Superyachts are notoriously dirty luxury toys, with a single billionaire’s boat emitting as much as 7,020 tons of CO2 per year. And while it’s unlikely uber-wealthy shoppers are going to forgo from their statement vessels anytime soon, at the very least there’s now a chance to make superyachts greener. That’s the idea behind the new Project 821, billed as the world’s first hydrogen fuel cell superyacht.

Announced over the weekend by Danish shipyard cooperative Feadship, Project 821 arrives following five years of design and construction. Measuring a massive 260-feet-long, the zero-diesel boat reportedly sails shorter distances than standard superyachts on the market, but still operates its hotel load and amenities using completely emissionless green hydrogen power.

Hydrogen cells generate power by turning extremely lightweight liquid hydrogen into electricity stored in lithium-ion batteries. But unlike fossil fuel engines’ noxious smoke and other pollutants, hydrogen cells only emit harmless water vapor. The technology remained cost-prohibitive and logistically challenging for years, but recent advancements have allowed designers to start integrating the green alternative into cars, planes, and boats.

There are still hurdles, however. Although lightweight, liquid hydrogen must be housed in massive, double-walled -423.4 degrees Fahrenheit cryogenic storage tanks within a dedicated section of the vessel. According to Feadship, liquid hydrogen requires 8-10 times more storage space for the same amount of energy created by diesel fuel. That—along with 16 fuel cells, a switchboard connection for the DC electrical grid, and water vapor emission vent stacks—necessitated adding an extra 13-feet to the vessel’s original specifications. But these size requirements ironically makes superyachts such as Project 821 arguably ideal for hydrogen fuel cell integration.

And it certainly sounds like Project 821 fulfills the “superyacht” prerequisites, with five decks above the waterline and two below it. The 14 balconies and seven fold-out platforms also house a pool, Jacuzzi, steam room, two bedrooms, two bathrooms, gym, pantry, fireplace-equipped offices, living room, library, and a full walkaround deck.

Such luxuries, however, will need to remain relatively close-to-harbor for the time being. Project 821 still isn’t capable of generating and storing enough power to embark on lengthy crossings, but it can handle an “entire week’s worth of silent operation at anchor or [briefly] navigating emission-free at 10 knots while leaving harbors or cruising in protected marine zones,” according to Feadship.

[Related: This liquid hydrogen-powered plane successfully completed its first test flights.]

“We have now shown that cryogenic storage of liquified hydrogen in the interior of a superyacht is a viable solution,” Feadship Director and Royal Van Lent Shipyard CEO Jan-Bart Verkuyl said in the recent announcement, adding that “additional fuel cell innovations… are on the near horizon.”

Of course, the greenest solution remains completely divesting from ostentatious, multimillion-dollar vanity flotillas before rising sea levels (and angry orcas) overwhelm even the wealthiest billionaires’ harbors. But it’s at least somewhat nice to see a new eco-friendly advancement on the market—even if it still looks like a Bond villain’s getaway vehicle.

The post Welcome aboard the world’s first hydrogen fuel cell superyacht appeared first on Popular Science.

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Acura’s new ZDX Type S is the most powerful SUV the brand has ever produced, generating nearly 500 horsepower and maxing out at 544 pound-feet of torque. In other words, it’s punchy in all the best ways. The automaker is quick to point out that ZDX has more torque than its hybrid NSX Type S supercar and more horsepower than other luxury EVs like the Mercedes-Benz EQE 500 and Audi’s SQ8 e-tron. And it’s all electric.

Like the Honda Prologue, the ZDX was built side-by-side with engineers from General Motors. Drawing power from a 102-kWh GM Ultium battery pack, Acura’s EV shares several components with Cadillac’s elegant Lyriq and Chevrolet’s Blazer EV. In fact, the exterior dimensions of the ZDX are the same as the Lyriq’s and the ZDX was designed at GM headquarters in Michigan.

The pairing of the American legacy automaker with a Japanese manufacturer is an unusual one. Does this partnership work for Acura? We drove the ZDX on a variety of roads in southern California to find out.

Two motors, big power boost

Somewhat ironically–and perhaps with a cheeky wink–the ZDX recycles the name of a previous gas-powered Acura model. With the zero-emissions movement ramping up in recent years, it made sense to revive the Z moniker.

Boasting an EPA-estimated 313-mile range with the single-motor, rear-wheel-drive setup, the ZDX can power up at a DC fast charging station and gain up to 81 miles of range in about 10 minutes. It takes a shade longer than 40 minutes to reach 80 percent, or 250 miles. Opting for the dual-motor, all-wheel drive version reduces the range slightly to 304 miles, and the top-performing Type S gets 278 miles before requiring a full charge.

Compared to some of its all-electric rivals from Kia, Hyundai, and Genesis, the ZDX takes significantly longer to charge, which may be a deterrent for those without charging stations at home. On the other hand, the Acura EV has more range and more power.

As a bonus, the ZDX is equipped with a high-end 18-speaker Bang & Olufsen audio setup, an Acura first. Danish company Bang & Olufsen makes sound systems for Lamborghini, Bentley, Audi, and others, so this new vehicle is in good company. In the EV theme, Eddie Grant’s “Electric Avenue” or Børns “Electric Love” are apt candidates for a ZDX soundtrack.  

Economies of scale through a GM partnership

As it’s so for the Prologue, GM provided the battery, frame, suspension, chassis, powertrain, and electrical architecture, while Acura built everything above the chassis. That doesn’t include some of the interior switchgear (knobs and buttons). 

As we noticed when we tested the Honda Prologue earlier this year, the drive mode button is located to the left of the steering wheel, making it difficult to locate and activate easily while driving. It’s worth finding, though, because it activates a useful 25 millimeter lift in snow mode or it hunkers down by 15 millimeters in sport mode for improved aerodynamics.    

The engineers chose to carry over GM’s one-pedal driving for both the Prologue and the ZDX as is without any alterations. 

“We didn’t change a thing,” ZDX Development Leader John Hwang told PopSci in February. “When we were benchmarking and setting targets, we liked how GM was executing this feature, so we said, ‘Don’t touch it. It’s not broken.’”

Hwang says the concept of the Prologue and ZDX are very different. Honda’s EV has a more mainstream feel and employs front-wheel drive or all-wheel drive, while the Acura has a much larger battery pack and the car is tuned for a more premium dynamic ride with rear-wheel drive or all-wheel drive.

What’s next?

Ultimately, Acura’s first EV appears to be a solid initial effort. That said, there’s room for the brand to dig deep into its own engineering expertise for its next EV without GM. We’d love to see Acura find a way to expand upon the genius of its hybrid NSX, which was powered by three electric motors working together with a 3.5-liter V6 engine.

However, Acura clearly stated several months ago that it was finished with hybrids. Instead, executives revealed a plan for a pilot production of solid-state batteries along with more research into hydrogen-powered vehicles. Hydrogen fuel cells are something that both Acura and GM are interested in pursuing, and while the automakers may have scrapped their plans for a smaller, more affordable EV collaboration, that doesn’t mean the partnership is completely kaput.

“The ZDX will have a complete lifecycle and there will be a refresh, so there is still a full team on the Honda/Acura side and a full team on the GM side,” Acura spokesman Jake Berg told PopSci. “This is definitely not the last time we’re collaborating with GM.”

The ZDX qualifies for the full federal $7,500 tax credit, putting the starting price at $57,500. It’s worth considering the extra $600 to get the ZDX in a luminous shade of Double Apex Blue Pearl, developed in-house by Acura’s color and materials team.  

The post Take a ride in Acura’s first EV, its most powerful SUV yet appeared first on Popular Science.

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Toyota’s trusty Camry sedan has been around for more than two decades. Once a compact, boxy car, the Camry has become a predictable mainstay in America, a beloved four-door fit for everything from transporting clients to hauling families all over town. The humble Camry isn’t ready to lie down and play dead any time soon, either. In fact, it has a few new tricks up its… exhaust pipe, if you will.

Now sold exclusively as a hybrid for its ninth generation, the 2025 Camry is equipped with a steady 2.5-liter, 4-cylinder engine. Paired with a permanent magnet synchronous motor for a combined 225 horsepower with front-wheel drive and 232 horsepower with on-demand all-wheel drive, this Camry starts off with the most standard power in its history. 

This isn’t Toyota’s first time selling the Camry as a hybrid, but this is the first time that it’s on the market without a non-hybrid option. In a world that seems to have gone gaga for EVs, this hybrid can achieve up to 51 miles per gallon, which is a respectfully efficient option. All starting at $28,400, which is more than $400 less than the outgoing Camry Hybrid base model.

Retuned suspension 

The Camry has been a best-selling car in the U.S. for many years already, so updating it for 2025 required some finesse. Toyota engineers thirsted for ride improvements but they didn’t want to alienate its current fan base, says chief engineer for the Camry Mark DeJongh.

“We weren’t hearing anything negative about the current Camry, but it was our passion to make it better,” explains DeJongh. “We wanted to push the handling a little more because I knew we could, but without affecting ride comfort.” 

Toyota once again opted for a MacPherson strut up front, which uses a coil spring wrapped around a tubular shock absorber. The strut tower is mounted to the frame, which provides an upper anchor point, negating the need for an upper control arm; that’s important because there’s not as much room as there is in the back half of the car due to the placement of the engine. 

In the rear, the Camry is equipped with a multi-link suspension that allows for a lively ride while keeping the car steady. This suspension unit controls the front-to-back and side-to-side movements of the car, providing the sedan with a compliant ride that doesn’t veer into sterile territory. The entire suspension system got a makeover for 2025 with precise tuning by the engineering team.  

“The shocks and springs are what primarily allows the tires and wheels to move up and down to keep you comfortable on the road,” DeJongh says. “We tuned the spring rate, and then we tuned the absorber [shocks] for damping force.” 

Set a little lower and wider in the rear than in the previous generation, the 2025 Camry’s multi-link suspension includes a longer arm that allows for better dynamics, DeJongh explains. As a result, the car will feel natural and predictable. 

“The car should be doing what you want and expect it to,” he says. “It’s a Camry. You don’t want to be surprised.”

This Camry also includes a new electrical platform. Between that and software development, DeJongh estimates that about half of the engineering team’s time was spent on the software and electrical platform versus the mechanical elements. 

“Software in the future is going to completely take over,” he predicts.

Brakes and buttons

Toyota Vehicle Marketing and Communications Senior Analyst Chad Deschenes adds that one unsung enhancement to the 2025 Camry is the interior button layout. For many vehicles sold in the U.S. the interior integrates a button template that may leave “dummy plug buttons” where a feature might be included in a higher trim. For instance, if a customer chooses a base model there might be a blank space where an upgrade might feature a heated seat button. 

“The interior team spent a lot of time making sure that customers don’t have dummy buttons,” Deschenes says. “Your friends and family won’t ever see a dead button.”

When he was first assigned to the new Camry, DeJongh says, he knew the team could improve the steering response, wind noise, noise and vibration, and ride comfort. And he’s especially proud of the work they’ve done on the brakes and the steering. 

“Honestly, I think the brakes are one of the things we have done; you don’t even feel the regeneration,” he says. “In past hybrid generations, you could sometimes feel when the regen kicked in when braking. With this model, we have completely eliminated that.”

One of the improvements to the braking setup is a new booster system with an extra pump and software tuning. The brake booster plays a critical role in amplifying the force applied to the brake pedal by your foot. Toyota’s parts department explains that this system works by utilizing hydraulic pressure, stored in the accumulator, to assist the brake system when the pedal is engaged.

DeJongh says during development, he was eager to test the wind noise improvements and wanted to drive it. The first time he got behind the wheel, the team wasn’t finished tuning the suspension or the engine, but he could feel the difference, he says. And he expects it to continue getting better. 

“I’ve told the engineers that it’s better than it should be. It’s beyond where I thought we could take it,” he says. 

The post The 2025 Toyota Camry is hybrid-only and it’s more powerful than ever appeared first on Popular Science.

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This article was originally published on KFF Health News.

For decades, concerns about automobile pollution have focused on what comes out of the tailpipe. Now, researchers and regulators say, we need to pay more attention to toxic emissions from tires as vehicles roll down the road.

At the top of the list of worries is a chemical called 6PPD, which is added to rubber tires to help them last longer. When tires wear on pavement, 6PPD is released. It reacts with ozone to become a different chemical, 6PPD-q, which can be extremely toxic—so much so that it has been linked to repeated fish kills in Washington state.

The trouble with tires doesn’t stop there. Tires are made primarily of natural rubber and synthetic rubber, but they contain hundreds of other ingredients, often including steel and heavy metals such as copper, lead, cadmium, and zinc.

As car tires wear, the rubber disappears in particles, both bits that can be seen with the naked eye and microparticles. Testing by a British company, Emissions Analytics, found that a car’s tires emit 1 trillion ultrafine particles per kilometer driven—from 5 to 9 pounds of rubber per internal combustion car per year.

And what’s in those particles is a mystery, because tire ingredients are proprietary.

“You’ve got a chemical cocktail in these tires that no one really understands and is kept highly confidential by the tire manufacturers,” said Nick Molden, CEO of Emissions Analytics. “We struggle to think of another consumer product that is so prevalent in the world and used by virtually everyone, where there is so little known of what is in them.”

Regulators have only begun to address the toxic tire problem, though there has been some action on 6PPD.

The chemical was identified by a team of researchers, led by scientists at Washington State University and the University of Washington, who were trying to determine why coho salmon returning to Seattle-area creeks to spawn were dying in large numbers.

Working for the Washington Stormwater Center, the scientists tested some 2,000 substances to determine which one was causing the die-offs, and in 2020 they announced they’d found the culprit: 6PPD.

The Yurok Tribe in Northern California, along with two other West Coast Native American tribes, have petitioned the Environmental Protection Agency to prohibit the chemical. The EPA said it is considering new rules governing the chemical. “We could not sit idle while 6PPD kills the fish that sustain us,” said Joseph L. James, chairman of the Yurok Tribe, in a statement. “This lethal toxin has no place in any salmon-bearing watershed.”

California has begun taking steps to regulate the chemical, last year classifying tires containing it as a “priority product,” which requires manufacturers to search for and test substitutes.

“6PPD plays a crucial role in the safety of tires on California’s roads and, currently, there are no widely available safer alternatives,” said Karl Palmer, a deputy director at the state’s Department of Toxic Substances Control. “For this reason, our framework is ideally suited for identifying alternatives to 6PPD that ensure the continued safety of tires on California’s roads while protecting California’s fish populations and the communities that rely on them.”

The U.S. Tire Manufacturers Association says it has mobilized a consortium of 16 tire manufacturers to carry out an analysis of alternatives. Anne Forristall Luke, USTMA president and CEO, said it “will yield the most effective and exhaustive review possible of whether a safer alternative to 6PPD in tires currently exists.”

Molden, however, said there is a catch. “If they don’t investigate, they aren’t allowed to sell in the state of California,” he said. “If they investigate and don’t find an alternative, they can go on selling. They don’t have to find a substitute. And today there is no alternative to 6PPD.”

California is also studying a request by the California Stormwater Quality Association to classify tires containing zinc, a heavy metal, as a priority product, requiring manufacturers to search for an alternative. Zinc is used in the vulcanization process to increase the strength of the rubber.

When it comes to tire particles, though, there hasn’t been any action, even as the problem worsens with the proliferation of electric cars. Because of their quicker acceleration and greater torque, electric vehicles wear out tires faster and emit an estimated 20% more tire particles than the average gas-powered car.

A recent study in Southern California found tire and brake emissions in Anaheim accounted for 30% of PM2.5, a small-particulate air pollutant, while exhaust emissions accounted for 19%. Tests by Emissions Analytics have found that tires produce up to 2,000 times as much particle pollution by mass as tailpipes.

These particles end up in water and air and are often ingested. Ultrafine particles, even smaller than PM2.5, are also emitted by tires and can be inhaled and travel directly to the brain. New research suggests tire microparticles should be classified as a pollutant of “high concern.”

In a report issued last year, researchers at Imperial College London said the particles could affect the heart, lungs, and reproductive organs and cause cancer.

People who live or work along roadways, often low-income, are exposed to more of the toxic substances.

Tires are also a major source of microplastics. More than three-quarters of microplastics entering the ocean come from the synthetic rubber in tires, according to a report from the Pew Charitable Trusts and the British company Systemiq.

And there are still a great many unknowns in tire emissions, which can be especially complex to analyze because heat and pressure can transform tire ingredients into other compounds.

