The Karma Revero was a four-door luxury car whose history spanned two automotive companies, several powertrain revisions and multiple appearances under the same name. Introduced in 2016 as the first production model from Karma Automotive, a business established after the acquisition of assets from the bankrupt Fisker Automotive, it retained the distinctive silhouette of the Fisker Karma. Manufacturing arrangements changed, however, and the engineering was progressively developed. The final Revero was built in December 2025.
From the beginning, it was an unusual car. Its low roof, long wheelbase, pronounced wheel arches and four individual seats gave it the appearance of a sporting luxury saloon. Yet the rear wheels were driven by electric motors, while a petrol engine supplied energy through a generator. On shorter journeys the car could be used much like an electric vehicle. Once the battery's available energy had been depleted, the driver could continue without having to find a charging station.
The Revero name covers several stages of development. The original model retained a four-cylinder petrol engine and much of the Fisker's technology. The Revero GT, unveiled in 2019, introduced a new three-cylinder BMW engine driving the generator, more powerful traction motors and a larger battery. A closely related car appeared as the Karma GS-6 in 2021. In late 2024, the Revero name returned on a model described by its manufacturer as a third generation. Its story is principally one of repeatedly reworking a distinctive automotive concept rather than creating three entirely separate cars.
Fisker Karma: where the story began
The Revero's roots lie with Fisker Automotive, founded in 2007 by Henrik Fisker and his associates. Fisker was already a well-known car designer, with earlier connections to BMW and Aston Martin. He wanted to offer customers a striking luxury car that did not need to run its petrol engine continuously during everyday driving.
The Fisker Karma prototype, unveiled in 2008, attracted attention for an approach that was far from an obvious choice for an expensive, sporting four-door car at the time. Instead of a conventional combustion-engine drivetrain, it used electric propulsion, a battery rechargeable from an external source and a petrol-powered generator. The result occupied territory between an all-electric car and a conventional plug-in hybrid.
The production Fisker Karma reached customers in 2011 as a 2012-model-year vehicle. It was assembled in Finland by Valmet Automotive. An American marque, a Danish-American designer and a European factory made for an international project whose cost and complexity proved difficult to sustain. Its design drew attention, but the new car had shortcomings in practicality, refinement and reliability. Fisker Automotive also faced problems with battery supplies and financing.
Fisker Automotive filed for bankruptcy in 2013. For a car with such a recognisable shape, though, this was not the usual end of the model's history. In 2014, the Chinese Wanxiang Group acquired the principal assets of Fisker Automotive. The transaction closed in March and was valued at approximately US$150 million. The buyer obtained more than a badge: it acquired rights, facilities and technology that provided a basis for attempting to restart production.
The new company took the name Karma Automotive. It established its headquarters in Irvine, California, and selected Moreno Valley as the assembly location. The change had practical consequences. The successor to the Fisker Karma would no longer be built under contract by Valmet in Finland. Manufacturing, quality control and technical development became the responsibility of a new organisation, which nevertheless had to rebuild supply arrangements, documentation and industrial processes before production could resume.
The distinction between the two companies matters. Henrik Fisker established the original car's design language, but he was not responsible for the subsequent revisions made by Karma Automotive. The Revero belonged to the same engineering lineage as the Fisker Karma while being developed by a different team, under different ownership and in a different market.
The birth of the Revero: its 2016 debut
Karma Automotive formally unveiled the Revero at an event in Laguna Beach in September 2016. The company announced a US list price of $130,000. The car was presented as a 2017 model, although early press drives and reports on production examples also referred to the 2018 model year. The unveiling date, start of production and model-year designation should not be treated as interchangeable.
The Revero looked familiar. Its proportions, heavily flared rear wheel arches, long bonnet, low roof and distinctive descending tail all recalled the Fisker Karma. This was more than an attempt to save money. The exterior design was a major part of the vehicle's identity, and radically changing it would have meant developing what was effectively a new model.
Badges, selected exterior details, colour combinations and trim were revised. A new infotainment system was an important interior improvement, replacing the poorly received arrangement in the Fisker. Karma also worked on powertrain management, electronics and assembly quality. Early reviewers noted better screen operation and a generally more finished feel, although the cramped rear seats and small boot remained largely unchanged.
