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Rivian’s R1T electric pickup, the rig expected to hitch up an $80 billion IPO, is 217 inches long. That makes it almost 15 inches shorter than Ford Motor Co.’s world-beating F-150 and almost 7 inches longer than Ford’s midsized pickup, the Ranger.

Nuro Inc., which has unmanned delivery pods scurrying around Southwestern streets, said that it will build a $40 million facility to assemble and test a new generation of autonomous vehicles in Nevada.

While venture capitalists salivate over sentient transport trucks and robot SUVs that can safely navigate a Boston blizzard, some of the smartest self-driving engineers are making progress flipping chicken sandwiches.

In the nascent electric pickup wars, Detroit won’t need tents.

Gatik, a Silicon Valley-based self-driving startup, has begun hauling cargo for Loblaws Inc., Canada’s largest grocer.

With little more than sketches and not fully baked prototypes, a crowd of electric vehicle startups have rounded up billions from investors. Can that fundraising engine drive a hydrogen-powered car?

The electric vehicle industry has quietly hit one of its biggest milestones to date, as the number of public charging plugs around the world ticks above the 1 million mark.

As COVID-19 crunches car sales globally, a backlog of orders has helped electric vehicles maintain momentum in much of the world — better than gas-powered cars and trucks.

Americans bought 524,000 small, starter pickup trucks last year — about 1,400 a day — but not one of them had removable doors. In a few weeks, that small but noteworthy gap in the market will be filled by the Jeep Gladiator, a new rig that represents Fiat-Chrysler’s initial bid to re-enter one of the industry’s hottest segments.

As things stand today, the driverless car of the future can’t handle more than a dusting of snow.