One outstanding research question is whether 6PPD-q affects people, and what health problems, if any, it could cause. A recent study published in Environmental Science & Technology Letters found high levels of the chemical in urine samples from a region of South China, with levels highest in pregnant women.

The discovery of 6PPD-q, Molden said, has sparked fresh interest in the health and environmental impacts of tires, and he expects an abundance of new research in the coming years. “The jigsaw pieces are coming together,” he said. “But it’s a thousand-piece jigsaw, not a 200-piece jigsaw.”

This article was produced by KFF Health News, which publishes California Healthline, an editorially independent service of the California Health Care Foundation. 

KFF Health News is a national newsroom that produces in-depth journalism about health issues and is one of the core operating programs at KFF—an independent source of health policy research, polling, and journalism. Learn more about KFF.

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On the floor of General Motors’ new Design West building, various concepts and work-in-progress next-generation vehicles dot the vast, open space. From a level above and behind glass, all is quiet. Everyone appears to be wearing soft-soled, comfortable shoes, as the place is huge and walking is required. It’s not until you step onto the cement floor that you hear a confluence of murmurs and sounds from hundreds of people all working toward the same goal: to propel the legacy automaker forward as quickly and efficiently as possible. 

How do car designers peer eight to 10 years into the future to create vehicles that not only look good but will sell? In this building, GM creatives have moved into a new house, and the ideas are flowing. Here at the intersection of art, design, engineering, and technology, GM is flexing the vehicles the public already knows are coming, plus many more that very few people have seen. Except for those working in this building, of course. 

It’s all part of a $2 billion upgrade to the Technical Center campus, a significant investment for this century-old automaking conglomerate. Already, the 2025 Buick Enclave three-row SUV was uncovered recently with a clear nod to the Buick Wildcat EV concept unveiled in 2022. Sleek and angular with aerodynamic lines that suggest speed, the Wildcat seems to be the audacious kind of model inspiring future ideas and encouraging a second look at what may have been a lackluster brand in the recent past.

Using every resource available

When the GM campus was first built in the Detroit area in 1956, arriving on site was like “driving into the future,” says a GM spokesperson during my recent tour. Today’s updates leap forward another generation while keeping tokens from the past. For example, in the new conference room that hangs over the portico, a Cadillac goddess sculpture sits on a piece of elm from a tree that had been cut to make way for this building. Sculpted wood wraps around the wall near the lobby, finely crafted by three generations of woodworkers employed by GM.

In the Design West facility, collaboration is easier than it was before, as design teams have better access to varied physical scenarios for quicker and more impactful design reviews, a GM spokesperson told me. The floor-to-ceiling windows enable more natural light, and vehicles can be more easily moved on to the courtyard for viewing outdoors.

The new Digital Design Visualization Center includes a full audio setup with capacity up to 120 decibels–basically, the noise level of a jet plane–and a nearly 56-foot-wide screen with more than 76 million pixels. Virtual tools are incorporated into each studio area to enable real-time, on-demand global design collaboration, and it seems the line between where the computers start and people stop (and vice versa) is fluid.

3D modeling still reigns

Forty-four high-tech mill sites dot the surface, standing ready to carve giant blocks of clay into the desired shapes before sculptors take over with specialized tools. These are five-axis mills, capable of cutting across three distinct linear axes. At the same time, it rotates on two vertical axes to process five sides in total. Sculptors learn the software to program the mills so the process is hand in glove.

GM hasn’t completely eschewed analog techniques for vehicle creation, however. Supremely talented artisans sculpt details into clay models after the mills have completed their part of the job.

“We’ve been predicting coming off clay models for a long time,” says GM Senior Vice President of Global Design Michael Simcoe. “But this is an art form. By using a physical model, you have a unique reaction in three dimensions; judging proportions and scale is difficult, virtually.”

Side by side with the all-clay models are those that are partly cloaked in Di-Noc, a stretchy film used for decades in the automotive industry for wraps and color representation. Massive company 3M acquired Di-Noc in the 1960s and still uses the name. Today, GM staff in the Design West building apply it to clay models to help designers see the reflection of light on the surface as it plays on the body of the car.

Tearing down the walls

There’s more space in the new building for show and tell, and you can bet each of the automakers–Cadillac, Chevrolet, Buick, and GM–are checking each other out. There’s a sense of peripheral inspiration over one-upmanship. Even those on the virtual modeling side are nearby under an overhang to manage the influx of light on their computer screens. If the old buildings were siloed and compartmentalized, this is the exact opposite. GM’s world is topsy turvy in the most logical, ambitious ways.

On top of the new building, refreshed technology, and updated machinery, there are about 40 art installations throughout Design West, all created by current and past GM designers, creatives, sculptors, and fabrication shop employees. There is a large collage stretching four yards or more made from fabric swatches of all colors from past and current models. A massive, heavy aluminum piece of wall art was painted with various finishes. Employees host art shows on a regular basis to showcase what the designers can do beyond industrial sketches.

I can’t tell you about everything I saw on that design floor. There’s quite a bit of which I’m sworn to secrecy; at least for now. But if Buick’s Wildcat EV concept is any indication of the daring direction GM is taking into the next decade, it looks like that billion-dollar investment will pay off in spades. 

Update: The original version of this story stated GM spent $1 billion on the new facility, but a GM representative has said the investment is now $2 billion. The headline and story have been updated to reflect the correct number.

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Tesla is recalling nearly every one of its Cybertrucks due to a faulty accelerator pedal that could get stuck in place when pressed down. The mass recall, which will require a physical maintenance fix, comes less than five months after the company began shipping the vehicle.

In its recall notice issued this week, the National Highway Traffic Safety Administration (NHTSA) said the pad on the truck’s accelerator could become “dislodged” if enough force was applied to it. Once the pad was dislodged, the pedal could become “trapped in the interior rim above the pedal.” If that were to happen, the NHTSA notes, the truck could continue accelerating even if the driver were to apply the brakes which could ultimately increase the risk of a crash or collision. The recall blames the malfunction on an unapproved introduction of lubricant to the pad during the manufacturing process. That lubricant, the recall notes, was soap. 

“If the condition [faulty accelerator pad] is present and the driver attempts to apply the accelerator pedal, the driver will detect the condition through immediate compromised performance and operation of the pedal,” the NHTSA wrote. “In addition, if the condition is present when the driver applies the brake pedal, the driver will receive an audible and visual alert that both brake and accelerator pedals are being pressed.” 

Tesla voluntarily agreed to recall the trucks and says it will “replace or rework” the accelerator pedal free of charge. The recall affects 3,878 Cyber Trucks manufactured between November 13, 2023, to April 4, 2024, which likely accounts for nearly all of trucks shipped to customers to date. When reached for comment, the NHTSA pointed PopSci to its recall notice. Tesla did not immediately respond to PopSci’s request for comment. Elon Musk, who has previously boasted about the vehicle’s “bulletproof” durability, acknowledged the recall on X, formerly known as Twitter. 

“There were no injuries or accidents because of this,” Musk wrote. “We are just being very cautious.”

Some Cybertruck owners began sharing their experiences of the accelerator getting stuck on social media last week. One Californian Cybertuck owner named Jose Martinez posted a video on TikTok explaining how the pad on his accelerator dislodged and got stuck on the driver-side carpet. Another Cybertruck owner who claims they experienced the issue says his truck continued accelerating even when he pressed on the brake pedal. Eventually, the driver alleged, he hit a light pole. 

Unlike other Tesla recalls 

Tesla owners over the years have come to expect recall notices with relative frequency. In just three years between 2020 and 2023, Tesla had 24 recalls of this Model Y SUV. In the past, Tesla has recalled vehicles for brake safety concerns, issues with its assisted driving software, and illegible warning lights. The sheer volume of the recalls sets the company apart. A 2022 analysis conducted by the price tracking firm iSeeCars.com found Tesla experienced the most recalls of any car brand that year, and by a wide margin. Tesla is somewhat unique though since the vast majority of those recalls are addressable via internet enabled, over-the-air updates. The Cybertruck recall is a notable outlier. Customers will actually have to physically have the truck serviced to address the accelerator issue. 

This isn’t the first issue Cybertruck owners have experienced in the vehicle’s brief life-span. Earlier this year, multiple owners said they saw small orange dots appear on the surface of their vehicles which resembled rust. One owner claims the discoloration occurs almost immediately after driving through a rain just one day after purchasing the car. A Tesla repair technician allegedly told one of the affected drivers they had a “procedure” for dealing with the splotchy red specks. 

[ Related: Owners worry Cybertruck of the future rusts after rain ]

Both the rust like spots and the apparent soap-induced accelerator pad issue appear to contradict Tesla’s branding of the Cybertruck as rugged, durable, off-road behemoth. Musk has previously referred to the vehicle as “badass” and possibly “the best product ever.” 

The post Nearly all Cybertrucks recalled over faulty accelerator pedal, misapplied soap appeared first on Popular Science.

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In 2013, Italian automaker Fiat launched its first EV, the 500e. The car was sold only in California and Oregon and discontinued in 2019. Going back to the drawing board for a European-spec 2000 model, Fiat built a new EV-only platform for its next generation. The small EV has reached American shores once again with a renewed commitment and a slightly larger package; the 2024 Fiat 500e is 2.2 inches wider and 2.4 inches longer than its predecessor.

While the 2024 model is bigger, Fiat managed to trim 50 pounds from the overall weight for a total of 2,952 pounds. EVs tend to be heavier, like the 4,861-pound Hyundai Ioniq 5 or 4,000-pound Volvo EX30, so the 500e is noticeably light on its feet. Maxing out at 149 miles of range, Fiat’s new EV is made for city driving, and it’s right at home in Europe. But can it fit into the American lifestyle? We drove it on the city streets of Miami’s Wynwood art district to find out.

Small package, big hopes

In 1957, American cars were getting bigger and bigger. Creased metal adorned the back end of sedans like the Chevrolet Bel Air in the form of stylish fins, and trunks were massive. That wasn’t the case in Italy, where Fiat launched its 500–a tiny, rounded car that seemed to barely encase its occupants.

When the first 500e launched in 2013, EVs weren’t on the fast track they are today. The experiment was carefully controlled, and retracted before the pandemic turned the world upside-down in 2020. When it launched in 2013, the range was considered good; not so much anymore. 

“The 500e boasts an EPA-estimated range of 87 miles, an above-average number for an EV,” Edmunds reported in 2013. “Further, Fiat says its EV hatchback can fully charge in less than four hours from a 240-volt outlet, also a good figure for this class.” 

Things have changed a lot in 10 years, and 87 miles is no longer impressive. Fiat relaunched its 500e in 2020 in Europe with a new platform and more than doubled its range to 199 miles on the European testing cycle. Seeing the diminutive 500e’s success across the pond, Fiat’s hopes were high for the car’s American rebirth.

“We realized we had magic in a very small package,” Fiat North America Aamir Ahmed says. “When we’re talking electrification, many [cars] lose their character. And now we take an electric battery and power this car that’s filled with charisma.”

This is a very different message than the one offered by Fiat maestro and chief executive Sergio Macchione a decade ago. Frustrated by federal and state mandates that encourage automakers to build EVs, Marchionne rebelled against the status quo.

“I hope you don’t buy it because every time I sell one it costs me $14,000,” he told the audience at the Brookings Institution in 2014. “I’m honest enough to tell you that.”

Today’s 500e is primed for the current EV appetites, and it’s designed to be a city car for those who drive the average (according to AAA) 30 miles a day. At that rate, one could go nearly a week between charges, and as charging infrastructure ramps up, it could be as easy as charging up at the coffee shop. With 85 kW of DC fast charging capability, the 500e can go from 10 percent to 80 percent in 35 minutes, Fiat says.

Fresh engineering and Andrea Bocelli-influenced acoustics

Chief engineer Paolo Gribaldi has been working on the 500e for the last two years, and he says the time frame was the most challenging piece of this project; it had to be finished in 22 months. The 500e (cinquecento, in Italian) was designed on a purpose-built platform, the first created for EVs. It’s fitted with the same power source as its older cousin in Europe, a 42 kilowatt-hour nickel manganese cobalt battery. 

Sporting 17-inch wheels and lower-profile tires, the previous model’s 15-inch wheels look way too small when compared side by side. Slide behind the wheel, and there is no need for a “start” button. It starts up when it detects the key fob, much like Volkswagen’s ID.4. The flush door handles are lifted from its sibling company Maserati, also owned by Stellantis, which helps with both aerodynamics and economies of scale. Other enhancements are under the surface.

“The suspension uses a wider track than the previous generation to fit the larger battery,” Garibaldi explains. “Then there were improvements to the brake system.” 

Also cribbed from the European version is the set of drive modes, which Fiat calls Normal, Range, and Sherpa. Normal mode offers low regenerative braking and a driving experience that feels “normal” to those used to combustion-engine vehicles. Range mode tweaks the regen for typical-EV one-pedal driving, slowing the car to a stop when lifting your foot from the accelerator. Lastly, Sherpa mode optimizes range by reducing power from 117 horsepower to 90 horsepower and turning off the heating and cooling system. Equivalent to what others call “Eco” mode, the maximum speed is set to about 50 miles per hour, which is fine for urban driving. 

I tried it in each mode, and I can say that driving in Miami (or anywhere it’s warm, really) in Sherpa mode is not pleasant with the air conditioning off. Opening the windows is an option, but then you’re altering the aerodynamics and thus, range. I can see how it could be helpful if you’re limping home or into a charging station and need to stretch the miles as far as possible. Most gas-powered car fans will appreciate the seamless transition to EV in Normal range, which feels familiar, and Range mode is handy in stop-and-go traffic. 

Fiat isn’t above having a little fun with its new EV, and it tapped one of the most famous Italian musicians–tenor Andrea Bocelli–to create concert hall-level sound inside its “Inspired by Music” limited edition model. Once the car reaches 20 miles per hour for the first time after starting up, the 500e’s pedestrian alert “sings” a tune called “The Sound of 500” composed by Flavio Ibba and Marco Gualdi. It’s just another way to communicate its unmistakable Italianness to passersby. 

This car is iconic and fun to drive, and it fits perfectly into a city environment. It’s not perfect, nor is any car, but it’s worth a look for those seeking a compact, adorable EV with the ability to park just about anywhere. And it doesn’t hurt that it includes Maserati parts, either: a city car with big aspirations. 

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NASA’s Science Mission Directorate Heliophysics Division studies the nature of the sun and everything it touches. That includes the Earth, the atmosphere, and the magnetosphere, which is basically the planet’s force field against solar wind and radiation. As the United States amps up to a fever pitch due to today’s total solar eclipse, NASA is ground zero for the most interesting studies and history about this natural phenomenon.

Today the sun is more of a rock star than usual, with “eclipse parties” in full swing, and roadside stands selling commemorative t-shirts and cardboard viewing glasses are popping up all along the path of totality. Dr. Kelly Korreck, a heliophysicist and NASA’s eclipse lead, gave us the background on this captivating astro-event and offered tips on the best viewing areas.

We asked Dr. Korreck if watching the eclipse from a convertible (specifically, a tech-focused Audi S5 Cabriolet) would be a good idea, and she said it would be very appropriate. After all, besides safety glasses and a clear view of the sky, the only other thing you need is a great place to sit and lean your head back. 

As we waited for the clouds to clear from the sky, our photography team was a bit nervous. We got glimpses of the eclipse as the moon cast its great shadow, but would it clear? We’d soon find out.

Spoiler: It was amazing. Video: Audi

An eclipse ushers in boatloads of scientific data points

If the moon’s shadow doesn’t excite you, consider this: Albert Einstein published his theory of general relativity in 1915, but it wasn’t proven until the total solar eclipse of 1919 when Sir Arthur Eddington and his team measured the influence of the sun’s gravity on starlight.

Dr. Korreck has been fascinated by the biggest star in our universe–the sun, of course–since long before she earned her doctorate on the subject. Scientists have long used solar eclipses to make scientific discoveries, she says. Eclipses led us to the first detection of helium, for instance, and this one will continue to give scientists the opportunity to study the sun’s effect on the ionosphere. Disturbances in the ionospheric layer can cause blips in our GPS navigation systems and communications, especially radio waves.  

To that end, we tested the Audi S5’s unique Bluetooth-connected seatbelt microphones, which enable clear conversations even with the top down. Three thumbtack-sized microphones are built into the outward-facing side of the seatbelt, which makes talking to someone like a brilliant NASA heliophysicist even more interesting. We also kept an eye on the S5’s GPS system, which didn’t flinch. 