Karma emphasised the individual character of production. Company material highlighted hand-finished emblems, combinations of leather, wood and carbon fibre, and paint colours named after Californian scenery. The Revero was never intended to be a high-volume product. The Moreno Valley plant was designed to accommodate short production runs and personalisation.
Like the Fisker Karma, the new model did not attempt to match a conventional luxury saloon for passenger space. Getting into the cabin required some care because of the low roof and broad sills. The driver sat low, enclosed by a high centre console. Buyers were expected to accept these compromises in exchange for the car's appearance and rarity.
Extended-range propulsion: what actually drove the wheels?
The defining feature of the Revero was its powertrain architecture. In a conventional parallel hybrid, the combustion engine can transmit torque directly to the wheels, either alone or in combination with an electric motor. In the Revero, propulsion came from electric motors mounted at the rear. The petrol engine generated electricity through a generator and had no mechanical drive connection to the wheels.
This arrangement is known as a series hybrid or an extended-range electric vehicle, abbreviated EREV. The Revero was also a plug-in hybrid because its battery could be charged from an external electricity supply. It was not a fully electric car: depending on battery charge, the selected operating mode and power demand, it could start its combustion engine, burn petrol and produce exhaust emissions.
During electric driving, energy travelled from the battery to the inverters and then to the traction motors. An inverter converts the battery's direct current into the appropriately controlled electrical supply needed by the motors. When the driver needed greater range or the system required additional energy, the petrol engine drove the generator. The resulting electricity could support the traction system or help maintain the battery at a suitable state of charge.
The advantages were those associated with electric propulsion: smooth starts, an immediate response to the accelerator and no conventional gear changes. The system used a single-speed reduction gear. There was no need to select ratios to match the combustion engine's speed, because that engine did not turn the wheels.
The compromise involved repeated energy conversion. With the petrol engine running, chemical energy in the fuel first became mechanical energy, then electrical energy and finally mechanical energy again at the traction motors. Each conversion involves losses. A series hybrid therefore need not be especially economical over a long motorway journey, particularly when it is heavy and fitted with wide tyres.
The Revero also used regenerative braking. During deceleration, the electric motors could operate as generators, recovering some of the car's kinetic energy. The driver could select different levels of regeneration, while conventional friction brakes provided additional stopping force when required. Blending the two systems demanded careful control because the transition between regenerative and friction braking strongly affects pedal feel.
The first Revero: engineering inherited from Fisker
The first Revero used two electric motors to drive the rear axle. Karma rated their combined output at 301 kW, equivalent to approximately 409 metric horsepower (PS). American material expressed the figure as 403 mechanical horsepower (hp). These are different units: 403 hp must not be treated as 403 PS simply because both are called horsepower.
Power came from a lithium-ion battery with a stated capacity of 20.8 kWh, positioned lengthwise within the central portion of the car. The petrol engine was a turbocharged 2.0-litre four-cylinder unit derived from General Motors technology. It drove the generator rather than the rear wheels. Adding the combustion engine's output to the electric motors' rating would therefore give a misleading impression of the car's available propulsion power.
Karma promotional material spoke of up to approximately 80 km of electric-only range and around 480 km of total range. Those were manufacturer claims, not a single set of independently measured results. Later reporting on the Revero GT gave a lower figure for its predecessor, approximately 60 km of electric range under the US EPA procedure. The difference illustrates why a promotional maximum should not be confused with a certified test result.
The company claimed that the first Revero could accelerate from rest to 60 mph, approximately 97 km/h, in 5.4 seconds in the appropriate driving mode. This is not a 0-100 km/h time, even though the difference between the two speed thresholds seems small. Acceleration also depended on the available electrical energy, generator operation and selected driving mode.
Compared with the original Fisker, the Revero had revised electrical-system controls. Karma claimed improved response and performance, although the underlying arrangement remained the same. The new model also introduced DC rapid-charging capability in a form the original Karma had not offered. A 2017 brochure specified a 6.6 kW onboard AC charger and external DC charging at approximately 40 kW.
The body used an aluminium spaceframe. Suspension was independent, with unequal-length control arms at both ends. Large wheels and substantial brakes contributed to the car's appearance but did not transform its basic character: this was a heavy grand tourer rather than a lightweight sports car.
