Text settings Story text Size Small Standard Large Width * Standard Wide Links Standard Orange * Subscribers only Learn more Minimize to nav LOS ANGELES—Slate Auto has pulled a Disneyland. Let me explain.
At Disneyland, if a sign for a ride says the wait is 45 minutes, it’s actually less than that. The idea is to set expectations low and then exceed them. Slate originally said its electric truck’s entry-level battery would have 180 miles (290 km) of range, but that has expanded to 205 miles (330 km). The tow rating was originally 1,000 lbs (454 kg); now it’s 2,000 lbs (907 kg), a nice jump. Finally, the load rating was 1,400 lbs (635 kg), and it’s now 1,550 lbs (703 kg).
The automotive startup has exceeded expectations. Was it part of the plan all along? Was leaking the price of the base model of $24,950 last week guerrilla marketing? Since the truck’s unveiling a year ago, Slate’s marketing has been extremely tongue-in-cheek.
At the Slate launch event in Gardena, California, new CEO Peter Faricy told the assembled press that “Slate is so much more than an affordable truck.”
Unfortunately, Slate wouldn’t let me drive the truck, so I rode shotgun. What I gathered from the passenger seat is that while the Slate has built an inexpensive vehicle, it doesn’t feel cheap. The acceleration curve was smooth as the driver stomped the accelerator while turning right at an intersection. It’s not a speedy ride; the zero-to-60 is a mild eight seconds. The top speed is 90 mph (145 km/h). Not that you’d want to go faster in the little truck. The single motor outputs 181 horsepower (135 kW) and 195 lb-ft (264 Nm) of torque to the rear wheels.
I was impressed with the pre-production vehicle’s handling of the bumps in the road and cornering. There’s an expectation that a car not quite ready for prime-time will have squeaks and some hiccups during test drives. None of that appeared during my trip around the block. I did learn that the vehicle has one-pedal-driving regenerative braking. Fans of the feature on other EVs will be happy.
That said, that’s the only level of regen. I also learned that traction control can be turned off, so if you’re a maniac who loves to melt tires while drifting, you could probably pull that off with the Slate.
Another surprise: The seats were very comfortable. While my time in the vehicle was extremely short, I came away impressed.
Charging is where things can get iffy if you’re planning a long road trip. At a DC-fast charger, the NACS-enabled vehicle tops out at 120 kW. Slate says the battery can charge from 20 to 80 percent in about 30 minutes. Sure, that’s possible, but expect to wait longer than you would with most other current EVs.
If you’re driving around town, you’ll be fine. The other low-cost EV on the market, the Chevy Bolt, only supports DC fast-charging up to 150 kW. The Bolt starts at $27,600 ($28,995 including destination). The vehicle also ships with an EPA-estimated 262 miles (422 km) of range.
AC charging is a respectable 11 kW. This charge rate should be of interest to fleet managers looking for a small electric pickup for deliveries and other uses. Slate notes that level 2 AC charging from 20 to 100 percent will take four hours. Over the course of a day with shift changes and overnight charging, a Slate truck could be work-ready without needing a DC fast-charge.
Slate’s president of vehicles, Chris Barman, told Ars that the company is already in discussions with fleet managers. These companies typically want a few vehicles to test before making a purchase decision, and Slate is working with them to make that happen. Barman wouldn’t share any names, though.
The vehicle rides on McPherson struts up front and a De Dion axle with coil springs in the rear. The default ground clearance is 7.8 inches (198 mm), or 7.6 inches (193 mm) with the SUV package installed. Slate does offer a lift kit that increases the clearance, though the exact increase is unclear at the moment. A completely tricked-out Slate SUV with a lift kit and appropriate tires will cost about $35,000.
The truck starts at $24,950. The Slate outfitted as an SUV (Squareback) will start at $29,95, bringing the price for the SUV kit to roughly $5,000. Adding the SUV package does reduce the payload capacity, dropping it from 1,550 lbs to 1,263 lbs (573 kg). That means the SUV package weighs 287 lbs (130 kg), which is a good indication that if you buy it after taking delivery of the Slate, the shipping will be pricey, and you’ll need to call a friend to help install it. The vehicle’s towing capacity drops from 2,000 lbs to 1,824 lbs (827 kg).
Again, you can add that at purchase or buy the kit later. That’s one of the Slate selling points. The modular nature of the vehicle gives owners options to add features to their vehicle long after they’ve taken delivery. Unfortunately, Slate hasn’t yet shared the delivery cost of its vehicle. We were told that, like the rest of its offerings, it will likely be less than what others are charging.