Eclipses happen about every 18 months somewhere in the world, but only in the same place every 400 to 1000 years, Dr. Korreck told us. In fact, the last total solar eclipse in Austin, Texas was more than 600 years ago, in 1397. Austin didn’t even exist back then. And the next one won’t be until 2343, long after we’re all gone. 

“Any specific town or city normally only gets an eclipse between every 400 and 1,000 years,” Dr. Korreck says. “So it’s very rare to [see one] in a specific location, but somewhere on Earth is getting this special dance, this special alignment of the planets.” 

The reason this particular total eclipse is so unusual is because it’s occurring during the period of “solar maximum,” when the sun is most active. There’s even a chance to see “streamers,” which NASA says will look like bright, pink curls or loops emanating from the sun. Heliophysicists (and the entire scientific community) are excited about this eclipse, because of the length and the intensity of the sun’s magnetic field in this period of time. 

“We’re at four and a half minutes for this eclipse,” Dr. Korreck says. “It was only two and a half minutes maximum in 2017, but it’ll be six-ish minutes in 2045. So we have more to look forward to in 20 years.” 

It’s more than just a visual event

When the moon stands between the sun and the Earth, the temperature outside can drop quickly – up to 10 degrees. I turned on the heated headrest, which blows warm air onto my neck; a welcome feature when you’re chilly. In Texas, it’s hot more often than it’s cold, so typically I’d use the cool setting to whisper cooling air instead. During an eclipse, the shroud of shadow blocking the sun erases heat quickly. So the sky goes dark, the temperature falls, and there’s even a measurable sound component. 

“We mapped the bright light of the sun to a flute sound,” Harvard astronomer Allyson Bieryla told CNN on Friday. “Then it goes to a midrange, which is a clarinet, and then during totality, it kind of goes down to a low clicking sound, and that clicking even slows down during totality.”

That doesn’t even count the chirps, croaks, whines, and other sounds of the animal and insect kingdom as they process the odd turn of light during the event. 

“I think in general, an eclipse is such a full body experience,” Dr. Korreck says. “It gets colder, the light changes, the shadow gets a bit sharper. It’s a way to really experience a celestial event more than just a visual. Take some time to really enjoy it and take advantage of the special alignment that we have.” 

As the moment of totality approached, nearby horses brayed and dogs barked, as if it were truly twilight. And then it happened: The clouds parted and the sky grew dark, the animals quieted, and a stillness blanketed the landscape. We could see solar flares peeking from behind the corona, and Venus appeared below the sun. Outside of the S5 Cabriolet, the car’s headlights and taillights cast a signature pattern. For a couple of minutes, time stood still, and then daylight crept in again. It’s something I’ll never forget.

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Do you ever use your cellphone while driving? Don’t feel too guilty about saying yes–nearly 60% of drivers admit to using their phone in hands-free mode while driving.

But don’t become complacent either. Using your cellphone in hands-free mode while driving is not a perfectly safe activity, despite the impression you might be getting from laws, marketing messages and the behavior of people around you.

Fatal crashes caused by driver distraction have not gone down significantly over time: Distraction caused 14% of fatal crashes in 2017 and 13% of fatal crashes in 2021. Given that these numbers are calculated based on police-reported crashes, many experts believe the actual number of crashes caused by driver distraction is much higher. For example, real-world crash data from teens indicates that 58% of their crashes are due to driver distraction.

I am a human factors engineer who studies how drivers interact with technology. I see a gap between what people are told and what people should do when it comes to using your cellphone behind the wheel.

Hands-free calling

Most U.S. states ban hand-held cellphone use while driving but allow hands-free devices. However, hands-free devices are still distracting. Talking on a hands-free phone and driving is multitasking, and humans are not good at doing two cognitively demanding tasks at the same time.

For example, having a phone conversation in hands-free mode while driving causes you to stop looking out for hazards on the road and gets you into more close calls where you slam on the brakes than if you were not on the phone.

[ Related: Too many screens? Why car safety experts want to bring back buttons ]

These detrimental effects last even after you end your call. There is a hangover effect: You can remain mentally distracted nearly 27 seconds after you finish using your cellphone. At 65 miles per hour, you’ve traveled nearly half a mile in 27 seconds.

Third-party apps

Third-party apps that connect your smartphone to your car’s interface, such ass Apple CarPlay and Android Auto, encourage you to use your phone in hands-free mode while driving. You can control things like music, navigation, text messaging and phone calls using voice commands and the car’s interface. IPhone users can connect their phones to more than 800 car models and Android phone users more than 500 models.

But is using these third-party apps while driving safe? Fifty-three percent of people say that if carmakers put the technology in vehicles, they must be safe. Though these third-party apps make cellphone use hands-free, they unintentionally cause you to look away from the road for dangerous amounts of time and they slow your reaction time.

Law-enforcement officers would like to remind you that distracted driving is a threat to the people around you, not just yourself.

Driving automation and distraction

Recent advances in technology have made driving a safer activity. Systems such as Cadillac Super Cruise and Tesla Autopilot control your steering and acceleration in limited situations, but they don’t mean you can text at will. Though it’s often lost in the marketing and enthusiasm for the systems, you are still required to pay attention to the road when you’re using them.

Research has shown that drivers using Level 2 automation, which combines adaptive cruise control with lane centering, are more likely to take their eyes off the road. Research also shows that watching a video or doing anything distracting while using these systems is unsafe–you stop looking at the road, and when you need to respond, it takes more time.

Some systems work to keep you focused on driving by monitoring your eye or head position to make sure you’re looking straight ahead. If your eyes are off the road for more than a few seconds, the systems alert you to bring your attention back to driving. This makes it difficult to get distracted by your phone.

Distracted driving awareness

April is Distracted Driving Awareness Month. Distracted driving–in hands-free mode, using a third-party app or when using driving automation–still claims thousands of lives each year in the U.S. Despite continual advances in vehicle technology, cellphone use while driving is likely to remain a challenging problem for the foreseeable future.

To discourage distracted driving, it’s important to look back to see what’s worked in the past to keep roads safe. Modifying the culture around distracted driving as well as comprehensive education, training and media campaigns, similar to “Click It or Ticket” to encourage seat belt use, are good examples of what works. To that end, on April 1, 2024, the National Highway Traffic Safety Administration launched the “Put the Phone Away or Pay” campaign to discourage distracted driving.

And for all of those who drive with children in the car, be sure to model safe behavior–they are watching and learning from you.

Shannon Roberts receives funding from the Massachusetts Department of Transportation, National Science Foundation, Sloan Foundation, Toyota Collaborative Safety Research Center, and US Department of Transportation. She has received funding from GM in past years.

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NASA has announced three finalists to pitch them their best moon car ideas by this time next year to use on upcoming Artemis lunar missions. During a press conference yesterday afternoon, the agency confirmed Intuitive Machines, Lunar Outpost, and Venturi Astrolab will all spend the next 12 months developing their Lunar Terrain Vehicle (LTV) concepts as part of the “feasibility task order.”

According to Vanessa Wyche, director of NASA’s Johnson Space Center in Houston, the final LTV will “greatly increase our astronauts’ ability to explore and conduct science on the lunar surface while also serving as a science platform between crewed missions.”

While neither Lunar Outpost nor Venturi Astrolab have been on the moon yet, they are planning uncrewed rover missions within the next couple years. In February, Intuitive Machines became the first privately funded company to successfully land on the lunar surface with its NASA-backed Odysseus spacecraft. Although “Odie” officially returned the US to the moon after an over-50 year hiatus, touchdown complications resulted in the craft landing on its side, severely limiting the extent of its mission.

[Related: NASA’s quirky new lunar rover will be the first to cruise the moon’s south pole.]

The last time astronauts zipped around on a moon buggy was back in 1971 during NASA’s Apollo 15 mission. The new LTV, like its Apollo predecessor, will only accommodate two people in an unpressurized cockpit—i.e. exposed to the harsh moon environment.

Once deployed, however, the LTV will differ from the Lunar Roving Vehicle in a few key aspects—most notably, it won’t always need someone at the steering wheel. While astronauts will pilot the LTV during their expeditions, the vehicle will be specifically designed for remote control once the Artemis crew is back home on Earth. In its initial May 2023 proposal call, the agency explained its LRV capabilities will be “similar to NASA’s Curiosity and Perseverance Mars rovers.” When NASA isn’t renting the LTV, the winning company will also be free to contract it out to private ventures in the meantime.

But while a promising lunar rover design is great to see on paper, companies will need to demonstrate their vehicle’s capabilities before NASA makes its final selection—and not just on some desert driving course here on Earth.

After reviewing the three proposals, NASA will issue a second task order to at least one of the finalists, requesting to see their prototype in action on the moon. That means the company (or companies) will need to plan and execute an independent lunar mission, deliver a working vehicle to the moon, and “validate its performance and safety.” Only once that little hurdle is cleared does NASA plan to greenlight one of the company’s rovers.

If everything goes smoothly, NASA’s Artemis V astronauts will use the winning LTV when they arrive near the moon’s south pole in 2030.

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Cars, especially fast cars, represent an experience that touches all the senses except taste (because biting down on metal is ill-advised). Every vehicle has a sound–even EVs–that identifies the type of powertrain propelling it. Once you’ve heard a Toyota hybrid system, it’s hard to mistake that sonorous tone for anything else. Honda hybrids have a similar sound but with their own inflection, like a Georgia native’s accent versus someone else’s twang in Texas.   

A supercharger has its own specific whine, especially inside muscle cars like a Dodge Challenger Hellcat. Hearing a Hellcat go by may send chills up your spine (as it does mine) as your brain recognizes the 717 to 800-plus horsepower at the ready. The noise itself isn’t the main attraction, though. Power is the big reason automakers use superchargers from the factory, and it’s the same goal for wrenchers who want to boost their engines’ capacity for horsepower.

Superchargers, like turbochargers, are air compressors that feed oxygen to the engine. As part of the intake stroke, a supercharger pulls and squeezes air into the engine to create that beastly whine. Mobil oil explains the differences between turbocharging and supercharging as such: “Turbochargers use the vehicle’s exhaust gas; two fans–a turbine fan and a compressor fan–rotate from exhaust gas. Conversely, superchargers are powered directly by the engine; a belt pulley drives gears that cause a compressor fan to rotate.”

To really blow your mind, know that a car can be turbocharged and supercharged at the same time. These twin-charged vehicles are rare, but they’re out there.

Supercharger types

Superchargers were invented back in the late 1800s; prolific German inventor Gottlieb Daimler received a patent for supercharging an internal combustion engine in 1885. Today, there are basically three types of superchargers: roots, twin-screw, and centrifugal.

The roots version, which uses two rotors to push high-volume air into the motor then compressed into the manifold, is the kind you might see poking out of a hood at a hot rod show. Twin-screw is an evolution of the Roots brothers’ design, using specific rotor shapes to compress air as the rotors turn. And centrifugal superchargers look like their turbocharger cousins, employing a compact, round shape. A centrifugal supercharger uses natural centrifugal energy (which moves away from the center) to force additional oxygen into an engine, increasing airflow to burn more fuel. As a result, the engine can crank out more power.

“Centrifugal superchargers by design tend to be more efficient than more conventional roots style superchargers,” Specialty Equipment Market Association (SEMA) Chairman Kyle Fickler told PopSci. As a family of drag-racing champions, Fickler, his daughter Danika, and his wife Debra are bona-fide speed and power experts. 

Fickler also works with ProCharger, which manufactures superchargers. The company advertises a 215-horsepower gain for a 6.4-liter engine with one of its centrifugal superchargers, or a 160-horsepower boost when working with a 5.7-liter Hemi. In essence, what the company is selling is the option to transform a lower-trim Dodge Challenger into a Hellcat for a lower price. A Challenger SRT Hellcat sticker price might top $80,000, so it’s cheaper to add a supercharger to a lower-priced model for about $7,000. For those comfortable tinkering with their engine setup, it may sound like a no brainer.

Not just for muscle cars

Sure, superchargers can boost speed, but that’s not their only function. A supercharger is a cost-effective and smart way to add power to a truck to improve towing and hauling capability as well. 

Ford figured that out with its F-150 Raptor R, which boasts a 5.2-liter supercharged V8 engine delivering 700 horsepower and 640 lb.-ft. of torque. It’s quick from the start, and it can also catch air while bolstered by high-end Fox shocks. The brand says it recalibrated the Raptor R’s supercharger, installing a new pulley to increase torque delivery at the low-end and mid-range and increase off-road power. It also augments the truck’s towing power up to 8,200 pounds. 

Boosting power isn’t out of the question for sedans, either, but they’re going electric. Genesis uses a 48-volt mild-hybrid paired with an electric supercharger in its sleek G90 sedan, as does Audi’s S7. In these cases, the supercharger allows the twin turbos to build turbo boost pressure, eliminating that pesky turbo lag that can delay acceleration. 

Whether you’re starting with a factory-installed supercharged engine or an aftermarket add-on, these compressors contribute a lot more than hot air. And the delicious sound of a whining supercharger is a bonus. 

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Solar cars exist. The best place to see them is the World Solar Challenge, a race that’s held every two years in Australia. Competitors have to drive about 1,870 miles (3,000 kilometers), from Darwin on the country’s north coast to Adelaide on its south coast, using only energy from the Sun.

Many cars that compete in this race look more like amusement park rides or science fiction vehicles than the cars you see on the road. That tells you something about why solar cars aren’t an option for everyday travel, at least not yet.

Collecting enough sunlight

While a lot of sunlight falls on Earth during the day, the light becomes scattered as it travels through the atmosphere, so the amount that hits any given surface is fairly low. Averaged out over a full year to remove the effects of different seasons, it’s about 342 watts per square meter, an area equivalent to about 10 square feet. That’s approximately enough power to run a standard refrigerator.

Car sizes vary a lot, but a full-size car in the U.S. is about 18 feet long and 6 feet wide, so it has about 100 to 110 square feet (9 to 10 square meters) of horizontal surface. That would collect roughly 3,420 watts–enough to run a refrigerator, a dishwasher and a microwave oven.

Large solar farms that send electricity to cities and towns compensate for the fact that sunlight is spread across such a large area by putting up millions of solar panels across thousands of acres. Some, mainly in desert areas, use fields of mirrors to concentrate the Sun’s energy. But a standard car doesn’t have enough surface area to collect a lot of solar energy.

Turning sunlight to energy

Another issue is that today’s solar panels aren’t very efficient at converting sunlight into electricity. Typically, their efficiency is around 20%, which means they convert about one-fifth of the solar energy that reaches them into electric current.

This means that 3,420 watts of solar power falling on an average car covered with solar panels would yield only about 684 watts that the car could use. In comparison, it takes about 20,000 watts for an electric vehicle to drive at 60 miles per hour (100 kilometers per hour).

Vehicles that compete in the World Solar Challenge tend to be large and have designs that maximize their horizontal surface area. This helps them collect as much sunlight as possible. As a concept vehicle, that’s fine, but most models don’t have many windows, or space for anything except a driver.

Highlights from the 2023 World Solar Challenge show that solar cars are designed very differently from conventional models.

When the Sun doesn’t shine

Yet another challenge is that geographic locations, daylight hours and weather conditions all affect how much solar energy can be generated.

The Earth is tilted on its axis, so not all areas receive equal amounts of sunlight at any given time. When the Northern Hemisphere tilts toward the Sun, the upper part of the globe gets more Sun exposure and observes spring and summer, while the Southern Hemisphere is colder and darker. When the southern half of the planet tilts toward the Sun, areas on Earth’s southern half get more Sun and the upper half gets less.

Areas near the equator get consistent sunlight year-round, so zones closer to it–such as Southern California or the Sahara desert–have more intense solar power than places closer to Earth’s poles, such as Alaska.

Solar cars would also struggle to collect enough sunlight on overcast or rainy days. Even big utilities with huge solar farms have to plan for times when the Sun doesn’t shine.

And drivers need their cars to operate at night. In order for a solar car to run after dark, it would need to use extra energy that it collected during the day and stored in a battery. Solar panels and batteries increase the weight of the car, and heavier cars need more power to run.

Researchers are working to design solar cars that are more suitable for everyday use. For this to happen, designers will need to make solar panels more efficient at converting sunlight to energy and design solar panels that are more suitable for cars. It also will be critical to make solar systems for cars cheaper, so average buyers can afford them.

