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What gives, Ford?

Here’s the good news: An automaker is finally — finally! — making a smallish plug-in hybrid pickup truck. Ford has heard our pleas and is planning to sell a plug-in version of its midsize Ranger pickup next year. The truck should get at least 27 miles of all-electric range and it will start getting delivered in 2025.
The new Ranger will even come with Ford’s “Pro Power Onboard” feature, which will let owners plug in their electric tools or minifridges directly into outlets in the truck bed.
And here’s the bad news: Americans can’t get it. The Ranger PHEV will be sold only in Europe, Australia, and New Zealand.
That means Americans will have to wait at least another year — until 2026 — for a smaller electric pickup truck to hit the domestic market. That’s when the Rivian R2T, which the company’s CEO, R.J. Scavinge, says will be smaller and more affordable than the company’s current ginormo-offerings, is due to debut.
That the plug-in Ranger isn’t coming to the American market shouldn’t be too much of a surprise, although it remains a disappointment. The pickup trucks on sale in America are generally larger and longer than those sold elsewhere in the world. That’s partially due to the so-called Chicken tax, a decades-old 25% tariff on light trucks that effectively prevents automakers from importing smaller new trucks made abroad. But it’s also that larger vehicles are more profitable for automakers.
These two factors have conspired to — as Dion Lefler, a Kansas newspaper editor put it earlier this year — give the world’s terrorists and guerrilla fighters access to smaller trucks than many Americans have.
“Many’s the time I’ve turned on the nightly news and seen Taliban or ISIS militants tooling around in mini-trucks, mostly Toyotas, with machine guns bolted to the bed ‘Rat Patrol’ style,” Lefler wrote in April. “Every time I see that, I say to myself … ‘There, that’s the truck I want’ — minus the machine gun.”
The disappearance of small trucks has mirrored a general expansion of new cars sold in the United States. Even the modern-day Ranger is nearly two feet longer than the old pick-up-and-go mini-truck version, which Ford discontinued more than a decade ago.
In automakers’ defense, Americans have a better electric pickup selection than the rest of the world — it’s just that none of the options are particularly small. The F-150 Lightning, an all-electric version of Ford’s full-size pickup, is sold exclusively in North America; Americans can also buy the F-150 as a conventional hybrid. The Ford Maverick, which is smaller than the Ranger, also comes as a conventional hybrid — but it doesn’t plug in. Ford has recently increased production of the hybrid Maverick in order to meet demand, according to Mike Levine, a spokesman for the company.
The Rivian R1T and Hummer EV are also fully electric pickup options for Americans, as is the allegedly forthcoming Tesla Cybertruck. But they will be full-size trucks, just like the Chevrolet Silverado EV, GMC Sierra EV, and Ram 1500 REV, which are also due out in the next two years. Beyond that, a few EV makers have promised that their own compact vehicles are on the way. By far the most interesting of these vaporwhips is the Canoo Pickup, which might go on sale next year. Maybe. Here’s hoping the selection improves soon.
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The long-awaited R2 will make its debut this spring.
The most important EV of 2026 has almost arrived. Rivian just announced the full lineup and details on the R2, the two-row, five-seat SUV that will make the American EV startup’s vehicles affordable for many more drivers. As promised, Rivian will begin deliveries this spring — but only on the top-end model. If you want to buy an R2 for less than $50,000, you’re going to be left waiting until the end of next year.
The R2’s arrival is truly a make-or-break moment for Rivian. The brand wowed the world with its electric pickup prototype in 2018; the SUV version, R1S, sold prestige EVs to plenty of well-heeled buyers who weren’t looking for a truck. The company now sits where Tesla sat in the late 2010s, just before the Model 3 and Model Y arrived — having lived through years of economic uncertainty, now hoping its mass-market offerings can elevate it from niche brand to large-scale car company. R2’s success would accomplish that and pave the way for the even more affordable R3 that is supposed to get Rivian into the $30,000s.
There’s every reason to think R2 will take them there. At the dollars-and-cents level, the vehicle is basically on par with its most obvious competitor in two-row EV crossovers, the Model Y, which also costs about $58,000 in its most powerful form. The Tesla is a little cheaper at the low end, with a basic version starting around $40,000.