In a 2017 assessment, MotorTrend's journalists found that the chassis could control the considerable mass surprisingly well. Steering effort was substantial, while the low placement of heavy components helped limit body roll. The greater surprise, however, concerned the cabin rather than the handling. The Revero looked as though it could carry four adults comfortably, yet the rear seats offered restricted legroom and headroom.
The solar roof: distinctive design, limited energy
One of the Revero's most recognisable details was its roof-mounted photovoltaic panel. The idea carried over from the Fisker Karma, but the Revero employed an improved module. Its supplier, a2-solar, quoted a peak output of 200 W.
In a heavy car with traction motors capable of developing hundreds of kilowatts, that output makes only a limited contribution to propulsion. Under strong sunlight the panel can add charge to the battery, but it cannot replace conventional charging. Peak output is not sustained throughout the day either. It depends on the angle of sunlight, cloud cover, temperature and shading.
Promotional material included estimates of the extra kilometres that solar energy might provide. Such figures are conditional, not a guaranteed daily addition to range. In ordinary use, the roof served both a technical and a visual purpose. It signalled the company's desire to make use of even a relatively small renewable-energy source.
The panel also captured something of the car's philosophy. The Revero was not developed solely to maximise efficiency from every unit of energy consumed. It combined electric technology with the conspicuous design of a luxury car, making visible environmental features part of the product's identity.
Revero GT: a new powertrain beneath familiar bodywork
The most substantial engineering revision arrived in 2019. At Auto Shanghai, Karma unveiled the Revero GT for the 2020 model year. It appeared alongside a Pininfarina-developed interpretation of the body and the conceptual SC1 Vision roadster. The display illustrated the company's ambitions, but among those projects the Revero GT was the direct development of the production saloon.
The main change was the replacement of the previous 2.0-litre four-cylinder engine with a turbocharged 1.5-litre three-cylinder unit from BMW. Its role was still to drive a generator. This did not make the car a BMW-powered rear-wheel-drive saloon in the conventional mechanical sense. Instead, a compact combustion engine became part of a revised system for generating electricity.
Karma also rebuilt the electric side of the drivetrain. A new rear module incorporated two traction motors, a single-speed gearbox and control hardware. The company developed its own inverter solutions and integrated powertrain management. Independent control of the motors' torque also facilitated torque vectoring, the distribution of driving force to influence the car's behaviour in a corner.
Karma raised the claimed output of the traction motors to 400 kW, approximately 544 PS. US material variously described the car as producing 535 or 536 hp, depending on the publication and rounding. The quoted torque figure of approximately 746 Nm referred to the drivetrain rating, not the much higher torque at the wheels after gear reduction. Torque figures for the Revero should therefore not be compared directly with those of other cars without establishing where they are measured.
The revised system included a 28 kWh battery, substantially larger than its predecessor's, to work with the more powerful electric drivetrain. Publications around the launch referred to approximately 98 km of EPA electric range, alongside higher manufacturer claims reaching roughly 129 km. Those figures came from different measurement bases and are not interchangeable.
Karma claimed a 0-60 mph, or approximately 0-97 km/h, acceleration time of 4.5 seconds. This was a meaningful improvement over the original Revero. Its straight-line performance moved beyond merely adequate for a luxury saloon and became comparable with that of cars marketed more overtly as sporting models. Top speed was approximately 201 km/h, reflecting a design focused on flexibility and immediate torque delivery rather than maximum-speed records.
The fundamental body proportions and four-seat cabin were retained. For the marque, that was a useful compromise. Buyers still received the familiar appearance, while engineers concentrated on what mattered most in use: efficiency, performance, battery capability and powertrain operation under high loads.
The Revero GT was priced from approximately $135,000 in the US in 2019. It remained in a niche where individuality and low production volume counted for more than matching equipment lists against mass-produced premium-brand cars.
Karma GS-6: a name change without a technical break
Another chapter began in late 2020. Karma announced that it intended to reserve the Revero GT name for a much more exclusive future car, while the GS-6 family would become its more accessible offering. In February 2021, the company formally introduced the Karma GS-6 hybrid saloon.