For now, the closest option to a solar car is an electric vehicle that’s charged at home or at a charging station. Depending on how that electricity is generated, some of the energy that flows into these cars is likely from solar panels, wind turbines, hydropower dams or other renewable sources. And that share will rise as states work to switch to clean energy over the next several decades. If you’re driving or riding in an electric car, you might be traveling on solar power right now.

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In 2022, BMW revealed an SUV with color-changing “paint” as a concept, and it created a lot of buzz. The German automaker took its knowledge of electronic ink and ramped it up a notch last month with the i5 Flow Nostokana, an art car wrapped in multicolored, electronically controlled panels.

Distinguished South African artist Esther Mahlangu inspired the i5 Flow Nostokana with her Ndbele designs, typically found in South African provinces Limpopo and Mpumalanga. More than three decades ago, Mahlangu painted her art directly on an all-white 525i, and BMW engineer Stella Clarke never forgot how it looked. It inspired Clarke to put together color-changing panels with Mahlangu’s art for one unforgettable vehicle. 

Cars that change color

Electronic ink offers more than just the whiz-bang of rippling color changes on a car. Sure, the possibility exists for drivers to choose the color of the car’s exterior. However, it can also be used to display information on the exterior of the car (think tire pressure or battery levels, for example) or even as a location aid. Imagine, for instance, you can’t find your car in a crowded parking lot. With an app, you could signal the car to flash so you can find it, a better option than flashing the headlamps alone, especially if you’re not within range.

BMW’s Stella Clarke played a critical role in bringing e-ink technology to the automaker, leading the application of e-ink panels to an all-electric iX crossover. About a year ago, Clarke attached some e-ink panels to the outside of a car to showcase the technology internally, and BMW executives were “seriously excited,” she says. There were challenges to overcome, including making the inflexible e-ink-carrying polyethylene terephthalate (PET, as in plastic bottles) sheets wrap around complex curves.

The result was a special project called iX Flow, which was unveiled at the massive Consumer Electronics Show in 2022. Shimmering in white and black, the iX Flow showed how the exterior could change with the touch of a button. It’s easy to imagine the iX Flow in a sci-fi action movie, evading the bad guys by flipping the color.

1,349 e-ink panels, all with color-changing capabilities

Clarke studied mechatronics at the University of New South Wales, then went to Pennsylvania State University on a scholarship. She followed with a research doctorate (Telecontrol of Robots with Haptic Input Devices) at the Technical University of Munich. As reported by Australian Financial Review magazine, Clarke pulled apart her Kindle e-reader one day, and started to wonder if the same technology–e-ink–could be used in a car’s interior.

She received a grant from BMW to find out.

The first thing she noticed was that e-readers (like a Kindle) are rectangular, as are the e-ink panels. Adhering and shaping 1,349 sections of film to the curved surface of a car was challenging, Clarke says, requiring “origami” and laser cutting for a form fit. They don’t stretch, and they’re not malleable.

“It took us a long time to figure out how to get them flexible and [fastened] on the car,” she remembers.

Taiwan-based company E Ink, which provides the technology for its ePaper film, brings together the chemistry, physics, and electronics together using a process called electrophoresis. Each piece of electrophoretic film contains several million microcapsules that are the diameter of a human hair. Each capsule contains differently charged white, black, or colored particles that become visible when an electric field is applied. It’s like color-changing paper, Clarke says.

Each panel needs an electrical signal from a controller, which sends out the voltages that will lead to a certain color. The nice thing about the film panels is that they are bistable, Clarke explains; they require only about 20 watts, and don’t need additional energy to hold a color once the voltage is applied. 

BMW in-house makers 

Currently, all of the controllers that send the signals to the e-ink panels are built in-house by BMW, all custom work.

“We are a group of makers,” Clarke says. “It’s a dream. It’s such a cool project.”

The engineer can see color-changing cars going mainstream; the benefit of bistability is enough to warrant it going further, she says. And the team has learned a lot since the first e-ink project, which Clarke describes as “very much prototype-y.” Previously, they spent their time creating with less planning. For this 2024 project, Clarke estimates they allocated three full-time engineers who planned and discussed how to make it for about four months, and then spent two months putting it all together. 

It has been a revelation for Clarke, who is an engineer at heart and saw the intersection of engineering and art to create something unique and beautiful. Getting a major automaker to buy into a project that would eat up the time of its engineers could have been a tough sell, but Clarke saw the potential. 

“Getting innovation through is not always easy, and it’s often met with skepticism,” Clarke emphasized. “Don’t give up on your ideas.”

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A quick way to sum up the $350,000 Bentley Continental GT coupe is that it’s perception-warping. Sticker shock aside, it’s strange rolling around in something so big, luxurious, and supple, yet also has the ability to rip through a twisty road as capably as a sports car half its size. The Conti’s level of athleticism is not something you’d expect in something that weighs more than 5,000 lbs.

And yet, the warping doesn’t stop there. The new car market has made advanced driver assistance—like lane-keep assist and blind-spot monitoring—a commonplace for a few years. But recently, I experienced a whole other form of driver assistance offered in the Bentley Continental GT that I never had before: thermal imaging. And I found it truly fascinating. 

This technology paints what we see in an entirely different light, and was fun to test while cruising around the streets of Los Angeles in peak opulence. Here’s how the British automaker’s thermal imaging system works, what it’s like to use, and how it could affect our concept of safety (for better or for worse).

Night Vision: A fitting proper noun

Bentley calls its thermal imaging system Night Vision, which is fitting since thermal imaging is common in some forms of conventional night vision systems. Fun coincidence: Bentley calls my test car’s silver color Moonbeam.

Thermal imaging is, simply put, a camera with sensors that pick up infrared light, or heat, from the electromagnetic spectrum and turn it into an image. On the flipside, conventional cameras and the human eye create images from visible light. It’s not entirely new, and has been in high-end luxury cars, but this was my first thorough interaction with the technology.

The image broadcasted on Bentley’s 12.3-inch instrument cluster is monochromatic—sorry, no room for Predator references here. The brighter the white light, the hotter it is. The camera is mounted behind the front grille and presents a 24-degree view of what’s ahead, all the way to 300 meters (984 feet), which is over a city block. The Conti isn’t the only Volkswagen Auto Group product with thermal imaging–it’s also offered on other Bentleys, high-end Audis, and the Lamborghini Urus SUV. 

Since it’s thermal imaging, it doesn’t have to be nighttime to see what the camera’s picking up, and also goes a step further by highlighting pedestrians and cyclists that pass through its field of view. Though, the system didn’t pick up someone who wheeled past on a hoverboard scooter—which is either due to lacking a software update, or sharing its own opinion of such contraptions.

Wow, that’s a hot wall over there

As far as how it changed my perception, Night Vision did a number on the way I took in the world around me. It was cool to be behind a car with lots of bright light beneath it—indicating a hot exhaust system—but then change lanes and sit behind a Tesla that had barely any heat signature underneath it at all. Then, no matter the vehicle, it was cool to see traction at work in the form of brightly painted tires. It brought a new form of entertainment to sitting in excruciating traffic on California’s 110 freeway.

Another night, while on some local streets, I became fascinated with the most random things’ heat signatures. Different types of cars, houses, walls: It was a whole new world. While sitting at a stoplight in the neighborhood of Silver Lake, I said out loud, by myself, “Wow, that’s a hot wall over there.” The wall’s heat signature was significantly more pronounced than any other around it, possibly due to its color and the fact that it was facing west. Never thought I’d ever utter such a peculiar statement.

Then, while on a dark, desolate street in Beverly Hills where street lights were few and far between, the Bentley’s system highlighted a jogger far down the way who was nearly invisible to the naked eye, even with headlights illuminating the path ahead. Cool stuff for sure.

Truly helpful?

Despite my wonderment, I can’t help but wonder whether thermal imaging is truly helpful. There’s already a lot of tech in new cars that steals our gaze away from what lies ahead, like tapping screens to navigate through increasingly expansive infotainment systems. And because thermal imaging is so fascinating to use, you can’t help but look at it a bit longer than a quick glimpse to check your speed.

Still, it did come in handy: The fact that it highlights pedestrians and cyclists—which could be a quick glance down as opposed to a long stare—definitely makes up for its ability to be a gaze-stealer. And for anyone who parks one in their garage, the neatness would probably wear off after a while anyway. Even if they too happen to have a new-found curiosity for figuring out the reason behind random walls’ heat signatures.

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The United States’ most populous city could soon have scores of autonomous vehicles (AVs) jockeying their way through bustling streets but they will have to do so with a human sitting behind the wheel. After years of relatively subdued AV testing, New York City this week announced new safety requirements and permitting guidelines for companies looking to test their self-driving cars on public roads. NYC’s new guidelines signal a push toward more AV testing and, eventually, deployment while simultaneously putting in place various guardrails to try and avoid replicating recent missteps in other cities. 

How will AV testing work in the Big Apple?

AV companies approved for testing in New York will need to have a safety driver behind the wheel ready to take over at all times. This approach notably differs from cities like Phoenix, which have already let Alphabet-owned Waymo to test “rider only” trips on city streets. The NYC permit documentation does not mention any specific autonomous vehicle makers by name, but says only companies with past testing in other cities would be considered. Safety drivers will be required to have a driver’s license, complete background checks, prove they have adequate training in the vehicles they are testing, and take frequent breaks to avoid distraction or fatigue. 

Companies looking to test in the city will have to comply with all local traffic laws and pay any traffic or parking tickets the vehicle may incur. Permits will last for one year with the option for renewal at the end of the test period. Any company applying for a permit will also need to provide proof of at least $5 million in car insurance for any autonomous vehicles testing on NYC highways, as well as a $3 million in personal liability insurance. New York’s Department of Transportation, in a statement, says it will work with AV applicants to ensure testing “does not unduly impede traffic flow, pedestrian and cyclist movement, transit service, or emergency response.”

“We are doing our due diligence to get ahead of the AV revolution, and ensure that if AVs are coming, they do so within a framework that benefits New Yorkers, and creates training and good, upwardly mobile jobs in the autonomous industry,” NYC Deputy Mayor for Operation Meera Joshi said in a statement. “It’s been the story for too long that government can’t keep up with private enterprise. No longer.”

NYC Mayor Eric Adams, who made adoption of AI technology a priority during his administration, echoed that sense of inevitability. 

“This technology is coming whether we like it or not, so we’re going to make sure that we get it right,” Adams said in a statement. “If we do, our streets can be safer, and our air could be cleaner.” 

The new permitting process marks a pivot point for NYC. Up until now, AV testing hadn’t gained traction to the same degree as other large US cities like San Francisco and Phoenix. General Motors backed Cruise planned to test its vehicles in the city’s back in 2017 but eventually backtracked. Waymo, on the other hand, begun some testing in the city but has reportedly focused primarily on areas of upstate New York. 

Driverless vehicles will still have to overcome numerous roadblock for adoption in NYC 

Companies looking to commercialize AVs in NYC still face an uphill battle even with the city’s renewed interest in testing. New York’s mix of pedestrian-filled streets, unpredictable vehicle traffic, and sensor disrupting bright lights make it one of the most challenging environments for AVs to navigate successfully. Driverless vehicles have made notable improvements on highways but their effectiveness degrades as they enter more complex, densely populated urban areas. NYC’s DOT itself called the city the “country’s most challenging urban environment.”

Aside from technical challenges, AVs may also face pushback from labor groups and local drivers. The Teamsters previously spoke out against Waymo’s efforts to expand AV testing in the state, calling the technology a “direct threat to public safety.” Two organizations representing New York taxi-cab drivers previously called for legislation banning driverless cars outright in the city. Two third of drivers, recently surveyed by AAA Western and Central New York, meanwhile, said they were afraid of driverless vehicles. 

“There has been an increase in consumer fear over the past few years,” AAA Director of Automotive Engineering Research Greg Brannon said in a statement. “Given the numerous and well-publicized incidents involving current vehicle technologies–it’s not surprising that people are apprehensive about their safety.”

Still, supporters of the push for more autonomous vehicles like mayor Adams believe the technology could one day improve safety by cutting back on human error-induced accidents. Supporters hope large scale autonomous vehicle rollout, when paired with improved mass transit, could also potentially cut down on traffic. Electric powered AV robotaxis could also theoretically lead to less emissions than internal combustion alternatives, especially if they are used to transport more than one person at a time.

New York’s new AV approach comes amidst a thawing interest in driverless vehicles nationally. Multiple crashes and missteps by Cruise in California last year resulted in the company losing its ability to operate in the state. Local officials in Austin, once an early adopter in AV’s testing, are now questioning the safety of driverless cars. High profile accidents involving AVs are appearing to impact public perceptions of the vehicles. A study of US drivers conducted in 2023 by J.D. Power found driver trust in self-driving vehicles declined for the second year in a row.

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The 2024 Maserati Grecale Folgore is the fulfillment of a pledge. When the luxury vehicle manufacturer introduced the Grecale crossover SUV two years ago, it promised a battery-electric version in the future.

The Grecale Folgore was worth the wait. No gas-powered model can match the silence and smoothness of the Grecale Folgore. The effortless power is delivered by its front and rear, which each contribute 279 horsepower for a total of 558 horsepower. 

This vaults the Folgore (Maserati applies this label to the EV versions of its cars) to 62 mph (100 kph) in 4.1 seconds, despite the car’s 5,456-lb. curb weight. Top speed is rated at 138 mph, which is obviously plenty, even if it doesn’t live up to Maserati’s legendary speed capability. Blame ‘70s rocker Joe Walsh for his “My Maserati does 185, I lost my license, now I don’t drive” lyric for the inflated expectations.

A need for (charging) speed

But the Grecale is speedy in a specification that is more relevant in the age of electric cars: charging. Its DC fast-charging speed is a conventional 150 kilowatts, which is supported by many public charging stations. This will bring the car’s 105-kW 400-volt battery pack from a 20 percent state of charge to 80 percent in less than 30 minutes.

The unexpected part is that the Grecale Folgore’s on-board charger–the one that handles AC current from your home wall box or from Level 2 AC public charging stations–can handle 22 kW, which is double the current level that most EVs top out at.

My own ChargePoint home charging station tops out at 9.6 kW. But Maserati will provide Grecale owners with a 22-kW box for their homes to support the vehicle. Users will need the box to deliver that much power from their home’s electrical system, which may require extra work by electricians. It will be worth the extra effort, as it should top off the battery in less than five hours–instead of the more typical nine hours. When you charge overnight, the difference won’t matter. But for mid-day top-offs between errands or carpool runs, it can ensure the Grecale preserves its driving range.

Maserati says that the SUV will go 310 miles on a charge. During a test drive in southern Italy, my test car’s computer predicted a driving range of 290 miles with a 96 percent charge, which is slightly less than the company’s rating. But the cool morning air can reduce range estimates as the car heats the cabin.

Testing different drive modes

That drive also revealed the Grecale to be comfortable and nimble, with lively, accurate steering and handling. This is a contrast to the Rivian R1S with its relentlessly harsh ride, even though the Maserati rolled on 21-inch wheels, nearly as large as the Rivian’s 22s. Large wheels contribute to a harsh ride because their low-profile tires have less rubber sidewall between the wheel and the road surface to absorb bumps.

Computer-controlled air suspension, which is optional on combustion-powered Grecales, is standard on the Folgore to help provide expected levels of ride and handling despite the mass of the battery pack weighing the car down. The suspension is controlled by Maserati’s Chassis Domain Control Module (CDCM), just like the one in Maserati’s MC20 super sports car. Maserati says that the system operates predictively, rather than reactively, to control movement in the vertical, longitudinal, and lateral axes.

That suspension bolts to a frame that is made of three large-scale aluminum castings rather than stamped sheets of steel. Tesla has pioneered this manufacturing approach, which eliminates hundreds of parts that must be connected together and replaces them with a handful of castings. The technique simplifies assembly and provides a rigid platform for the suspension (but we have yet to learn the implications for crash repairs in case of an accident).

The Grecale Folgore offers multiple selectable driving modes: Max Range, GT, Sport, and Off-Road. The Off-Road mode raises the vehicle on its suspension for added ground clearance. Maserati wisely skipped providing an off-road course for testing, which makes sense given that the car’s buyers can’t really be considering taking it off-roading with any regularity.

Instead, I focused on the on-road driving dynamics. I found that the Max Range, GT, and Sport modes each have different feelings, as they increasingly speed up the power delivery. That means the accelerator pedal gets touchier as you work up the range. Correspondingly, while holding the pedal still, you can see the Grecale’s energy consumption increase significantly when switching from Max Range to GT and then to Sport.

