, smaller 43.3-kwh battery ideal for last-mile deliveries. All configurations come with a single front-mounted motor rated at 161 hp. The maximum estimated range is 248 miles on the WLTP test cycle used overseas, though a lower figure is expected under the stricter EPA test cycle. Charging from 10% to 80% can take as little as 30 minutes when using a suitable DC fast charger.

The PV5’s chassis measures just 175 inches in length, yet the passenger version can still accommodate three rows of seats, while the cargo model offers up to 180 cubic feet of storage volume. For those needing even more space, Kia previewed a larger PV7 concept at 2024 CES, an electric van stretching over 207 inches in length.

Kia PBV Concepts

In addition to the PV5, Kia has confirmed plans to launch a PBV for taxi services, based on the Niro compact crossover. This move further underscores Kia’s commitment to expanding its EV lineup to meet diverse mobility needs.

Sales of the PV5 will begin in Europe and Asia in the second half of the year. Additional markets will be added in 2026, though Kia has not yet confirmed if the U.S. will be among them.

Update: New photos and information following the PV5’s reveal at Kia’s EV Day presentation have been added to the article.

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Based on the updated 2025 Slingshot—unveiled in January with a refreshed front-end design and greater model differentiation—the Slingshot 10 is the most premium version yet.

Built on the range-topping Slingshot R, the special edition features the 204-hp 2.0-liter 4-cylinder engine that powers all Slingshots. Buyers can choose between a manual transmission or an automatic with paddle shifters.

Exclusive to the Slingshot 10 is a striking Radiant Red Pearl paint job—a tribute to the original Slingshot Red from its 2015 debut—complemented by black metallic paint with white and teal accents. Unique 10th anniversary graphics and badging adorn the hood, rear fin, and wheels.

2025 Polaris Slingshot 10

Inside, the special touches continue with a color-matched steering wheel, instrument cluster, and glove box, along with custom-stitched seats. The top-of-the-line Stage 3 Max Rockford Fosgate sound system includes integrated headrest speakers and 8.0-inch side panel speakers.

Additional tech features include heated and cooled seats with custom 10th-anniversary stitching, a 7.0-inch touchscreen with Apple CarPlay support, and an ambient lighting system that allows drivers to customize colors, patterns, and effects that sync with music.

Priced from $38,999, the Slingshot 10 is now shipping to dealers in restricted quantities.

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