Mechanically, this was not an entirely new vehicle. It retained the essential body design, rear-wheel drive, 28 kWh battery and two-motor electric drivetrain with a three-cylinder petrol-powered generator. Total rated traction output remained 400 kW, or approximately 544 PS. The changes chiefly concerned the name, market positioning, equipment combinations and entry price.
US testing of the GS-6 cited approximately 98 km of EPA electric range and roughly 531 km of total range. Once the usable portion of the battery's stored energy had been depleted, the system started the petrol engine as required. That did not turn the car into a conventional petrol saloon. The electric motors continued to drive the rear wheels.
Press material also discussed plans for an all-electric GSe-6 and more exclusive future Revero GT variants. Not every publicly announced project reached customers in the form or within the schedule originally stated. Those plans must be kept separate from the record of vehicles actually delivered.
The GS-6 is an essential part of the Revero's story. It explains why a nearly identical vehicle could remain on offer even when the Revero name temporarily disappeared from the catalogue. The new badge was primarily a commercial decision, not evidence of a wholesale change of platform.
The name returns in 2024: the "third generation"
On 18 December 2024, Karma Automotive announced that deliveries had begun for a car it described as the third-generation Revero. The stated base prices were $123,100 in the United States and €174,463 in Europe. The company announced a run limited to 160 examples. That was a planned production limit, not an independently confirmed total of vehicles manufactured or sold.
The expression "third generation" was Karma Automotive's own terminology. It should not be taken to mean that the company had developed a completely new platform. The car retained the characteristic aluminium spaceframe architecture and the underlying silhouette that traced its origins to the Fisker, although its equipment, electronics and cabin finishes had been revised.
The 2025-model-year Revero used two electric motors driving the rear wheels, with a combined output of 400 kW, approximately 544 PS. The turbocharged 1.5-litre three-cylinder petrol engine was coupled to a generator, and the battery had a stated capacity of 28 kWh. Karma quoted 746 Nm of drivetrain torque and a 0-60 mph time of 4.5 seconds.
The manufacturer advertised up to 80 miles, approximately 129 km, of electric range and up to 360 miles, approximately 579 km, in total. These were claimed maxima dependent on operating conditions and the assessment procedure. They should not be compared without qualification with the earlier GS-6's EPA figure or with the range available during sustained high-speed motorway travel.
The car offered three modes called Stealth, Sustain and Sport. Stealth drew on battery energy for electric driving. Sustain prioritised use of the generator to preserve the ability to continue travelling. Sport could use energy from the battery and generator to deliver the greatest available performance. The driver selected an energy-management strategy, not a mechanical petrol-drive mode.
Electronics were also updated. Karma's equipment descriptions included a surround-view camera system, blind-spot monitoring, rear cross-traffic warning, automatic emergency braking and adaptive LED headlamps. An optional KarPilot Assist package was intended to help maintain distance from traffic ahead and keep the car within its lane. These were driver-assistance features, not an autonomous-driving system.
The company also developed connected features through a mobile application and remote updates for selected functions. Modern software nevertheless operated on the basic architecture of a car conceived many years earlier. The combination gave the Revero an unusual character without eliminating ergonomic limitations inherited from the original design.
Chassis construction and road behaviour
Beneath the body, the Revero had an aluminium load-bearing structure. Its advantage was stiffness while limiting the weight of the structure itself. That did not make the finished car light. The traction battery, two electric motors, generator, combustion engine, cooling systems and luxury equipment still resulted in considerable overall mass.
The manufacturer's figures for the 2025 Revero gave a kerb weight of approximately 2,290 kg. Wheelbase was about 3,160 mm, overall length around 5,065 mm and height approximately 1,331 mm. These measurements explain the proportions: a very long, very low saloon whose available space was partly devoted to expressive bodywork and a complex drivetrain.
Independent suspension used unequal-length double wishbones. This arrangement helps maintain wheel geometry as the suspension moves and offers engineers considerable freedom when tuning handling. Aluminium components reduced unsprung mass, although the final ride and response also depended on damper settings, tyres and the car's total weight.