Then again, the Model Y, while it has been recently refreshed, is a vehicle that’s been on the market for half a decade and isn’t as exciting as it used to be. Plus, Rivian doesn’t have the political baggage of being owned by Elon Musk. Other competitors that could undercut the R2 in price — like the Ford Mustang Mach-E, Chevy Equinox or Blazer EV, and Hyundai Ioniq 5 — are quality vehicles that don’t feel quite as capable, exciting, or fresh.
First out of the gate will be the R2 Performance, a souped-up edition that will come in a limited Launch Edition this spring. The Performance variant starts around $58,000, but with electric muscle to match the high sticker price: dual motors, 656 horsepower, 0 to 60 in just 3.6 seconds, and enough battery to reach a Rivian-estimated 328 miles of range. (The brand says it’s still awaiting its official EPA estimates.)
Later this year, Rivian says, it will deliver the R2 Premium at around $54,000. The power here steps down to a still-ample 450 horsepower, which lets the SUV zoom from 0 to 60 in 4.6 seconds, and the model includes your expected array of cabin refinements and aesthetic details not available on the less expensive models to come.
Those less expensive models won’t arrive until the first half of 2027 with the R2 Standard, the first Rivian with a starting price in the $40,000s. The rollout of the Standard will start with the 350-horsepower, rear wheel-drive long range version, which, at $48,490, promises to get upwards of 340 miles.
Not until late 2027 should we expect the true entry-level Rivian, the rear wheel-drive, $45,000 R2 with a standard range of about 275 miles. All the R2s come with 88 kilowatt-hours of usable battery capacity, save for the cheapest model, which does not yet have an official figure. And like most new EVs now, R2 comes with the NACS port so it can charge at compatible Tesla Superchargers.
At first glance, R2 feels perfectly on-brand for a Rivian — not just because of the signature stance and headlights, but also because of the adventure-ready list of features. The SUV has 9.6 inches of ground clearance for going off-road, a frunk (that’s front trunk, for those not familiar) with plenty of space, rear seats that fold flat to create a cargo floor for gear, and a rear windshield that powers down to allow a surfboard or skis to stick out the back — or just to let the occupants enjoy the breeze.
The most striking thing about the R2, particularly if you’ve driven Rivian’s titanic R1S SUV, may be its size. R1S is a wide, tall, three-row SUV — and it feels like one when you try to park it. Because R2 is a scaled-down version of its older sibling, it’s difficult to gauge its true size from still pictures. According to Rivian’s specifications, though, R2 is more than a foot smaller in overall length, nearly a foot shorter in height, and 7 inches narrower. That’s some major shrinkage that should make R2 easier to maneuver while leaving plenty of space for five occupants.
That’s more of a nice-to-have, though. One of the R2’s main selling points will be autonomy. Rivian hasn’t been a major player in artificial intelligence or self-driving technology up to this point. But the R2 is the linchpin of its ability to compete in a market segment that will dominate the next decade of automotive development. The company said at an autonomy event in December that it would expand the availability of its hands-free driving system from around 100,000 miles of American roads to nearly 3.5 million in time for the R2 launch. Rivian’s Autonomy+ package — included for a limited time on the launch edition and available on all R2s for $49.99 per month or a one-time fee of $2,500 — includes this feature, as well as the company’s AI assistant to respond to all your natural language in-cabin requests.
The biggest hurdle for R2 probably isn’t the market, but rather the harsh realities of building a new car. Rivian wants to build and deliver more than 20,000 R2s this calendar year, an ambitious rollout matched only by what Tesla accomplished with the Model Y’s ramp up. In January, the Illinois factory that will make the R2 produced proof-of-concept “validation builds,” which test the facilities and processes that will build the car at scale. Second and third shifts of workers are starting there to make sure Rivian can crank out the R2.
It can be done, certainly, and Rivian has spent years and billions of dollars building up to this moment. That might help Rivian avoid the “production hell” that Tesla endured. Though the billions of investment dollars Rivian and reaped through its deal with Volkswagen should give it enough runway for the R2 to take off, nothing in auto manufacturing ever goes perfectly.
Researchers at the hyperscaler say they can predict flash floods with a new Gemini-produced dataset.