Unlike some vehicle accelerator pedals that seem to go limp and become unresponsive in the maximum range mode, the Grecale still drives like a Maserati, even in that least-sporty setting. 

Inside the recycled interior

The Grecale Folgore retains the steering wheel-mounted shift paddles of the combustion-powered models, but repurposes those paddles to let the driver adjust the levels of brake regeneration. Maserati’s engineers have done a good job calibrating the regeneration so that it feels natural and the switch-over to the friction brakes as the vehicle comes to a stop is not discernible.

The 12.3-inch center-mounted infotainment display supports wireless Apple CarPlay and Android Auto, and there’s a wireless charging pad at the base of the dashboard. The virtual analog clock in the circular display at the top of the dashboard switches briefly to show a lightning bolt to confirm that your phone is charging.

In keeping with its green perspective, the Grecale Folgore uses recycled nylon for its upholstery. This fabric is Aquafil’s ECONYL, which is made using nylon recovered from recycled carpeting and fishing nets. Compared to other recycled plastics, nylon has the advantage of being able to be chemically recycled instead of mechanically recycled. 

This means that the recycled material is indistinguishable from nylon made from petroleum, according to Aquafil sustainability communications practitioner Martina Santoni. Because of this trait, nylon can be recycled repeatedly, in true circular economy fashion, she says. “Circularity is the only solution possible in every sector,” Santoni insists.

While the Folgore’s aims are green, the electric model’s signature color is a coppery matte hue called Rame Folgore, which is meant to evoke the copper used in the EV’s wiring. It has the appeal of being unique and interesting.

The same could be said for the Grecale Folgore itself. Driving a Maserati might not be every EV buyer’s preference, but those who do choose it will appreciate its classically Italian style combined with a modern focus on efficiency.

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Just last year, Italian supercar builder Lamborghini launched its first plug-in hybrid. The Reveulto’s system combines a new V12 gas-powered engine and three electric motors for an impressive 1,001 horsepower and more than 800 pound-feet of torque, claiming the title of “most powerful plug-in hybrid on the market.”

Now the brand is taking its hybrid experience to the motorsport circuit with the SC63 hypercar, an electrified race car that harnesses the power of a 3.8-liter twin-turbo V8 and pairs it with a 50-kilowatt Bosch electric motor. Lamborghini is no stranger to the motorsport circuit, enjoying 15 years of success with its Huracan GT3 race car, but 2024 is the first time it is entering the FIA World Endurance Championship and International Motor Sports Association prototype categories.

Historically, founder Ferruccio Lamborghini thought racing was a waste of time and money; he believed he didn’t need motorsports to prove his cars’ worth. It’s a different game today, Lamborghini CEO Stephan Winkelmann told Car and Driver.

“The trends are changing, and there is a technical reason too,” Winklemann said. “We’re in the midst of transition from ICE to plug-in hybrid. Endurance racing gives us a chance to test materials.”

Plus, he said, seeing electrified systems in motorsports helps customers accustomed to V8 and V12 engines to accept electrified production cars.

A “cold V” and eight radiators

With the completion of the 12 Hours of Sebring Race earlier this month, the Raging Bull has added a big checkmark to its inaugural year of prototype racing. Aerodynamically focused and swoopy, the SC63 hints at its Lamborghini lineage but it doesn’t look like its road-going cars. Per racing rules, the car had to meet size requirements, but chief designer Mitja Borkert incorporated the brand’s unique Y-shaped taillights and an inlet inspired by the air intake of the legendary Countach model.

The V8 was developed specifically for racing by the Raging Bull with a “cold V” configuration, which means the turbos are mounted outside of the V shape of the block as opposed to the inside of the V, a hallmark of a “hot V” setup. This arrangement makes it easier for mechanics to access the turbos to service them, and it offers the additional benefit of facilitated cooling. By placing the turbos on the outside of the engine, the car has a lower mass and makes the most out of its center of gravity. Ultimately, that translates to optimal balance and consistent speed on the track both short and long term.

Managing thermal elements is key during the race, and the prototype features eight different radiators. That includes two intercoolers, which cool compressed air from the turbocharger before it enters the engine, along with radiators for the gearbox, the energy recovery system, energy storage system, and others. All in, the car was built for the worst-case heat scenarios (especially in hot, humid Florida) to be as thermally efficient as possible.

The drivers had a say, too. Lamborghini prototype driver Romain Grosjean has hybrid race experience in Formula 1 and consulted with the engineers to tune the LMDh system and the design of the steering wheel controls.   

The result: More work is needed, but it’s looking good

The SC63 didn’t win the race, but that wasn’t the goal for the supercar brand. Ultimately placing seventh, the Lamborghini race car finished intact, sharing data points and experience the brand will use for future races and even production cars.

“The [race car] is still very specific because it’s really super sophisticated,” Chief Technology Officer Rouven Mohr told Car and Driver. “But the newer damper technology, what we find today in a high-performance car, you have seen some years ago in the race cars: multi-way adjustability, friction optimization. This, by the way, is something that we learned also on the [race cars], to minimize every friction in your suspension. This is something that you can use for the street car, even if you are not carrying over the suspension itself.”

Grosjean says he is happy with the result, especially knowing that the Sebring 12 Hours is one of the toughest races out there due to the bumpy, uneven surface of the track. “It is a really positive step that we managed to finish the race and on the lead lap in P7,” Grosjean says. “There is still a lot that we need to work on, and I am excited for the future.”

Mohr shares his enthusiasm and agrees the brand can take its learnings from Sebring and apply them for improvements.

“I am delighted with the result of the #63; finishing seventh and on the same lap as the winner of the race is an incredible achievement,” Mohr says. “Of course, there are always things to do better, and we are aware that we need to close the gap to the front of the field, which is still quite far away at the moment.”

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The Biden administration has announced some of the biggest pollution regulations in US history. On Wednesday, the Environmental Protection Agency revealeded the finalization of new, enforceable standards meant to ensure electric and hybrid vehicles make up at least 56 percent of all passenger car and light truck sales by 2032.

To meet this goal, automotive manufacturers will face increasing tailpipe pollution limits over the next few years. This gradual shift essentially means over half of all car companies’ sales will need to be zero-emission models to meet the new federal benchmarks.

According to the EPA, this unprecedented industry transition could cut an estimated 7 billion tons of emissions over the next three decades. Regulators believe this will also offer a nearly $100 billion in annual net benefits for the nation, including $13 billion of annual public health benefits from improved air quality alongside $62 billion in reduced annual fuel, maintenance, and repair costs for everyday drivers.

[Related: EPA rule finally bans the most common form of asbestos.]

Transportation annually generates 29 percent of all US carbon emissions, making it the country’s largest single climate change contributor. Aggressively pursuing a nationwide shift towards EV adoption was a cornerstone of Biden’s 2020 presidential campaign platform. While in office, Donald Trump rolled back the Obama administration’s previous automotive pollution standards applicable to vehicles manufactured through 2025. He has promised to enact similar orders if re-elected during this year’s presidential election.

The EPA’s new standards is actually a slightly relaxed version of a previous proposal put forth last year. To address concerns of both manufacturers and the industry’s largest union, United Auto Workers, the Biden administration agreed to slow the rise of tailpipe standards over the next few years. By 2030, however, limits will increase substantially to make up for the lost time. The EPA claims today’s finalized policy will still reduce emissions by the same amount over the next three decades.

The new rules are by no means an “EPA car ban” on gas-powered vehicles, as lobbyists with the American Fuel & Petrochemical Manufacturers continue to falsely claim. The guidelines go into effect in 2027, and only pertain to new cars and light trucks over the coming years. The stipulations also cover companies’ entire product lines, so it’s up to manufacturers to determine how their fleets as a whole meet the EPA benchmarks.

Still, fossil fuel companies and Republican authorities are extremely likely to file legal challenges over today’s announcement—challenges that could easily arrive in front of the Supreme Court in the coming years. Earlier today, the vice president of federal policy for the League of Conservation Voters said during a press call that they already discussed such possibilities with the Biden administration, and “they are crystal clear about the importance of getting rules out to make sure that they withstand both legal challenges from the fossil fuel industry and any congressional attacks should Republicans take over the Senate and the White House.”

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Rivian is having a big moment. Last week, the company launched its new R2 SUV with a starting price of around $45,000 and about 300 miles of range with the larger battery pack. That’s roughly 40 percent cheaper than the brand’s larger three-row R1S, which debuted for model year 2022.

In a surprise move, Rivian unveiled its even-smaller R3 compact hatchback SUV and performance-oriented R3X. Chief design officer Jeff Hammoud told The Drive that the R3’s sloped backside was inspired by Group B rally cars, and its shape is a noticeable departure from the chopped rear of the R1S. Here’s the backstory of what Rivian is up to. 

The new R2… and surprise! An R3

The newest vehicles in the Rivian lineup share a fresh midsize EV platform, which the automaker says reduces the number of parts through consolidation and intelligent design. Both the R2 and R3 will be available with three motor configuration options: single-motor, rear-wheel drive; dual-motor, all-wheel drive; and a three-motor setup with two motors in the rear and one in front.

Less than 24 hours after the launch, more than 68,000 reservations poured in for the R2. It doesn’t hurt that Rivian unveiled a slew of custom accessories for the new EV line, including rooftop tents and other outdoorsy options. The announcement that Rivian models will be able to be charged up at Tesla Superchargers helps as well. Following Ford’s lead, Rivian models can connect to Superchargers with an available adapter that’s about the size of a 1.5-pound bag of coffee beans. And finally, the price tag of less than $45,000 will put the R2 in a competitive bracket with other EVs and will be more affordable for families.  

While it might have seemed like a head-scratcher to some that Rivian upstaged its own R2 reveal to pull the curtain off the R3 and R3X, it’s a move that brings major buzz to a scrappy EV brand looking for a win. With investing analysts giving Rivian middling marks recently as EV demand appears to wane, the EV builder is looking for all the interest it can generate.

During the reveal, Rivian also announced some key changes to its production plans. Its $5 billion Georgia plant is on pause as the automaker shifts manufacturing back to its Normal, Illinois facility. Rivian purchased the former Mitsubishi plant in 2017 and has been building its vehicles there while it runs most of its corporate operations in California. It also develops software in the Stanford Research Park in Palo Alto and builds motors in Los Angeles, and has other facilities in Plymouth, Michigan; Wittman, Arizona; Woking in the UK; Vancouver in Canada; and Belgrade, Serbia.

All-electric delivery vans shore up Rivian’s revenue

Electric vans are also part of Rivian’s overall plan for success. E-commerce giant Amazon invested $700 million in the brand and ordered 100,000 electric vans developed by Rivian, and while that’s an exclusive relationship currently, expect Rivian to branch out and broaden its portfolio. 

“While investors may have been focused on the over 68,000 R2 reservations in less than 24 hours after the unveiling, one of the company’s most critical stories will revolve around its electric van,” reported The Motley Fool. “That’s simply because not only is Rivian still set to deliver 100,000 vans to Amazon by 2030, the ending of their exclusive partnership opens the door for similar customers.” 

Rivian has produced solid vehicles over the last few years, providing an EV with better build quality than rival Tesla. During the grueling eight-day off-road Rebelle Rally competition, a pair of Rivian engineers took home the win in the middle of the desert in a Rivian R1T. Powered by a solar- and hydrogen-powered mobile truck, the R1T didn’t have any range challenges and proved its mettle.

Now we’ll see if the brand can scrabble its way toward profitability with two new models and more on the way.

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Drivers in the US and around the world are increasingly interested in getting behind the wheel of new vehicles capable of automatically changing lanes and maintaining speeds on highways. Carmakers argue vehicles equipped with these partially autonomous tools, collectively referred to as advanced driver assistance systems (ADAS) are a win-win, offering drivers both convenience and added safety, especially during long trips where fatigue sets in. ADAS, in other words, can cut back on human error. 

But a first-of-its report on ADAS systems from The Insurance Institute for Highway Safety (IIHS), one of the nation’s leading independent safety groups, questions whether or not these tools are actually improving safety at all. The IIHS tested ADAS systems from 14 separate carmakers and not a single one of them earned its highest “good rating,” while 11 of the systems received a “poor” rating. The striking IIHS results highlight the importance of rigorous testing to ensure highly-marketed ADAS are actually being used the ways they are advertised and not unintentionally causing more harm than good.  

“Some drivers may feel that partial automation makes long drives easier, but there is little evidence it makes driving safer,” IIHS President David Harkey said in a statement. “As many high-profile crashes have illustrated, it can introduce new risks when systems lack the appropriate safeguards.”

What are ADAS systems?  

Vehicles equipped with ADAS systems use onboard cameras and sensors to analyze roadways and help keep drivers, maintain proper speeds, and automatically apply brakes when appropriate. Some of these systems, like Tesla’s popular Autopilot and Full-Self-Driving, can also automatically switch between lanes. Systems like these are growing in popularity. Counterpoint Research estimates ADAS enabled vehicles made up 46% of new cars sold in the US in the first half of 2022. 

Despite confusing branding from some automakers and others that may suggest otherwise, ADAS systems crucially are not the same as fully-autonomous, self-driving vehicles. Cars with automated driver systems are rated on an six-point autonomy scale ranging from 0-5. Autopilot, for example, is considered Level 2 whereas more advanced driverless systems that do not require a driver, like the one being pursued by Waymo, are considered Level 4. Drivers using partial automated driving systems are still legally required to monitor their vehicle and be prepared to take over control at a moment’s notice.

[Related: Researchers propose fourth traffic signal light for hypothetical self-driving car future]

The IIHS report, which tested systems from BMW, Ford, General Motors, Genesis, Lexus, Mercedes-Benz, Nissan, Tesla, and Volvo, pushes back on whether these ADAS systems are actually making roads safer. Most of the systems analyzed by the IIHS failed to properly determine whether or not a driver was looking at the road or lacked attention reminders to prevent drivers from being distracted. In some cases, the IIHS says drivers can activate some of the systems without ever strapping on a seat belt. 

In order for ADAS systems to be considered safe, IIHS says they must be able to consistently detect whether or not a driver’s eyes are facing the road and if their hands are on the steering wheel. This is often accomplished through front facing in-cabin cameras and steering wheel sensors. None of the 14 systems adequately met these requirements. In some cases, in-car cameras failed to react when they were partially obscured. The Mercedes-Benz system, meanwhile, lacked an in-car camera altogether. 

When drivers aren’t keeping their eyes on the road, the IIHS says ADAS systems should send out visible and audible alerts within 10 seconds, and initiate an emergency slowdown system within 20 seconds. Seven of the tested systems failed to provide these “dual-mode” alerts within 15 seconds. Two of the systems reviewed, one from Tesla and another from BMW, reportedly continued to switch between lanes without a new input form the driver, even after a driver has stopped for more than two minutes. IIHS argues that lack of human input over prolonged periods of time can dangerously “discourage drivers from being physically involved in the driving.” 

The IIHS similarly looked at how these systems responded when a driver failed to respond to a warning for more than 35 seconds, a key sign the driver is either incapacitated or willfully abusing the system. In this scenario, the IIHS says the vehicles should automatically begin an emergency slowdown and alert local emergency services. General Motors’ Super Cruise system was the only ADAS product tested that met those specifications. 

“Most of them don’t include adequate measures to prevent misuse and keep drivers from losing focus on what’s happening on the road,” Harkey added. 

Preventing “intentional misuse”  

Leading carmakers have, for years, used IIHS safety ratings in other areas as selling points for their vehicles in advertisements and other promotional materials. Founded in 1959 by three leading insurance associations, the IIHS describes itself as a “nonprofit scientific and educational organization” focused on reducing car injuries and damage. The IIHS reportedly decided to make this ADAS rating system in part because the National Highway Traffic Safety Administration, the nation’s leading auto regulator, currently lacks any comparable standards. 

IIHS hopes these new ratings will pressure carmakers to take more steps to prevent “intentional misuse” of these ADAS systems by drivers. Similarly the IIHS wants to discourage carmakers from letting users activate these systems when automatic braking and seat belts aren’t on. Many of the  safety issues described by the IIHS are potentially addressable via over-the-air updates, which carmakers can ship without ever requiring a driver to bring their vehicle into a dealership. 

“No single system did well across the board, but in each category at least one system performed well,” Harkey added. “That means the fixes are readily available and, in some cases, may be accomplished with nothing more than a simple software update.”

