The list being outdated before the ink dried is actually the most accurate thing about the current EV landscape. What I find more revealing than the cancellations themselves is the pattern of which programs are getting cut versus which ones are being preserved. The programs surviving are the ones with a clear path to a transaction price under $45,000, confirmed customer demand in the segment, and manufacturing architectures that do not require a separate dedicated platform. The ones getting scrapped are almost universally programs that needed a new platform, targeted a price point above where demand actually is, and were justified by regulatory compliance math rather than genuine retail demand. Honda's situation is an extreme version of something most OEMs are working through quietly right now without press releases.

Worth separating two things the OP is combining. Honda scrapping their EV product roadmap is real and significant. But what Honda actually did is more specific than the headline. They cancelled the joint development programs with GM on affordable EV platforms and wrote down the Prologue inventory losses. They did not exit EVs entirely. The e:Ny1 is still in markets outside North America and the CR-V PHEV continues. What Honda did is acknowledge that the affordable mass market BEV timeline they committed to publicly was not achievable on the capital they had after the GM programs underperformed. That is meaningfully different from deciding EVs are not the future. The brands that are genuinely exiting EVs are the ones whose cancellations include shuttering dedicated EV engineering teams. That is a different conversation than a product calendar revision.

Reliable plugs are what’s truly missing from the debate. I don't care which badges are on the road if the power grid isn't ready for them. We need functional high-speed stations in rural zones before I'll consider ditching my gas-powered truck.

I'm mainly watching the insurance premiums and repair costs. It doesn't matter how many models are available if a minor fender bender totals the car because of battery placement. Until the long-term ownership costs stabilize and become predictable, these lists are just window shopping for me.

The pricing data may tell us more about EV demand than the model-count headlines. Average EV transaction prices fell to about $54,800 in August, down year over year, while incentives reached roughly 12% of purchase price—almost twice the overall industry incentive rate. That suggests manufacturers are already using price aggressively to create demand. The question is whether lower prices and larger incentives eventually produce sustainable retail adoption, or whether the segment remains dependent on unusually heavy factory support. What incentive level would convince you EV demand is truly self-sustaining?