Flash floods, when stormwater pools and rises rapidly in an area within just a few hours of a storm's onset, are one of the more dangerous hazards of a warming planet prone to heavier rainfall. They are also notoriously difficult to predict. But research out of Google on Thursday shows how artificial intelligence could unlock better forecasts and help communities prepare.
Google researchers used Gemini, the tech giant’s signature AI agent, to process millions of news articles from around the world about past floods and extract data on when and where the deluges occurred. After assembling this vast new dataset — the largest of its kind to date — they used it to train a flood prediction model that uses local, hourly meteorological data to produce 24-hour forecasts for urban flash floods in more than 150 countries.
The dataset, which Google has named Groundsource, is free for anyone to download and use, and the forecasts are now live on Google’s Flood Hub, an online portal that also predicts river-related flood events. The tool is somewhat crude — it simply indicates whether there is a medium or high likelihood of a flash flood occurring in the next 24 hours in a given area. It only covers urban areas, and it doesn’t tell you how severe the flood could be. The resolution is also pretty coarse, indicating risks at the scale of a city rather than a street or neighborhood.
Still, the researchers said the forecasts would be useful for alerting authorities to potential risks.
“People have been very interested, even at that level of granularity,” Gila Loike, a product manager at Google Research, told reporters in a press conference this week.
According to Google, a regional disaster authority in Southern Africa caught a flash flood alert while the tool was still in beta, confirmed the flood on the ground, and then deployed a humanitarian worker to oversee the response. “We’re still in the early days of seeing the impact of Groundsource, but that chain of events from a prediction in Flood Hub to boots on the ground is exactly what Flood Hub was built for,” Juliet Rothenberg, the product director for Google’s crisis resilience work, said.
One of the key reasons it’s so hard to predict flash floods is the lack of historical data. We have decent flood models for “riverine” flooding, when rivers overflow, because of physical gauges in rivers around the world that have collected water levels for decades, but there’s no equivalent for city streets.
News articles present a largely untapped source to fill this gap. The challenge is that the key bits of information, such as where and when the flood occurred, are buried in narrative texts and expressed in wildly inconsistent formats. It would take human experts untold hours and resources to wade through each one and record the data in a standardized manner. An AI agent such as Gemini, however, can do it much faster.
Google’s research team started out by crawling the web for news articles describing flood events going back to the year 2000, gathering an initial pool of more than 9 million stories from around the world. After getting rid of ads and menus and the like and translating the articles that were in other languages to English, they fed them to Gemini.
“You are a meticulous flood event analyst,” the researchers told the AI agent. The rest of the elaborate prompt is included in a non-peer-reviewed preprint paper detailing the group’s methods for producing the dataset. In essence, they goaded Gemini to take a sentence such as “Main Street flooded on Tuesday,” and interpret where, exactly, this Main Street was located, and which Tuesday the article was referring to.
The resulting dataset contains 2.6 million historical flood events across more than 150 countries. As a comparison, the next largest public dataset, the National Oceanic and Atmospheric Administration’s Storm Events database, contains about 2 million storm events from 1950 to the present, only about 230,000 of which are flood events. The biggest global dataset, the United Nations Office for Disaster Risk Reduction’s DesInventar system, contains 500,000 events, only a fraction of which are records of floods. It’s also restricted to participating nations and inconsistently updated.
“Oftentimes, the first question our researchers will ask when we talk about going into a new domain within crisis resilience is, what data do you have? How many data entries do you have?” Rothenberg said. “That’s what really unlocks the ability to make breakthroughs here.”
Humberto Vergara, an assistant professor of civil and environmental engineering at the University of Iowa who studies flash floods, agreed that the lack of flood observation data has been a significant obstacle for the field. He told me the Groundsource dataset will “definitely be of great interest” and that there is “definitely great need for things like this.” Using news reports to fill out the global picture of flooding is something researchers have been thinking about doing for a while, he added.
While Vergara was cautiously optimistic the data would be useful, he was quick to note that it would take additional efforts to validate. His lab is working on its own dataset based on satellite estimates of rainfall that could be used to prove out Google’s records, he said.