Very large wheels, 21 or 22 inches in diameter depending on specification, were an important part of the Revero's appearance. Low-profile tyres could contribute to precise steering responses, but their short sidewalls were less able to absorb sharp surface imperfections. Engineers had to reconcile the ride comfort expected of a luxury car with high mass, wide tyres and the desired sporting character.
The disc brakes used multi-piston calipers, while selectable regeneration settings let the driver vary how strongly energy was recovered during deceleration. The later car also retained torque distribution between the two rear motors. Accelerating out of a bend, the system could help shape the car's response without relying entirely on braking one wheel.
With its mass and long wheelbase, the Revero could never feel as agile as a small coupé. Its strengths were stability, secure behaviour through faster bends and readily available propulsion force. Road tests found it capable of brisk driving, although it lacked some of the all-round polish of newer sporting luxury cars designed from the outset around electric propulsion.
Performance: manufacturer claims and independent measurements
In acceleration terms, the 2025 version was considerably more convincing than the original Revero. In August 2025, MotorTrend instrument-tested a car and recorded 4.1 seconds from rest to 60 mph, approximately 97 km/h. That was quicker than Karma's 4.5-second claim over the same speed interval.
The test also recorded a standing quarter-mile time of 12.4 seconds and a stopping distance from 60 mph of 114 feet, approximately 34.7 m. These were results for a particular test car under a defined procedure, not guaranteed performance figures for every Revero on every road surface. Nor can a 0-97 km/h result be relabelled as 0-100 km/h without a separate measurement.
The journalists praised the strong initial response and the relatively well-controlled body movements. They also pointed out that a fast car can still feel less than fully developed when its driver must accommodate unusual generator behaviour, an imperfect brake-pedal response or awkwardly positioned controls.
One of the later variants' most conspicuous weaknesses was the refinement of the three-cylinder petrol engine. In electric mode, the car could be very quiet. When the generator started, vibrations and a distinctive, rather coarse sound became apparent. The contrast was particularly noticeable in an expensive luxury vehicle. An EREV layout does not automatically solve the problems of engine isolation, balancing and combustion-engine management.
MotorTrend also described a brake pedal that lacked a natural progressive feel, along with some quality shortcomings in the vehicle it tested. Such observations do not prove that every Revero had identical faults. They do show how demanding expectations become in a class of cars priced above $100,000.
Alongside a Porsche Taycan or Lucid Air, the Revero represented a different approach. Its generator made longer journeys possible without depending entirely on charging stops, but the car felt heavier and was less contemporary in numerous details. Its appeal rested neither on unchallenged efficiency, track speed nor interior space, but on an unusual combination of features that competitors seldom offered.
Design: a shape that outlived its original marque
The silhouette was the most enduring element of the project. Its great length, low height, stretched bonnet and pronounced rear wheel arches came from Henrik Fisker's original design. The Revero looked far more like a four-door coupé than a traditional luxury saloon intended to maximise the comfort of rear-seat passengers.
A high shoulder line and narrow glasshouse made the body appear even lower. Large wheels filled the arches, while the almost horizontal roofline flowed towards the short rear end. These choices had consequences for visibility and cabin space. The car looked striking in photographs and on the road, but its glazing and rear pillars restricted the driver's view of the surroundings.
Over time, Karma revised front and rear details, lighting, wheel designs, paint colours and interior trim. None of those changes concealed the design's origins. Even in the 2025 car, the proportions of the Fisker Karma from more than a decade earlier remained unmistakable.
Such continuity is unusual in an industry where a new generation often means a complete redesign of the exterior, platform and cabin. The design's longevity can be interpreted in two ways. For enthusiasts, it preserved a distinctive visual identity. For buyers seeking the latest ergonomics and efficient use of space, it showed how an expressive body could increasingly constrain further development.
The cabin also retained four individual seats separated by a high central tunnel. The centrally located battery and arrangement of the drivetrain components helped determine the interior layout. Leather, carefully chosen colours, decorative stitching and finished surfaces supplied the sense of luxury. Available configurations ranged from restrained to strongly contrasting interiors.
The infotainment screen sat low in the centre console. In the original Revero its operation was an improvement over the Fisker's system, but as the market developed it became an object of criticism. Easy operation while driving, better integration of information and more ergonomic display positioning were no longer exceptional luxuries in newer cars. The Revero retained interface elements that betrayed its older roots.