Rigorous testing of ADAS systems’ reliability are crucial as they become more widely used and, inevitably, become involved in more crashes. As of 2022, the NHTSA estimates ADAS systems were active during at least 392 crashes in the US, which resulted in around half a dozen deaths. 367 of those incidents were reported in just the 10 months between July 2021-May 2022. Tesla, due in part to the popularity of its ADAS systems, accounted for the vast majority of the overall reported crashes. 

Those challenges notwithstanding, drivers still repeatedly show more interest in ADAS systems than their more advanced, driverless older sibling. A spat of accidents and missteps from autonomous vehicles maker Cruise in California resulted in them having to halt operations in the state indefinitely. Elsewhere, public officials in cities like Austin, once warm welcomes of self-driving vehicles, have pushed back against the idea of these vehicles operating without safety drivers. And drivers are still on the fence about whether or not fully driverless vehicles are even desirable. Almost half of  US adults surveyed by Pew in 2022 said they thought widespread driverless cars would be bad for society. 

ADAS, by contrast, has grown in popularity. And while some studies have suggested these automated features could meaningfully cut back on accidents and serious injuries, those proposed benefits only make a real difference if the systems aren’t being abused or misused. Independent testing of ADAS systems can pressure carmakers to quickly fix blind spots in their driver monitoring and attention safeguards, which could cut back on inappropriate uses of the technology. At the same time, carmakers will have to carefully consider the steps they take to enforce those safety standards to avoid alienating drivers who may feel uncomfortable with their cars collecting ever-greater amounts of potentially sensitive data about them.

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Fully self-driving cars, despite the claims of some companies, aren’t exactly ready to hit the roads anytime soon. There’s even a solid case to be made that completely autonomous vehicles (AVs) will never take over everyday travel. Regardless, some urban planners are already looking into ensuring how such a future could be as safe and efficient. According to a team at North Carolina State University, one solution may be upending the more-than-century-old design of traffic signals.

The ubiquity of stop lights’ Red-Yellow-Green phases aren’t just coincidence—they’re actually codified in an international accord dating back to 1931. This has served drivers pretty well since then, but the NC State team argues AVs could eventually create the opportunity for better road conditions. Or, at the very least, could benefit from some infrastructure adjustments.

Last year, researchers led by civil, construction, and environmental engineering associate professor Ali Hajbabaie created a computer model for city commuting patterns which indicated everyday driving could one day actually improve from a sizable influx of AVs. By sharing their copious amounts of real-time sensor information with one another, Hajbabaie and colleagues believe these vehicles could hypothetically coordinate far beyond simple intersection changes to adjust variables like speed and break times.

To further harness these benefits, they proposed the introduction of a fourth, “white” light to traffic signals. In this scenario, the “white” phase activates whenever enough interconnected AVs approach an intersection. Once lit, the phase indicates nearby drivers should simply follow the car (AV or human) in front of them, instead of trying to anticipate something like a yellow light’s transition time to red. Additionally, such interconnectivity could communicate with traffic signal systems to determine when it is best for “Walk” and “Do-Not-Walk” pedestrian signals. Based on their modeling, it appeared such a change could reduce intersection congestion by at least 40-percent compared to current traffic system optimization software. In doing so, this could improve overall travel times, fuel efficiency, and safety.

[Related: What can ‘smart intersections’ do for a city? Chattanooga aims to find out.]

But for those concerned about the stressful idea of confusing, colorless lights atop existing signals, don’t worry—the “white” is just a theoretical stand-in until regulators decide on something clearer.

“Research needs to be done to find the best color/indication,” Hajbabaie writes in an email to PopSci. “Any indication/color could be used as long as it does not associate with any existing message and does not create confusion.”

This initial model had a pretty glaring limitation, however—it did not really take pedestrians into much consideration. In the year since, Hajbabaie’s team has updated their four-phase traffic light computer model to account for this crucial factor in urban traffic. According to their new results published in Computer-Aided Civil Infrastructure and Engineering, the NC State researchers determined that even with humans commuting by foot, an additional fourth light could reduce delays at intersections by as much as 25-percent from current levels.

Granted, this massive reduction is dependent on an “almost universal adoption of AVs,” Hajbabaie said in a separate announcement this week. Given the current state of the industry, such a future seems much further down the road than many have hoped. But while not a distinct possibility at the moment, the team still believes even a modest increase in AVs on roads—coupled with something like this fourth “white” phase—could improve conditions in an extremely meaningful way. What’s more, Hajbabaie says that waiting for fully autonomous cars may not be necessary.

“We think that this concept would [also] work with vehicles that have adaptive cruise control and some sort of lateral movement controller such as lane keeping feature,” he tells PopSci. “Having said that, we think we would require more sensors in the intersection vicinity to be able to observe the location of vehicles if they are not equipped with all the sensors that smart cars will be equipped with.”

But regardless of whether cities ever reach a driverless car future, it’s probably best to just keep investing in green urban planning projects like cycling lanes, protected walkways, and even e-bikes. They’re simpler, and more eco-friendly. 

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Replete with stunning hydrothermal and geologic features and thriving wildlife across 2.2 million acres, Yellowstone National Park is a national treasure. It’s also America’s first national park; former president Ulysses S. Grant made it official on March 1, 1872.

The national park maintains its beauty with a stringent set of environmental regulations that places the welfare of the park front and center. For example, during the winter months only certain kinds of vehicles and snowmobiles are allowed on the groomed trails, and they must meet the park’s Best Available Technology (BAT) standard for emissions. Only one snowmobile brand currently meets the criteria: Ski-Doo. 

Snowmobile restrictions and regulations in Yellowstone

In 2023, Yellowstone National Park attracted 4.5 million visitors. Summer is the busiest time for Yellowstone, when kids are out of school and families are taking road trips across the country. Winter, however, is more tranquil and quieter. The bears are hibernating, the skies alternate between gray and a surreally saturated blue, and snow blankets the park with perfect crystalline snowflakes.

To navigate the trails once the snow falls, a limited number of snowmobiles and snowcoaches (vans or other vehicles fitted with giant snow tires) are allowed to operate inside the park. Snowmobiles were first permitted inside the gates in 1963 to boost winter attendance, as visitors could see more of the park than they could on foot or cross-country skis; the machines also enabled those with physical limitations. That went on until 1997, when animal rights organization Fund for Animals filed a lawsuit to ban snow grooming on paved roads in the park. Since snowmobiles were only permitted on groomed roads, the ban would have effectively eliminated snowmobile use as well.

[Related: There’s more magma under Yellowstone than we thought—but don’t panic]

Ultimately, snowmobiles remained, but with new safeguards in place for the Yellowstone ecosystem. Through that process, the national park service learned about new emissions technology offered in four-stroke snowmobile engines that decreased carbon emissions by more than 70 percent and decreased sound levels by about half.

As a result, updated regulations today state that snowmobiles entering the park must operate at or below 67 dBA (the measurement of sound levels) and must be certified for certain emissions levels. According to the National Park Service, a snowmobile “will be certified for six consecutive winter seasons following its manufacture or until the snowmobile travels 6,000 miles, whichever occurs later, and model year 2015-2017 snowmobiles must have less than 6,000 miles on the odometer to be approved.”

Ski-Doo’s approved-for-Yellowstone snowmobiles employ a four-stroke engine, which is more efficient and emits fewer toxic fumes than the two-stroke engines offered in other snow machines. The company’s ACE (advanced combustion efficiency) engines are designed with a square bore and stroke in a spherical combustion chamber and tuned to use less fuel to create power. Thus, fewer emissions. YouTube channel driving 4 answers does a great job explaining the difference between two- and four-stroke engines and how they work. 

Of the two Ski-Doo engine configurations allowed at Yellowstone, the 600 ACE is the most fuel efficient with a rating of 28 miles per gallon at 60 horsepower, while the 900 ACE is good for 90 horsepower and gets 21.8 miles per gallon. These are off-the-shelf Ski-Doo engines that anyone can purchase, not just those traveling through Yellowstone National Park. 

“From the get-go, [the ACE engines] were designed to be efficient,” says Steve Cowing from Bombardier Recreational Products (BRP), the company that owns Ski-Doo. “That includes the sizing of the valve, the stroke, the oil pump, and all the tiny little details.”

The future of electric snowmobiles

Ski-Doo’s parent company is aiming for all of its facilities to be carbon neutral by 2030 and for 50 percent of its products to be electric by 2035. Ski-Doo introduced two all-electric sleds last year, but it’s careful to note that they include limited range and are designed for short distances. Range anxiety is the same issue auto manufacturers face as infrastructure ramps up, Cowing says. 

Currently, the electric snowmobile can’t get from West Yellowstone to Old Faithful and back on one charge, so it’s a different experience. And for someone looking to explore as much of Yellowstone’s natural splendor as possible, it’s much less satisfying.

So far, customers who have tested out the new electric sleds are impressed with the performance and power. It’s only the range that’s holding them back, and the brand isn’t anywhere near giving up on electric power. 

“We need to be cleaner and quieter,” says BRP product development manager Frederic Desjardins. “The social perception of our industry is very important to us.”  

Snowmobiling through the park allows visitors to see bison, coyotes, fowl, and maybe even wolves from a safe distance, and guides explain the rules of engagement explicitly before starting any tour. Wildlife is to be left alone and never approached for the well-being of both animals and humans. 

Viewing the park from the seat of a snowmobile with heated seats and handlebars is a fun way to see it all within the parameters of safety and ecology, and manufacturers and tour guides are keen to stay within the lines. The area around Yellowstone, including scores of snowmobile guides, hotels, restaurants, and other hospitality depend on the industry to keep up with the standards and keep the park snowmobile-friendly. At the same time, it’s critical that manufacturers keep improving. Desjardin says each snowmobiler he knows loves nature; it’s one thing they have in common with the people who like to walk in the park. 

“Snowmobilers see more nature in one day than most people see in one season or even three seasons,” says Cowing, a snowmobiling enthusiast and 22-year veteran of the industry. “People who live in West Yellowstone and in these parks understand it really well. They really are stewards of the land.” 

Correction: The original version of this article incorrectly stated the date Yellowstone was made a national park.

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The United States National Radio Quiet Zone (NRQZ) is a 13,000 square-mile rectangle covering the southernmost tip of Maryland’s western panhandle, the Allegheny Mountains in Eastern West Virginia, and the Blue Ridge Mountains in Central Virginia. The area exists to protect key government installations deep in the heart of the NRQZ from radio interference, including the Green Bank Observatory in Green Bank, West Virginia. The most severe restrictions exist within a 20-mile radius of the observatory and involve limitations on Wi-Fi and cellular service, and the prohibition of all but diesel-powered vehicles when approaching the observatory itself.

The world’s largest fully steerable radio telescope, the Robert C. Byrd Green Bank Telescope, operates at Green Bank and requires radio silence for its work. The telescope has found everything from a trio of millisecond pulsars from Messier 62 to the most massive neutron star yet discovered, PSR J0740+6620. Such findings are only possible due to the extreme sensitivity this and the other three radio telescopes at the observatory possess. But the drawbacks of these highly sensitive instruments are their ability to detect any radio transmission–from digital cameras, smartphones, or even the spark plugs of gasoline-powered vehicles. Thus, the restrictions imposed.

EVs in the NRQZ

Enter electric vehicles and the infrastructure needed to keep them going. For most parts of the NRQZ–which U.S. Interstates 81, 79 and 64 pass through–EV owners might not even realize they’re within this special part of the U.S. Would such vehicles face similar issues as gas-powered cars deep in the heart of this unique zone due to their electric motors emitting radio frequencies that would interfere with the work performed at the Green Bank Observatory?

“Electric vehicles are on campus,” said Jill Malusky, the news and information manager for the observatory. “Some of our staff have them. We have two charging stations on campus that the public can access. There are also some charging stations in the area. We have a bigger ski resort up here called the Snowshoe Ski Resort about a 45-minute drive [from Green Bank], and they have electric vehicle charging stations up there.”

Malusky adds that Green Bank isn’t as isolated as some reports would suggest; some 50,000 visitors visit the observatory each year to learn more about radio astronomy and the NRQZ. She says all vehicles are welcome onto the public areas of Green Bank Observatory, including EVs. But just like fully gas-powered vehicles, EVs, plug-in hybrids, and regular hybrids cannot approach the 1.5-mile radius surrounding the radio telescopes. The reason is that diesels do not emit as much radio interference as spark plugs and electric motors. Instead, visitors can hike or cycle one of the trails leading into the quietest part of the NRQZ, or board a diesel-powered bus.

However, there is one potential concern still on the ground: the day diesels are potentially phased out of production. As more and more manufacturers push to go fully electric, it may not be too long afterwards until the parts needed to keep the diesels at Green Bank going are harder to track down. What happens then?

“When we are doing maintenance, we tend to turn our biggest telescope off,” said Mulasky. “We already most of the time turn everything off, anyways; we can’t observe while maintenance is happening. So, we would just do it like that. We would just shift the way that we do maintenance, turn everything off, plan accordingly, and then get those electric vehicles out of the way when they’re done, turn everything back on.”

Who lives in the Quiet Zone?

Then, there’s Green Bank itself, a small census-designated community of 200–including many employees with the Green Bank Observatory–with a public library, a fire department and an elementary school. Mulasky says that many of the stories about the community and its relationship with modern technology is a complex tale.

“Hundreds of thousands of people live in the Quiet Zone and don’t realize it,” said Malusky, “because of the way the Quiet Zone works in those parts only really impacts industry. There’s cell phone service. There’s Wi-Fi. There’s every modern amenity you can think of. The only way we monitor the Quiet Zone is when a new cell phone tower or some sort of technology that’s being put up that’s really ‘loud’ or really powerful, we have engineers that work with them to make sure that it points away from our telescopes.

“There are still some local misunderstandings about what causes us to be so quiet or so cut-off,” said Mulasky. “It’s a mix of both, ‘We have this scientific facility that uses the National Radio Quiet Zone,’ and also that [Green Bank is] a very small, remote, rural, Appalachian town; we don’t have a lot of access to resources. We don’t have a lot of business or industry that would’ve come into the area to give us more.”

Mulasky says that most things on the ground don’t affect the observatory. Instead, it’s objects in the sky, like radio communications from satellites and airplanes, currently delivering the most impact upon the Green Bank Observatory. Thus, with help from the National Science Foundation, the observatory created the National Radio Dynamic Zone around two years ago to work with engineers of such skyborne communications to mitigate any complications that could come up between the telescopes and the overhead radio wavelengths, mainly by having the satellites and aircraft passing over briefly turn off their radios.

Mulasky adds that living in a world where everything is transmitting radio signals all of the time means innovating wherever possible, including software. The observatory’s software engineers are working on filters and programs that can see the interference caused by things like smartphones and smartwatches to filter it out.

“Radio astronomy not only involves what you think of as traditional scientists or even traditional technicians to do the physical work,” said Mulasky. “There’s also tons of software and programming that goes into it. For the past few years, our software teams have been trying to think of different sorts of ‘filters,’ or software programs they can use that can see the interference that’s caused by anything we’re talking about, and just filter it out. We don’t have that technology yet, but we know that it’s important. We’re working on it now, and I would say in 20 years, we’ll surely have that by then. A problem like [filtering radio interference] can’t take 20 years to solve.”

Perhaps by then, the NRQZ will be a quieter place with EVs traversing the roadways, the sound of wind and, now and again, the clatter of diesel engines breaking the silence.

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Ask Merriam-Webster to explain the word “truck” and you’ll find this: “a wheeled vehicle for moving heavy articles, such as a strong horse-drawn or automotive vehicle (such as a pickup) for hauling.” Trucks are, by definition, made for work. However, that doesn’t mean they can’t be luxurious inside or improve their fuel efficiency, or even go with an all-electric powertrain.

Truck builder Ram is checking all those boxes with its newest iteration of its Ram 1500 pickup as a 2025 model. The 2025 Ram 1500 is offered in a choice of seven different trim levels: starting with the basic Tradesman featuring the brand’s tried-and-true V6 Pentastar engine to the top-of-the-line Tungsten with a new inline-six engine bolstered by two turbochargers, a 23-speaker Klipsch audio system, and more. Across the lineup, the new Ram 1500 includes an updated electrical architecture that communicates and responds faster, improving everything from the infotainment setup to the safety system. 

And plug-in hybrid and all-electric versions of this truck are just around the corner.

Replacing the legacy V8

This generation of the Ram 1500 launched in 2019 with a brand new body style, and the brand kept the exterior mostly the same for 2025. It has a new grille and the word “Ram” is higher up on the grille, giving it a slightly taller impression. The real difference is under the hood, though. Ram dropped its traditional V8 powerplant, which is a big deal for this brand. Ford and Chevrolet still offer a V8 in their half-ton pickups, while Toyota ditched its V8 for a turbocharged V6 in 2022.