The Google team already made some efforts to validate Groundsource, cross-checking it with manual annotations of the news reports as well as with other existing databases. It found that about 82% of the events were labeled with the correct location and timeframe. “From a research perspective, using an 82% accurate dataset is actually acceptable,” Loike said. “A well-trained model can smooth out the inconsistencies and thereby learn the dominant patterns while ignoring the 18% of labeling errors.”
They also validated the Flood Hub predictions by comparing its U.S. outputs to flood and flash flood warnings produced by the National Weather Service. “Achieving performance metrics comparable to such a sophisticated, instrumentation-rich framework demonstrates how AI can bridge the warning gap in underserved regions that lack equivalent infrastructure,” the researchers wrote in a second non-peer-reviewed preprint describing the model development.
Part of the reason Vergara was cautious in praising the effort is that predicting flash floods is challenging for reasons beyond the lack of historical data. “Most of the driving force is rainfall,” he said. “Everybody in the community knows that predicting rainfall is extremely difficult. The best models out there cannot predict rainfall with the accuracy that is needed for flash floods with more than one or two hours of lead time.”
The utility of Google’s Flood Hub depends on who will be consuming the information, he said. It’s probably not high-resolution enough to be useful for emergency responders, but there might be agencies at the city or regional level that can use it as a situational awareness tool.
Rothenberg, of Google, is optimistic that this same method can produce useful predictions for other kinds of extreme events.
“Applying this methodology to flash flood reports is just the beginning,” Juliet Rothenberg, the product director for Google’s crisis resilience work, told reporters at the press conference. “We think there’s an immense opportunity in thinking about how we could use publicly available information to help predict heat waves or landslides, for example — other events that are hard to predict because the data hasn’t been centralized or it doesn’t exist.”
Current conditions: A tornado that formed amid the storms pummeling the Midwest touched down in northwest Indiana and killed two • The Philippines’ Mount Kanlaon erupted 150 meters into the air in at least the fourth eruption on the archipelago this month • The swarm of earthquakes that started rattling northern Louisiana last week is continuing.
Oil prices surged 8% as Iran refused to start ceasefire talks with the United States and vowed to drive oil prices up by more than 100%. In a statement, Ebrahim Zolfaqari, a spokesperson for Iran’s Khatam al-Anbiya military command headquarters, said the world should “get ready for oil to be $200 a barrel” as “we will never allow even a liter of oil to pass through the Strait of Hormuz for the benefit of the United States, the Zionist regime, or their partners.” Living up to its threat, Iranian missiles struck three ships Wednesday attempting to cross the narrow channel in the Persian Gulf through which about one-fifth of the world’s hydrocarbons typically flow. The U.S. military, after vowing to safely shepherd ships via the waterway, turned down requests yesterday for an escort, The Wall Street Journal reported. During a televised appearance Wednesday with Fox News’ Laura Ingraham, Secretary of Energy Chris Wright said the Strait would reopen “hopefully in the next few weeks.” Later that evening, during an interview that aired on CNN, President Donald Trump said the strait was in “great shape,” promising, “We’re going to look very strongly at the strait.”

In the meantime, the International Energy Agency agreed to release more than 400 million barrels of oil from the world’s strategic reserve, by far the largest disbursement in history. Wright’s Department of Energy, too, will release 172 million barrels onto the market to keep prices down. The U.S. just refilled the Strategic Petroleum Reserve, which the Biden administration tapped to battle surging inflation a few years ago. In fact, U.S. crude exports fell last year for the first time since 2021, in large part due to efforts to redirect flows to the national stockpile, according to analysis the Energy Information Administration just released. All that stored oil will only cover about a month of global demand, Heatmap’s Matthew Zeitlin wrote yesterday, succinctly summarizing the stakes like this: “This oil supply shock is very, very bad.”
Big money is pouring into the U.S. congressional race to replace former Representative Marjorie Taylor Greene in her conservative district in northwest Georgia. The first big spend came from Leading the Future, a super PAC backed by artificial intelligence companies that raised more than $125 million last year. According to Atlanta Journal-Constitution reporter Greg Bluestein, the group is spending $500,000 to back Republican Clay Fuller, Trump’s favored candidate, ahead of next month’s special runoff election. Taylor Greene, a right-wing populist who resigned from office following a public fallout with the president, emerged as a fierce critic of the AI industry’s data center buildout. Georgia led the nationwide push to ban data centers, with a state lawmaker introducing what The Guardian called one of the country’s first bills to put a moratorium on the buildout.