Everyday practicality: the cost of an arresting silhouette
A wheelbase exceeding 3.1 m might suggest limousine-like room. In reality, a substantial part of the vehicle's length was used to package its drivetrain components and achieve the intended proportions. The front seats accommodated occupants comfortably, but the rear compartment lacked the freedom offered by conventional luxury saloons of comparable overall length.
The low roof and restricted legroom imposed the greatest limitations on passengers. Taller adults could find both getting into the rear seats and spending time in them difficult. Four separate seats did not offer the flexibility of a wide rear bench, and the centre console ruled out carrying a fifth occupant.
The 2025 model's official specification gave a luggage capacity of approximately 182 litres. That is a figure more commonly associated with a small car than a luxury saloon more than five metres long. Earlier Reveros also offered very little boot space. Packing for a weekend away could therefore become a practical challenge, especially with four people on board.
In everyday use, the driver could appreciate quiet running on battery power and the convenience of filling up with petrol when a journey exceeded the electric range. The efficiency of that pattern depended on plugging the car in regularly. A Revero operated almost entirely with its generator running surrendered many of the benefits used to justify the complicated drivetrain.
The later car retained a 6.6 kW AC onboard charger. It also supported DC charging, although at comparatively modest power by the standards of contemporary electric cars. With a 28 kWh battery this was less of an obstacle than it would be in a large battery-electric vehicle, but owners could not expect the charging performance of modern high-voltage, rapid-charging designs.
Service access was another important issue. For a rare model built in small numbers, being able to identify a component by a familiar name is not enough. Repairs require an understanding of the specific architecture, correct high-voltage diagnostic procedures and access to version-specific documentation. Ownership experience could therefore depend heavily on the market and the proximity of a suitably qualified specialist.
Production, market and competitors
Karma Automotive chose to manufacture the Revero at its own facility in Moreno Valley, California. This was not simply the continuation of Finnish contract assembly under a different name. The plant embodied a strategy of low-volume luxury-car production, involving substantial work to meet individual customer specifications.
The original Revero carried a US price of approximately $130,000 at its unveiling. The 2020-model-year Revero GT started at around $135,000. The later GS-6 lowered the entry point, while the revived Revero started at $123,100 in the US in late 2024. These prices belong to different years and product offerings. They are not a straightforward measure of changes in the car's value or equipment.
MotorTrend's 2025 test car had a sticker price of $168,499 including options. That positioned it against much newer designs offering excellent performance, more spacious interiors and advanced electronic systems. Judged strictly on practical merits, the Revero faced a difficult comparison.
Its real distinctions were limited production and an unusually recognisable appearance. Someone seeking a luxury car rarely encountered on the road could buy something different from yet another variation of a familiar executive saloon. In that respect, the Revero was closer in spirit to a niche grand tourer than to a conventional chauffeur-oriented luxury model.
There is insufficient basis for stating one precise worldwide production total covering every Revero variant without a reliable factory-wide tally. Available information concerns different periods, model names and announced series sizes. The 160-unit limit publicised in 2024 cannot automatically be treated as the number of cars actually delivered.
The commercial performance of a niche model must be judged differently from that of a mass-market car. Low volume was part of Karma's strategy, but maintaining a separate production operation and developing a complex drivetrain remained expensive. The Revero was also the product around which the brand organised much of its ongoing engineering experience and commercial activity.
Weaknesses, recalls and ownership challenges
The original Fisker Karma's history included problems that helped bring down its manufacturer. That does not mean every defect associated with the Fisker can be attributed to every Revero. Subsequent revisions changed the electronics, drivetrain and manufacturing arrangements. Early cars must be distinguished from the later Revero GT and the closely related GS-6.
There were, however, documented recalls affecting certain 2018-model-year Reveros. In the United States, NHTSA campaign 19V-296 concerned an incorrect configuration of the side-curtain airbag control system for rollover events. The remedy involved replacing the airbag control module and revising owner information. In Canada, a further recall addressed the driver's door, whose construction on affected cars might not meet the required protection standards in a side impact.
These campaigns do not establish the overall failure rate of all Reveros. They identify particular problems whose applicability must be checked against model year, market and vehicle identification number. For anyone buying a used example, confirmation that required corrective work has been completed is more useful than a sweeping verdict on the marque's reliability.
