Electric Cars

Isuzu has unveiled an all-electric version of its midsize D-Max pickup truck, marking a significant step in the company's transition to electric vehicles. The D-Max EV, produced in Thailand, boasts impressive capabilities that rival its diesel-powered counterpart. Featuring a dual-motor four-wheel-drive system and 140kW of power, the vehicle offers comparable performance metrics. With a towing capacity of 7,716 pounds (3,500kg) and a payload capability of around 2,226 pounds (1,010kg), the D-Max EV aligns closely with the diesel model’s strengths, albeit slightly less due to its 66.9kWh battery.

Equipped with a range of up to 163 miles (263km) under Europe’s WLTP standard, or 224 miles in city mode, the D-Max EV is designed for both practicality and efficiency. This electric variant maintains the dimensions of its predecessor, measuring approximately 207 inches in length, making it competitive against other popular pickups like the Ford Ranger, which measures about 210 inches.

The introduction of this electric model marks Isuzu's strategic move into the European market, where it will compete directly with established brands such as Ford. Scheduled for release in left-hand drive European countries by the third quarter of this year, the right-hand drive version is planned for the UK in February 2026. While pricing details have yet to be disclosed, the current diesel model retails at approximately $41,600, providing a benchmark for potential buyers.

Despite these advancements, Isuzu remains non-committal regarding the D-Max EV's availability in the United States, citing market needs as a determining factor for further expansion. As the automotive industry continues its shift towards electrification, Isuzu's entry into the EV space with the D-Max showcases a promising blend of innovation and traditional utility.

With its robust performance and strategic market positioning, the D-Max EV signals a new era for Isuzu, blending cutting-edge technology with proven reliability. As the company navigates global markets, the success of this electric pickup could pave the way for future innovations and broader adoption of electric vehicles across various regions.

The debate over highway funding has taken a peculiar turn, with some blaming electric vehicles (EVs) for the federal government's struggles to finance road infrastructure. However, this issue is far more complex and deeply rooted in outdated funding mechanisms. This article explores why the federal government’s transportation budget woes are not tied to EVs but rather stem from Congress's unquenchable appetite for road construction and an obsolete fuel tax system.

Since the last adjustment of transportation funding in 1993, the landscape of technology and societal needs has transformed dramatically. Back then, only a fraction of U.S. adults had access to computers, and internet usage was minimal. The Highway Trust Fund, which relies heavily on fuel taxes, has seen no meaningful change since that time. Inflation and soaring road construction costs have eroded the effectiveness of the federal fuel tax by over 80%, making it insufficient to cover current expenses.

Road construction costs have skyrocketed due to reduced competition in the construction industry and diminished capacity at state departments of transportation to ensure competitive bidding. Moreover, the continued expansion of highways adds to maintenance costs indefinitely. Even though the original Interstate Highway System was declared complete in 1992, lane mileage has increased by over 10% nationwide. This persistent expansion creates a feedback loop of rising costs, exacerbated by induced demand—where new roads lead to more traffic.

Furthermore, the efficiency improvements in vehicles, while beneficial for reducing emissions and saving drivers money, have been cited as a scapegoat for the funding shortfall. Yet, compared to the impact of inflation and rising construction costs, the revenue loss due to vehicle efficiency gains is negligible. Commercial trucks alone contribute significantly to road wear and tear, increasing travel by over 40% since 1993 and doubling repair costs.

Electric vehicles represent a small fraction of potential revenue, and proposals to impose additional fees on EV owners are both counterproductive and inequitable. For instance, a proposal by Representatives Dusty Johnson and Senator Deb Fischer suggests upfront surcharges on EVs, burdening buyers disproportionately compared to gasoline vehicle purchasers. Such measures could discourage EV adoption, hindering efforts to combat climate change and improve public health.

Instead of penalizing EV owners, Congress should address the root causes of the Highway Trust Fund's insolvency. The Congressional Budget Office projects a significant deficit in the fund by 2028, underscoring the urgent need for reform. Current funding models prioritize new highway construction over necessary repairs, leading to unsustainable financial burdens. Redirecting funds towards maintenance and smarter infrastructure investments could alleviate these pressures.

In conclusion, the highway funding crisis cannot be resolved by targeting electric vehicle users. Instead, comprehensive reforms are needed to align funding mechanisms with modern transportation demands and sustainable practices. By reassessing how funds are allocated and ensuring that investments yield positive outcomes, the United States can build a more efficient and equitable transportation system for all its citizens.