Although we reported that the truck lacked a modem, Slate will sell you one for $275 to allow a connection to your smartphone. It comes with a one-year subscription, and you’re on the hook for monthly fees after that.
Slate says that 80 percent of the over 200 items available in its marketplace will be under $500. That includes roof racks, stereos, and vehicle wraps. Wraps are also under $500 unless you want something custom, then the price jumps to $1,299. Slate says adding a wrap requires two people and takes 12 to 16 hours; if you have professionals do it, you’ll have to ask them about labor costs. All items in the marketplace are accompanied by DIY difficulty designators—beginner, moderate, and advanced—so owners know what they’re in for if they opt to add the item themselves.
Here’s the Blank Slate in all its gray glory. Roberto Baldwin A look at the bed. Roberto Baldwin A look at the bed. Roberto Baldwin The frunk is large enough for a couple of carryons. Roberto Baldwin The frunk is large enough for a couple of carryons. Roberto Baldwin A look at the bed. Roberto Baldwin The frunk is large enough for a couple of carryons. Roberto Baldwin How that and other maintenance and repairs are done is either via DIY with access to Slate U (a series of videos and guides on how to work on your vehicle) or by a network of over 3,000 RepairPal shops, including 100 service centers that can do work on the high-voltage system—something you should definitely leave to the professionals.
If you do end up with a battery issue, Slate has a 10-year/110,000-mile powertrain and battery warranty.
The Slate’s main selling point, beyond its low price, is how the company managed to achieve it. There’s no screen (beyond the dash cluster), no advanced driver assistance, and no modem. Slate has noted that these items increase the cost of vehicles, and there is a market of drivers who don’t want or need them.
A companion app will be available for updates, service, and other vehicle-related items. Slate recently said it would not sell any collected data to third parties and that the vehicle doesn’t need the app to run. In the vehicle, the regular connection is via a cable for the companion app; the telematics module is primarily for fleet customers, Slate told Ars.
In the base vehicle, features like a stereo or speakers are optional extras. Slate will sell those components itself, or owners looking for a personal touch can add their own. The audio system would likely require custom brackets, which could be purchased from a third party or 3D-printed (Slate says it will embrace the 3D-printing and modding community).
Weirdly, the power window option disappeared from the Marketplace, and when asked about it, a Slate spokesperson told Ars that for now, the company is sticking with crank windows. When pressed about whether the power windows would show up later, the representative was noncommittal. So get used to using your arm muscles to enjoy fresh air.
Will the Slate live up to the Internet’s desire for a low-cost, bare-bones pickup? Slate announced in April 2026 that 160,000 individuals had placed a $50 refundable deposit for a Slate. This week, that number was updated to 180,000. Now those individuals will have to make a decision. Will they add an additional $250 to that deposit, making it non-refundable? Those who have not already placed a deposit will have to pony up $300 for a non-refundable deposit.
Those who have already put down a $50 deposit have until July 24, 2026, to lock in their delivery window. After that, the delivery time will be later.
There are two potential scenarios here. In the first, the Slate truck is at least a modest hit. Those who made the initial deposit will have their vehicles delivered first, starting in the fourth quarter of 2026. Some will likely have to wait months or even a year to take delivery of their pickup (or SUV). Some might peel off and opt for the small electric Ford pickup. But overall, the company will be in good shape as the vehicles enter the market, and it will have enough orders to justify its existence.
The second scenario is that, as with manual transmissions and station wagons, the Internet loves these features in theory, but people will ultimately opt for the more traditional (and boring) automatic transmissions and SUVs offered up by automakers. We’re not sure what amount of vehicle orders Slate needs to reach to stay the course. Should the company stumble, it might not even make it into 2027.
Right now, Slate’s annual production capacity is 150,000. According to the CEO, as of 9 am PT, over 10,000 preorders have already been placed.
When the Ford Maverick hit the market, it filled a void that automakers had ignored for years. Unfortunately, the price increased by 40 percent over time. There is a market for a small, affordable electric pickup; Ford’s upcoming electric pickup is proof of that. But even with the updated specs, will drivers give Slate a chance to deliver that vehicle?
We’ve been in a world where a vehicle evolves in the driveway via software through over-the-air updates. We’re now entering a world where a vehicle will evolve in the driveway via hardware updates.
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