Recurring criticism in road tests concerned rear-seat accommodation, restricted visibility, the tiny boot and the finish of certain interior details. Later models also attracted complaints about noise and vibration when the three-cylinder generator engine was running. Some limitations originated in the initial design; others reflected the difficulties of continuing to develop that design over many years.
Price was a separate challenge. Revero buyers had to accept compromises that cars costing tens of thousands of dollars less had largely overcome. In exchange, they received distinctive styling and rarity, but neither could substitute for a more convenient infotainment system, a larger boot or a more refined petrol engine.
Public data on the long-term durability of late Reveros is limited. Small production runs make statistically confident reliability assessments difficult. Individual owner accounts should not be used to declare the entire model family either dependable or defective.
Karma Invictus and related projects
In late 2024, Karma unveiled the Invictus, a more exclusive, sport-oriented derivative based on the third Revero. The company announced a series limited to 30 cars and a US starting price of $185,000. It also quoted an estimated 0-60 mph, or approximately 0-97 km/h, time of under four seconds.
The Invictus was neither an entirely new generation of Revero nor a racing car. Changes involved suspension, exterior components, wheels and trim while preserving the fundamental EREV architecture. It was chiefly a demonstration of how the existing saloon could be personalised and given a more aggressive character. A stated production limit and estimated performance do not establish that the full run was built or independently tested.
The wider group of related projects included the Karma Pininfarina GT and the company's concept cars. Pininfarina developed a reinterpretation of the Revero GT's body on its mechanical foundation. Shown in 2019, it demonstrated cooperation with the Italian design house rather than presenting a direct production successor to the saloon.
None of these versions gave the Revero a separate record of competition in major motor-racing championships. Promotional material included performance claims and highly stylised presentations, but the Revero remained fundamentally a luxury road car.
End of production and successor
Karma Automotive ended Revero production in December 2025. The company reported the completion of the final example through social media on 23 December, with automotive publications covering the milestone later that month. It closed a long, at times interrupted production story that included the temporary change of name to GS-6 and the subsequent return of the Revero badge.
Karma identified the Gyesera as its successor. At Monterey Car Week in August 2025, the company presented a vehicle anticipating production and described it as a continuation of its line of luxury EREV cars. The Gyesera retained the core principle of electric traction supported by a petrol generator, while introducing a new interpretation of the exterior and cabin design.
In November 2026, Karma said it intended to bring the Gyesera to dealerships in December of that year. That was a manufacturer-announced schedule, not confirmation that customer deliveries had been completed. Distinguishing the two matters in the history of a company that had previously presented ambitious plans that did not always materialise in their original form or on the original timetable.
The end of Revero production did not mean that Karma abandoned extended-range propulsion. The company continued to develop the idea of electric motors providing traction, with a petrol generator making longer journeys possible. An idea first presented under the Fisker name had thus survived successive badges, business strategies and equipment configurations.
The significance of the Karma Revero
The Karma Revero was not a car without compromises. It offered distinctive styling, strong performance in its later versions and a particular kind of freedom on long journeys, but required owners to accept cramped rear accommodation, a small boot, high weight and uneven refinement. Its technical advantage over rivals diminished over time, even as the electric motors became more powerful and battery range increased.
What makes the story unusual is that the design survived the collapse of the company that created it. The owner, factory, marque, petrol engine, drive module, battery and electronics all changed, yet the silhouette and fundamental operating principle remained recognisable. Few modern luxury saloons have followed a comparable path.
The Revero also illustrates how much the value of a particular drivetrain depends on its use. With regular charging and short journeys, it could behave like a quiet electric car. On longer trips, it offered the convenience of refuelling, but at the cost of conversion losses, generator noise and considerable mechanical and electrical complexity.
Its place in automotive history is not defined by records or enormous sales. The Karma Revero demonstrated how far a single vehicle concept could be developed when design and niche identity were considered as important as successive mechanical improvements. It bridged Henrik Fisker's original vision and Karma Automotive's independent history. Its greatest achievement was surviving that transition, even though it never fully escaped the limitations inherited from the car on which it was based.