In place of the stalwart eight-cylinder engine, Ram launched its much-anticipated Hurricane. The Hurricane is an inline-six with two turbochargers in two flavors, standard and high-output, with a difference of 120 horsepower (420 hp versus 540 hp) and 52 pound-feet of torque (469 lb-ft versus 521 lb-ft) between them.

Ram isn’t rushing to replace its internal combustion options with all-electric trucks. The automaker’s emission goals are tied to its parent company Stellantis, which is aiming to cut its carbon footprint by 50 percent by 2030, reaching net zero by 2038. Meanwhile, Ram is focused on making its available powertrains as efficient as possible.

Doug Killian, the chief engineer for the Ram 1500, says that even as Ram was launching this generation for 2019, the team was already planning out and thinking about what the next evolution of the vehicle would look like. The straight-six has been in the works for several years.

“We had the straight-six turbo in development and worked on making it more refined, giving it more power, better emissions, and better fuel economy,” Killian explains. “We don’t just launch a truck and then stop; we’re constantly thinking about what’s next.”

Two engines, three flavors

The naturally aspirated V6 is part of a mild hybrid system Ram calls eTorque, which was previously present on the V8. In contrast, the Hurricane is not a hybrid but uses turbochargers; two sets of three cylinders are each fed by a turbo. With the inline layout, each turbo can be a little smaller with less rotational inertia, Killian says. As a result, the turbos spool up faster with less rotational inertia, reducing turbo lag to the point it’s nearly unnoticeable.

“We planned these powertrains and propulsion systems with an inline arrangement, which makes room for the twin turbos on the side of the engine,” Killian says. “The inline-six arrangement gives us more packaging opportunities than the V arrangement would.” 

In competing trucks, like the Toyota Tundra and Ford F-150, the torque numbers are higher than the horsepower; not so for the Ram 1500. 

“In this case, the turbos develop torque at a little higher rpm,” explains Killian. “And we’ve designed the engine so that the bore-to-stroke ratio uses a longer stroke, which gives more power.”

Why keep the Pentastar now that the Hurricane is finally here? Killian says the V6 has a lower power output than the Hurricanes and it will have slightly better fuel economy. The Pentastar offers a lower-cost option with a lower power level, while the twin-turbo Hurricane represents what Killian calls an “extremely advanced” engine. It’s akin to selecting a Dodge Charger; the value option is the basic four-door Charger with adequate power or choosing the one with a screaming 700-hp-plus Hellcat under the hood. 

“Even though the displacement is lower on the Hurricane engine, it has these twin turbos which add a lot more power,” Killian says. “That intake effectively increases the displacement when you need the power.” 

On- and off-road testing confirms Ram’s claims. The new Ram 1500 feels even more capable than before, and the smooth torque of the high-output Hurricane provides a thrilling burst of power on the dirt. Ram did away with its high-performance 1500 TRX and will be replacing it with the new off-road-oriented RHO later this year. We can’t wait to try it. 

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Over the past two decades, iPad-like touch screens in cars have evolved from a niche luxury to a pervasive industry standard. These often sleek, minimalist, in-car control panels offer drivers a plethora of features and customization. However, previous studies suggest these every-day conveniences may come at cost: more distracted drivers. Though regulators have spoken critically of in-car screens in the past, a prominent European safety monitor is going a step further and requiring physical buttons and knobs for certain commonly used driving features if car makers want to receive a top safety score.

Starting in 2026, according to The Sunday Times, the European New Car Assessment Program (NCAP) will only award its top safety rating to new vehicles that use old-fashioned buttons and levers to activate indicators, hazard lights, and other critical driving features. The new requirements could force automakers who use the safety rating as a selling point to reassess the amount of driving features they make accessible only through touch screens. Though these voluntary standards are limited to Europe, a battle over buttons is gaining momentum among drivers in the US as well. 

Euro NCAP Director of Strategic Development Matthew Avery described the influx of potentially distracting in-car screens an “industry-wide problem” during  an interview with The Sunday Times.

“New Euro NCAP tests due in 2026 will encourage manufacturers to use separate, physical controls for basic functions in an intuitive manner, limiting eyes-off-road time and therefore promoting safer driving,” he said.

What happened to all of the buttons and knobs?

Touch screens are ubiquitous in new cars. A recent S&P Global Mobility survey of  global car owners cited by Bloomberg estimates nearly all (97%) of new cars released after 2023 have at least one touch screen nestled in the cabin. Nearly 25% of US cars and trucks currently on the road reportedly have a screen at least 11 inches long according to that same survey. These “infotainment systems,” once largely reserved for leisure activity like switching between Spotify songs or making phone calls, are increasingly being used for a variety of tasks essential to driving, like flashing lights or signaling for a turn. Consumer Reports, which regularly asks drivers about their driving experience,  claims only around half of drivers it surveyed in 2022 reported being “very satisfied” with the infotainment system in their vehicles. 

[ Related: The 2024 Lincoln Nautilus has a 48-inch panoramic ‘infotainment’ screen ]

“Common tasks that drivers used to accomplish with the simple press of a button or turn of a knob now require navigating through multiple screens, which means more steps, more time, and more attention,” Consumer Reports Auto Test Center Manager for Vehicle Technology Kelly Funkhouser said in a recent blog post.  

There’s various reasons contributing to carmakers’ embrace of touch screens. For starters, the digitized design frees up space in the cabin that would otherwise be cluttered by an assortment of buttons. The tablet-like interface many new models use means drivers can access more intricate features than before, some of which carmakers could use as selling points to distinguish themselves from competitors. Maybe more importantly, the seemingly higher-tech touch screens actually reportedly cost less for carmakers to manufacture at scale than analogue alternatives. 

Digitizing more elements of the vehicle experience also means some carmakers can fix bugs or ship new features through over-the-air, internet updates, which can save drivers a visit to a repair shop. Looking to the future, marketers have also expressed interest in using in-car screens to serve revenue-generating advertising, especially as driver-assistances and autonomous driving features mature. 

Safety concerns tied in-car touch screens 

Touch screen critics warn increasingly complex infotainment systems pose potential safety concerns. A 2017 report from the AAA Foundation claims drivers using infotainment systems to complete tasks like typing in navigation destinations or sending a text were visually and mentally distracted for around 40 seconds. That’s potentially a cause for concern, particularly in light of previous research from Virginia Tech which estimates drivers who look away from the road for more than two consecutive seconds are more than two times as likely to  get into a near-crash. The National Highway Traffic Safety Administration said distracted driving, which can include looking at screens, accounted for 8% of all US traffic fatalities in 2021. 

NCAP’s new European safety requirements announced this week attempt to address these issues by making physical controls a requirement for any vehicle vying to obtain its highest five star safety rating. The guidelines, which take effect in 2026, will require physical controls for indicators, windshield wipers, hazard lights, the horn, or for activating an emergency SOS feature. These requirements aren’t legally required since the NCAP isn’t a government body but they can still serve as a motivator for prominent automakers like BMW and Volvo who use the NCAP safety rating to tout their safety priorities to potential buyers. 

“We’re working with manufacturers to encourage the safest cars to Bring Back Buttons,” Avery of the NCAP wrote on LinkedIn this week. “Distraction crashes are in the increase [sic] and big touch screens encouraged [sic] distracted driving.”

‘Screen fatigue’ leaves carmakers at a crossroad 

The NCAP requirements come at an inflection point for carmakers, with some investing in larger, more complex screens and others appearing to take a step back. On the screen-maximalist side, Ford and Mercedes-Benz have shipped vehicles with immense “hyperscreen” digital displays stretching 48’ and 56’ respectively. Mercedes and Tesla have both been forced to end over the air updates following rare cases where drivers were reportedly able to watch TV and even play video games on the screens while the vehicles were in motion. 

At the same time, other carmakers like Hyundai and Nissan have responded to possible “screen fatigue” among some consumers by reiterating their commitment to analogue style buttons and knobs. Hyundai Head of Design Sang Yup Lee, for example, recently said the company chose to focus on physical controls to adjust air conditioning and the radio in recent modes. Nissan has recently opted for a mix of smaller screens, physical controls, and haptic feedback. 

Those could be welcome decisions for a significant portion of consumers who are unsatisfied with the drift towards more and more screens. J.D. Power, which recently surveyed drivers about their infotainment systems called the increasingly complex touch screen systems deployed by some carmakers a “prime example of a technology not resonating with today’s buyers.”

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It turns out that last month’s report on Apple kicking its tortured, multibillion dollar electric vehicle project down the road another few years was a bit conservative. During an internal meeting on Tuesday, company representatives informed employees that all EV plans are officially scrapped. After at least a decade of rumors, research, and arguably unrealistic goals, it would seem that CarPlay is about as much as you’re gonna get from Apple while on the roads. RIP, “iCar.”

The major strategic decision, first reported by Bloomberg, also appears to reaffirm Apple’s continuing shift towards artificial intelligence. Close to 2,000 Special Projects Group employees worked on car initiatives, many of whom will now be folded into various generative AI divisions. The hundreds of vehicle designers and hardware engineers formerly focused on the Apple car can apply to other positions, although yesterday’s report makes clear that layoffs are imminent.

[Related: Don’t worry, that Tesla driver only wore the Apple Vision Pro for ’30-40 seconds’]

Previously referred to as Project Titan or T172, Apple’s intentions to break into the automotive market date as far back as at least 2014. It was clear from the start that Apple executives such as CEO Tim Cook wanted an industry-changing product akin to the iPod or iPhone—an electric vehicle with fully autonomous driving capabilities, voice-guided navigation software, no steering wheel or even pedals, and a “limousine-like interior.”

As time progressed, however, it became clear—both internally and vicariously through competitors like Tesla—that such goals were lofty, to say the least. Throughout multiple leadership shakeups, reorganizations, and reality checks, an Apple car began to sound much more like existing EVs already on the road. Basic driver components returned to the design, and AI navigation plans downgraded from fully autonomous to current technology such as acceleration assist, brake controls, and adaptive steering. Even then, recent rumors pointed towards the finalized car still costing as much as $100,000, which reportedly concerned company leaders for the hyper-luxury price point.

This isn’t the first time Apple pulled the plug on a major project—in 2014, for example, saw the abandonment of a 4K Apple smart TV. But the company has rarely, if ever, spent as much time and money on a product that never even officially debuted, much less made it to market.

Fare thee well, Apple Car. You sounded pretty cool, but it’s clear Tim Cook believes its future profits reside in $3,500 “spatial computing” headsets and attempting to integrate generative AI into everything. For now, the closest anyone will get to an iCar is wearing Apple Vision Pro while seated in a Tesla… something literally no one recommends.

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Honda started developing its Prologue EV in 2020, which became an even more challenging project during the spread of COVID-19. The Japanese brand had agreed on a partnership with the American legacy automakers at General Motors, and face-to-face meetings were off the table. For the entire first year, the two companies met virtually, using video, virtual reality, and computer graphics to develop the vehicle together while halfway around the world from each other.

The fruit of this collaboration led to the Honda Prologue, the automaker’s first all-electric SUV, which arrives in dealerships next month. It’s built on GM’s Ultium battery-electric platform, also used for the GMC Hummer EV (pickup and SUV), Cadillac Lyriq, Chevrolet Blazer EV, Chevrolet Silverado EV, and BrightDrop Zevo 600 (GM’s electric delivery van).

In January, Honda announced its all-EV “0 Series,” launching in 2026. The brand showcased two concept models, Saloon and Space-Hub, at CES 2024. In 2026, Honda will introduce a model of the Honda 0 Series based on the Saloon concept in North America. In the meantime, Honda recognized that teaming up with GM and its battery base could ramp up the progress on its first EV, getting it to market that much faster.

“We delivered exactly what we wanted: speedy development, a proven platform, and that way we got something we could quickly execute,” says the Honda Prologue chief engineer John Hwang.

Blending two different company cultures

GM provided the frame, suspension, chassis, powertrain, and electrical architecture, coupled with 10 battery modules. Honda’s responsibility was what the industry calls “top hat” development–everything you see above the chassis both outside and inside. The Prologue was designed in Honda’s California studio and required the integration of GM components that attach to their floor.

[Related: All the upcoming non-Tesla EVs we’re excited about]

While testing the Prologue in Northern California, it was clear that its one-pedal driving was well-planned. The new EV features three levels of one-pedal drive modes, allowing the user to avoid moving their foot from the accelerator to the brake. Lifting up from the accelerator pedal slows the car down quickly depending on the level, and it has a nice coasting feel when the one-pedal is off. That’s ideal for highways, while a heavier one-pedal setting is better for stop-and-go traffic. This feature is carried over directly from GM, Hwang says.

“We didn’t change a thing,” Hwang told PopSci. “When we were benchmarking and setting targets, we liked how GM was executing this feature, so we said, ‘Don’t touch it. It’s not broken.'”

The Prologue’s Sport button, located somewhat inconveniently to the left of the steering wheel, may be a GM button but the outcome is programmed by Honda. Interestingly, the car uses a passive damping system and there is actually no physical transformation that makes the car feel more grounded and quicker when Sport mode is activated.

“When you press the sport button, it changes the power steering to feel sportier and heavier,” Hwang says. “The throttle mapping is also different, and the EV sound–the whoosh sound–changes. But the sound and the tip in the throttle feeling alters how you perceive the acceleration or motion. Basically, it changes how you perceive it but there is no mechanical change.”

It’s similar to using a touchscreen, Hwang explains; a sound makes you feel like you actually pushed something, but it’s really just the sound coming from the center speaker.

Plugging in the buttons and switches

Honda couldn’t just plug in its own buttons and switches because each must communicate electronically with the platform itself. Engineers from the Japanese company expressed to GM which kinds of buttons it wanted, and based on those requests, GM looked at its catalog and offered Honda options that would work. For example, GM uses toggle switches on the back of its steering wheels to control the audio system, which is not a typical Honda feature. It makes sense in the Prologue as the two put the pieces together.

Keeping some physical switches was important to Honda. The automaker says it is difficult to instantly determine whether a touch panel has been properly operated, unlike physical switches, presenting a potential risk while driving.

Hwang has been with the company for nearly three decades. While he understood the challenges that would come with working on another automaker’s platform, he relished the opportunity to learn. Engineers from Japan eventually met with counterparts in Ohio and Los Angeles in the U.S., creating a global experience.

“It was cool to collaborate in that way,” Hwang told PopSci. “It’s really interesting, because GM uses different terminology and acronyms to describe parts and the process. We would use their English when talking to them and they’d use ours when talking to us.”

Even the symbols were different: Honda uses Xs and circles on its charts, while GM uses checkmarks.

“For me personally, I enjoyed the chance to do something different and new,” Hwang told PopSci. “You get to see how another company works, so that’s always interesting and you learn from that. Every company does things very differently and you discover different perspectives. The ingredients might be the same, but the recipe or cooking method might be different.”

The Prologue boasts a range of 296 miles when fully charged and starts at $48,795.

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It’s exceedingly rare to find an SUV that is equally at home on the track as it is climbing rocky hills and splashing through water crossings. Several automakers make capable SUVs that can tackle rough roads and are adequately equipped for passing and merging on a highway, like the Kia Telluride, Ford Bronco, Jeep Grand Cherokee, and Lexus GX. But none of those can also feel like a supercar on the track.

Land Rover has achieved that with its 2024 Range Rover Sport SV, a 626-horsepower beast. We tested the new SUV off-road, tackling steep inclines and stairsteps on its Michelin Pilot Sport All Season 4 tires wrapped around 23-inch carbon fiber wheels. Minutes later, we were pushing it to speeds up to 140 mph on a track atop Michelin Pilot Sport S5 summer shoes. To our surprise, the Rover felt as agile as a supercar.

The enhancements in the freshest Range Rover iteration include a new “6D” suspension, carbon fiber wheels, new custom eight-piston Brembo brakes, and other enhancements that help this SUV press past its previous limits both on- and off-road.

Enhanced “6D” suspension smooths out the ride

Land Rover established itself as an off-road specialist when its first vehicle was unveiled at the Amsterdam Motor Show in 1948. By 1980, it launched its first Range Rover, which elevated the brand as a symbol of luxury and a favorite of the British royal family. In fact, before his death in 2021, Prince Philip designed a custom Land Rover to carry his hearse in the official funeral procession.

