Is America ready for this quirky Jeep-looking EV that can park itself?

In terms of the hardware, Chip runs on in-wheel motors and a 15 kWh lithium iron phosphate battery that can recharge overnight on a standard 110-volt household outlet, or in 4 hours using a Level 2/240-volt charger via a NACS charge port — though on its website, the company notes that charge times are “illustrative,” pending final specs. The LFP provides an estimated 100 miles of range, but that’s just an estimate as well. Chip comes in four- and six-seat configurations, with the former starting at $15,000 and the latter at $18,000. You can reserve one today for $250, and the company says it will start deliveries in 2027.

Microcars may be a dead end in the US, but sales of golf carts have been growing steadily since the pandemic , said Chip Motors CEO Jameson Detweiler. But Chip is more than just a gussied up golf cart. He says the tiny EV is designed to capture the feeling of freedom associated with scooters and bicycles while removing much of the “mental overhead” that comes with owning a traditional automobile.

“It’s not small, —it’s light,” Detweiler said. “And it’s designed to be, like, hyper functional. And then also, like, it’s cool!”

A serial entrepreneur, Detweiler sold his camera tech company to one of the largest e-scooter operators in Europe in 2022 before fully pivoting to Chip, which he says he’s been working on for nearly 15 years. The idea was born from conversations he had while living in a hacker house in San Francisco around trends shaping cities and transportation. From there, Detweiler said he developed a belief that using large, heavy, expensive vehicles for short local trips is inherently inefficient. And as autonomous technology develops, he argued, transportation systems will become more efficient by matching the vehicle to the task.

The pandemic allowed golf carts to “escape the golf communities,” he said, noting that the biggest driver in sales are young families in warm weather markets who are using them as second vehicles for short trips. This sparked Detweiler’s curiosity: Where were the compelling electric versions?

Of course, small cars exist. There’s your Nissan Versas, your Mini Coopers, and your Honda Fits — all of which can be driven on surface roads and highways, aren’t speed limited, and typically sell for around the same price that Chip is selling its EV. Detweiler argues that many compact European-style vehicles aren’t built for the American market because they’re not designed to coexist safely with large pickup trucks and SUVs. Chip, by contrast, is engineered specifically for US conditions.

Beyond that, Chip is designed to have emotional appeal. Detweiler said he wants the vehicle to be unique and expressive rather than just affordable. But the lower cost of ownership, from zero dollars spent on gas to lower insurance premiums, could make Chip a better choice for a variety of consumers.

And then there’s the self-driving aspect — or, to start, a remote driving feature called “Chip Go!” The pitch is that owners will be able to summon their Chip EVs with the tap of an app, or even a vocal command. Likewise, they can tell it to park itself or send it out to run errands without anyone behind the wheel.

Detweiler’s philosophy is that driving can be enjoyable, but parking almost never is. Speaking from his own experience living in Miami with two young children, he says the worst part of any outing is navigating parking garages, unloading children and strollers, and making multiple trips between the car and destination. Chip will eventually get to Level 4 autonomy, he predicts, but for now will require remote operators to power these features.

In terms of latency concerns, Detweiler explained that the cellular networks are already well-versed at mitigating latency spikes by intelligently managing their connections. Also because Chip’s vehicles travel below 25 mph on neighborhood streets, teleoperation becomes substantially easier than managing high-speed highway driving, he argued. But he declined to provide more specifics about the teleoperation system, noting that the company intends to continue developing it over time. That said, Chip intends to take legal responsibility for its vehicles while they’re being remotely operated.

“I believe that we are going to be the first mass market American robot.”

Chip’s launch video portrays a whimsical scenario in which the EV responds to conversational commands and makes funny quips. Detweiler said that wasn’t Hollywood magic, describing a system in which Chip participates in the family’s group chat, connects to calendars, monitors traffic conditions, and proactively reminds owners when they should leave earlier than planned.

“I believe that we are going to be the first mass market American robot,” he said. “It’s just not gonna be on two legs in the kitchen chopping tomatoes, which is a little bit terrifying to me. It’s gonna be out there rolling around in a form factor that we’re all used to.”

But the question remains: Is America ready for a microcar revolution? Detweiler thinks so, pointing to the company’s own research into imports and sales that he says shows the segment has grown roughly 15 percent annually since 2021. Still, Chip has broader ambitions, looking into more weatherproofed vehicles for colder climates and more highway-capable versions.

Unlike many modern EVs, getting to 60 mph might take “a few minutes,” Detweiler joked — he later clarified it was possible in just 8 seconds — but this future vehicle will be highly capable in autonomy and everyday usability. Today, it might be the ideal second car. But with Waymo and other robotaxis possibly changing transportation patterns in the future, it may end up being the only car you’ll ever need to own.