With copper prices at a record high, shifting political winds in major mining countries matter more than ever. All eyes, as I told you last month, are now on one of South America’s richest countries. On Wednesday, Chile inaugurated José Antonio Kast as its new president, replacing the copper- and lithium-rich nation’s most left-wing leader in half a century with its farthest-right head of state since the fall of former dictator Augusto Pinochet. The sea change comes just a month after Chile became the latest country to sign onto an 11-nation minerals accord with Washington, according to Buenos Aires Times. One of the first moves Kast is expected to make is placing mining under the country’s economic development ministry, and appointing Daniel Mas — an agribusiness executive with no background in mining — to be in charge. “Supporters of the model argue that tighter alignment between mining and economic policy could improve coordination on investment and competitiveness,” reporter Agustín de Vicente wrote in the Valparaíso-based mining trade publication Reporte Minero. “Critics, however, warn that mining’s technical complexity, long project cycles and strategic importance require dedicated expertise and institutional focus.” The next big priority will be permitting reform for the mining industry. The prospects for the green hydrogen industry are less clear. Under leftist President Gabriel Boric, the government last year approved a $423 million green hydrogen project, part of a burgeoning industry in the country. The Boric administration unveiled a finalized national strategy for green hydrogen just a week before the inauguration. Whether Kast holds to that plan remains to be seen, but it’s more likely he’ll overhaul the policy.
On the opposite side of the global copper supply chain, Mongolia is demanding earlier payments and a larger share of the sweeping Oyu Tolgoi copper mine the country co-owns with Rio Tinto. The government of President Ukhnaagiin Khürelsükh, which owns a 34% stake through the state-owned Erdenes Mongol LLC, said it considers the current agreement unfair and wants dividend payments on a faster schedule in addition to a 60% share of returns. “These discussions reflect our continued commitment to working together to achieve Oyu Tolgoi’s full potential for the benefit of all partners,” Rio Tinto told Mining.com.
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Dajin Heavy Industry, a Chinese manufacturer of offshore wind foundations, has begun promoting its plans to go public on the Hong Kong Stock Exchange, offshoreWIND.biz reported. The privately-owned Beijing-based company has so far self-funded its expansion, including a new assembly plant in Tangshan, the development of a fleet of deck carriers for transporting turbine components, and direct investments into wind and solar projects across China. It’s a sign of how much China’s wind industry is growing. As I reported in Monday’s newsletter, global wind installations hit a record high last year as Chinese companies surged into dominance, seizing eight of the top 10 manufacturer slots. Last October, Matthew wrote that a Chinese company’s new factory in Scotland augured the eventual takeover of one of Europe’s few strong domestic energy industries.
The Canadian mining startup Myriad Uranium has announced plans to double the size of its Copper Mountain Uranium Project in Wyoming, increasing the total holdings from about 9,439 acres to 18,351 acres. The expansion, the company said, came after a recent “high-resolution radiometric and magnetic survey” revealed that the deposit likely stretches east of where the existing project has already explored. “Confidence is increasing that we now have one of the largest uranium projects in the United States,” Myriad CEO Thomas Lamb said in a statement. “As uranium prices rise, a progressively larger share of our endowment will transition into economic viability, offering strong leverage to the steadily increasing price of uranium.”
If I were a cornier writer, I would earnestly try to come up with a Sonic pun. University of Oxford researchers found that ultrasound-repellers could save hedgehogs from cars. A study published Wednesday in Biology Letters demonstrates for the first time that hedgehogs can hear high-frequency ultrasound, highlighting the possibility that repellers could deter the mammals from scurrying into roads where they’re frequently killed by cars. “Having discovered that hedgehogs can hear in ultrasound, the next stage will be to find collaborators within the car industry to fund and design sound repellents for cars,” Sophie Lund Rasmussen, the assistant professor who served as lead researcher on the paper, said in a press release. “If our future research shows that it proves possible to design an effective device to keep hedgehogs away from cars, this could have a significant impact in reducing the threat of road traffic to the declining European hedgehog.”