The automaker explored its speedier side in the 2022 Range Rover Sport SVR, powering it with a 575-horsepower 5.0-liter supercharged V8 engine under its expansive hood. Now for 2024, the Range Rover Sport SV (dropping the “R”) has a 4.4-liter twin-turbo V8 mild hybrid engine and 51 more hp for a better balance of competence on the asphalt or the dirt. The closest competitor to an SUV this size is the all-wheel-drive Dodge Durango SRT Hellcat, equipped with a supercharged 710-hp 6.4-liter V8 engine that can achieve a 0-to-60 mph time of 3.5 seconds. Its top speed is 180 mph and it tows up to 8,700 pounds quite capably. But it’s not as comfortable going off road, and owners seem to buy it for straight speed and power, not venturing beyond city streets and highways. 

With the 2024 Range Rover Sport SV, Land Rover explored the question: How do you take an extremely off-road capable vehicle and make it perform like a race car? A big piece of that is the software-run crosslink hydraulic suspension system, which keeps side-to-side body roll and forward-and-back pitch under control. It’s a system typically found only in race cars or supercars, the brand says.

“We developed a way to laterally link the crosslink so we can operate axles separately from each other, which gives you more pitch control,” vehicle program leader Jamal Hameedi explained to PopSci. “In some vehicles, when you go to full throttle the hood really lifts up and when braking, the car’s nose dives. This system is pushing the vehicle beyond the [typical] range, staying flat during acceleration and braking.”  

Less mass, more agility

Vehicle Engineering Director Matt Becker had 20-plus years of experience with luxury brand Aston Martin and led the engineering development of its DBX SUV before joining Land Rover. That input gave him a fine-tuned sense of what feels suitably comfortable and performs properly and he can describe that in minute detail. The engineer says that during the development process, one of his software engineers would sit next to him and make adjustments in the code as Becker explained how it should feel.

He was also responsible for reducing unsprung mass to improve agility, which includes using carbon fiber wheels and a lighter brake system. When it comes to handling, it’s not just the mass itself but where it sits that matters, especially as it relates to unsprung mass. In a vehicle, sprung mass refers to everything supported by the suspension system like the body, engine, transmission, computer, cabin, and seats; it even comprises passengers, and cargo. Unsprung mass includes things like the wheels and tires, springs, shocks, and brakes. That’s where Range Rover zoomed in.   

“We wanted to minimize the mass as much as possible,” Becker says. “This vehicle dropped 76 kilos in total, offering more immediacy and connection as well as a better ride quality and stiffness.”

High-tech seats that pulse energy

This Range Rover is furnished with a feature called Body and Soul Seats, or BASS for short. The seats are built as “tactile audio systems” with a set of transducers that transpose energy from one form into another, emerging as pulses in time with the music. Beyond simple subwoofers that throb inside the cabin with raw vibrations, this setup is intended to reduce driver fatigue by stimulating the human body.

Adjustable from levels 1 through 5, the BASS isn’t dependent on volume but preference. Level 1 emits a light pulse that’s almost imperceptible especially when playing easygoing music like smooth jazz or adult contemporary.  Level 5 may rattle your teeth. And it seems choosing a level is a highly personal endeavor, as people have disparate tolerances for vibration as well as the kind of music that resonates most.

Land Rover says this setup improves front-seat occupants’ mental and physiological well being by influencing heart rate variability (HRV), which is the variation in time between each heartbeat. High HRV is indicative of lower stress levels and relaxation. It’s a nice side benefit to the immersive musical experience, too. The back seats are quite comfortable as well, even without the transducers. They recline, making for a lovely undisturbed one-hour nap even on dirt roads.

Every single example of this vehicle is sold out for 2024. However, when asked if this would be the only year of the model, a brand representative said no. With an upcoming all-electric Range Rover in the works, we’ll be watching for more innovations going forward. 

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Adventurous backpackers and small town residents could soon spend part of their car commute without their hands clutching a steering wheel. By 2025, US carmaker General Motors says it intends to expand its Super Cruise Driver Assistance network to include 750,000 miles of roads in the US and Canada. The latest expansion, which places an emphasis on connecting rural towns and cities, means GM drivers can drive on roads with their hands by their side if they are in a GM vehicle equipped with Advanced Driver Assist System (ADAS) features. Hands free or not, the drivers will still have to keep their eye on the road.  

The auto industry’s continued investment in advanced driver assistance systems (ADAS) such as hands free deriving highlights the continued consumer interest in partial autonomous features even as more eye-catching fully autonomous driving systems face renewed consumer backlash. 

[ Related: A crowd torched a Waymo robotaxi in San Francisco ]

What is Super Cruise and how is it changing?

Super Cruise launched in 2017 as the first commercially available hands-free driving system. Compatible GM vehicles use a combination of on-board cameras and radar sensors as well as GPS data and lidar mapping information to scan roads to help the vehicles stay in their lanes and adjust speed. Infrared cameras in the vehicles are simultaneously used to monitor drivers and ensure they are keeping their eye on the roads. In cases of emergencies, the car will require a driver to regain control of the vehicle. GM refers to this as a “hands-off, eyes-on” system. 

The actual scanning of the thousands of miles of roads is performed by a company called Dynamic Map Platform which uses vehicles equipped with lidar laser sensors to scan the roads. Those scanned maps, which are sent back into a system maintained by GM, show lane level data and topography which helps inform vehicles on when to adjust speeds. The company claims its system can help vehicles stay in their lanes even on rural roadways where lane lines may have faded or are difficult to see clearly with the human eye.

Prior to this expansion, the Super Cruise network had mapped around 400,000 miles of roads in the US and Canada. Support for ADAS systems, both by GM and its competitors, has ramped up in recent years but has primarily focused on urban and suburban areas. Rural areas can often feature narrow lanes lined with tree branches or other environmental debris that can make mapping roads more challenging. Backwoods roads can also have missing signage or other markers which can similarly make mapping roads more time consuming. These factors and others have slowed ADAS and autonomous rollout in rural areas even though residents in those areas may be some of the be suited to benefit from the tech given their lack of access to mass transit. 

GM says it’s planning to add around 40,000 news miles of operational roads to its network every quarter over the next two years. These additions will occur via over the air softwares updates with no additional charge to GM drivers. Dave Craig, GM’s technical mapping specialist, told Axios the expanded areas place an emphasis on getting drivers to “adventurous places and smaller towns.” Super Cruise’s last major expansion occurred in 2022, when it doubled its operational area from 200,000 to 400,000 miles.

“Adding minor highways to the network gives Super Cruise customers more variety and better coverage of hands-free driving, regardless of where they live, work or vacation,” GM said in a press release Thursday. 

[ Related: What is teledriving? Remotely operated cars offer an alternative to ‘driverless’ taxis in Las Vegas ]

Driver assistance isn’t the same as full self driving 

Contrary to how the name may sound, advanced driver-assistance systems (ADAS) which includes hands free driving, aren’t the same as more commonly known terms like “autonomous vehicles” or “driverless cars.” Vehicles are measured on six levels of autonomy with zero representing cars with no autonomous features whatsoever and five marking futuristic self-driving vehicles of the future with no need for steering wheels or braking pedals. Super Cruise and Tesla’s well known “Autopilot” systems are considered Level 2. In GM’s case, vehicles using Super Cruise still reportedly can’t handle traffic stops or four way stops. All currently available ADAS vehicles also still require drivers to keep their eyes on the road, which means no highway movies or video zoom calls. 

That admittedly cumbersome autonomy scale isn’t always followed to the tee by carmakers. Tesla, in particular, has drawn regulator and lawmaker scorn in recent years over its use of the terms “Autopilot” and “Full-Self-Driving” (FSD) to describe its ADAS tools that don’t meet the qualifications of fully autonomous. That confusion, critics argue, can lull drivers into a false sense of security in the system which can potentially lead to crashes resulting in serious injury or death. GM specifically contrasts its self-described safety first approach to driver assist rollout to Tesla, which currently lets users trial use its FSD on public roads despite it technically still being in “beta.” 

“Our customers have driven Super Cruise completely hands-free 160 million miles and there has not been one accident attributed to Super Cruise.” Super Cruise  Product Manager Jeff Millers said in a recent interview with The Verge.

“We’re not going to beta test on our customers like some other competitors do,” he added. 

ADAS tools are still more compelling than fully autonomous vehicles, for now

GM’s decision to continue investing in ADAS coverage may allow it to bring more advanced driving technology to consumers without the backlash associated with more fully autonomous vehicles. Last year GM backed Cruise, which offered Level 4 autonomous taxi rides in San Francisco was forced to halt operations in the state indefinitely following a string of safety concerns, including one incident where one of the autonomous vehicles reportedly ran over a woman and dragged her after a hit and run driver collided with the pedestrian. Incidents like those have begun to sour the public’s perception of totally driverless vehicles. Nearly half (44%) of US adults surveyed by Pew said they thought widespread driverless cars would be bad for society. 

ADAS tools and services, by contrast, have attracted more interest among consumers who value them for convenience and perceived safety. In some cases, compelling ADAS features can pull drivers towards certain brands and models. A recent survey of drivers across 15 markets by McKinsey & Company found that 47% of internal combustion engine drivers said they would consider switching car brands for better ADAS features. 74% of electric vehicle drivers said they would similarly switch brands over ADAS. That consumer demand is pushing GM and its competitors to both offer new services and expand the areas where these services can safely operate.  

“Alongside separate work on fully autonomous vehicles with Cruise, safely deploying and expanding access to advanced driver assistance systems, like Super Cruise, is an important step in gaining consumer trust and excitement around the future of transportation,” a GM spokesperson told PopSci. “Super Cruise customers have driven more than 160 million miles accident-free –and we hope that trend continues.” 

In other words, legacy carmakers like GM aren’t giving up on their full self-driving dreams just yet. In the meantime, less publicly-decisive ADAS systems offer a technological bridge to introduce drivers to an increasing array of more autonomous systems.

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Since introducing Tesla’s futuristic, angular designed Cybertruck back in 2019, CEO Elon Musk has at times described the 6,603 pound stainless steel behemoth as “badass” “literally bulletproof” and possibly “the best product ever.” But growing complaints from actual Cybertruck owners online say the rugged, all-electric, end-times enduring vehicle may have an unexpected problem: water. 

Cybertruck owners writing in online forums since the truck’s official launch in December have reported noticing small orange dots popping up on the surface of their trucks which they say appear to resemble rust. These customers cited a Cybertruck user manual which advises owners to meticulously maintain the vehicles in order to avoid corrosion and other surface damage. That expectation of scrupulous care seems to contradict Tesla’s own marketing characterizing the Cybertruck as a tough, off-roading hulk meant to rival heavy-story truck models offered by veteran carmakers like Ford and Toyota. 

Cybertruck owners are reporting odd, orange splotches that look like rust 

Heated discussion over the alleged rusting broke out in an online forum called the Cybertruck Owners Club. One commenter going by the name Raxar claims he drove his vehicle through heavy rain in Dublin, Ireland after picking it up and quickly noticed several small orange specks and water spots on the exterior of the vehicle. Raxar says a Tesla representative told him the Cybertruck can “develop orange rust marks” following exposure to rain. The commenter posted several photos purporting to show the odd orange splotches. 

Another driver writing on the forum claims he also noticed similar orange specs appearing on the exterior of his car after driving it through heavy Los Angeles rain. When he took it into a Tesla facility for inspection he claims he was told a representative “documented the corrosion” and told him they would call next month to perform a service. The Cybertruck owner, who went by the username vertigo3pc, claims the Tesla worker told him they have a “procedure” for addressing the issue but said they did not have the tools on hand to make the necessary repair. He claims he noticed the orange spots after driving his truck just 381 miles. 

Can stainless steel rust? 

Tesla did not immediately respond to PopSci’s requests for comment asking if the Cybertruck’s stainless steel exterior is susceptible to rust. But can stainless steel even rust in the first place? The short answer, according to metal metal supplier Mead Metals, is yes, however it’s less prone to corrosion than other alternative metals. Chromium, one of the elements found in stainless steel, is responsible for its notably higher rust and corrosion resistance. 

“Despite being known for its extremely corrosion-resistant features, stainless steel is prone to rust in certain circumstances,” Mead Metals writes in a blog post. “Although rusty metals are often a result of water exposure, stainless steel will also rust from exposure to damaging chemicals, saline, grease, or prolonged exposure to heat.”

Some Tesla owners commenting in the online forum pushed back against the rust claims and instead said the orange spots may have been caused by carbon dust or other debris from the road. Others, meanwhile, posted screenshots of vehiclce’s owners manual which advises owners to immediately remove any potentially corrosive materials sticking to the car’s body, which could include grease, oil, bird droppings, or dead insects. 

 “To prevent damage to the exterior, immediately remove corrosive substances (such as grease, oil, bird droppings, tree resin, dead insects, tar spots, road salt, industrial fallout, etc.),” the manual reportedly reads. “Do not wait until Cybertruck is due for a complete wash.”

That Cybertruck owner’s manual, which isn’t available to the general public yet, appears to note that the base Cybertruck does not have a “clear coat” which means that scratches or other abnormalities that appear only on the surface of the vehicle are in fact in the steel panels themselves. The manual advises Cybertruck owners to use denatured alcohol to remove any tar spots or grease stains from the vehicle’s exterior and then “immediately” wash the affected area with water and a miled, non-detergent soap. Cybertruck owners can opt to purchase an option, clear paint film to their vehicle for an additional $5,000 according to the company’s website. A black or white film is also available for $6,000. 

Cybertruck owners commenting on the forum offered their own solutions. One owner claimed cleaning the affected areas with Bar Keepers Friend and Windex appeared to solve the issue. It should be noted though that the Tesla owner’s manual appears to advise owners against trying certain DIY efforts. The company, according to the manual, notes it won’t be held liable for damages sustained to the vehicle if user’s failed to abide by those guides. Another Cybertruck owner commenting on the forum offered a blunter solution: just don’t get the truck wet.

“I think as long as you don’t drive it in the rain,” the commenter wrote, “It will be fine…” Others advised owners of the luxury off-road vehicle to “cover that sucker during transport.” 

CEO Elon Musk’s parchment for stainless steel extends beyond Cybertruck or even Tesla. SpaceX, Musk’s aerospace venture, has long-used stainless steel as the main build material for its Starship rocket due to the material’s high melting point and, maybe more importantly, it’s more affordable cost relative to more widely used carbon fiber. Responding to customer concerns over scratches resulting from off-roading, Musk previously said Tesla could offer an option “basically-scratch proof” tungsten carbide coating for an additional fee. It’s unclear if Tesla intends to actually follow through with that idea.

We might be able to offer an optional tungsten carbide coating, which is basically scratch-proof to everything below diamond hardness

— Elon Musk (@elonmusk) September 14, 2023

Cybertruck owners report series of odd design choices 

The alleged rust issue, if true, marks one of several growing quality complaints lodged against the Cybertruck which cuts against its tough and rugged premium image presented in marketing materials. Reporting from The Verge last year showed how the Cybertruck’s unconventional design led the company to attach multiple standard windshield wipers together in order to reach across the car’s wide front windshield. Reviewers on YouTube meanwhile have shown how the truck’s sharp angular front trunk can slice through carrots, apples, and hot dogs, when closed too quickly. Other Cybertruck owners have complained the vehicle’s stainless steel exterior annoyingly makes its a fingerprint magnet.

Inconsistencies in quality and unmatched expectations have fueled criticism of Tesla vehicles broadly. In recent years, US regulators have opened investigations into the company after customers reported some models shockingly breaking unexpectedly. More recently, a Reuters investigation claims Tesla appeared to blame drivers for faulty suspensions and other parts failure the company knew were defective. Tesla may have jump-started the industry-wide pivot to electric vehicles, but actual owners don’t seem to be getting exactly what they asked for in every case. 

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“And don’t forget to breathe.”

These are the last words I hear before the doors shut, and I forget to breathe. I’m choking on air pressure, disoriented by displacement, and all I do remember is that someone said there’s a panic button a few inches to my right—a big red button I desperately want to punch through the wall.

But I force myself to inhale, will myself to exhale, keep my clenched fist tight to my chest, and 45 seconds of suffocating cycles later, the doors reopen. Shaking my head, my thoughts begin to settle, and I start to remember where I am, why I’m here, what I’m hearing. 

I’m in Tempe, Arizona, in the garage at the headquarters of audio solutions designer and distributor Rockford Fosgate. I’ve just staggered out of the mobile SoundLab “Pressure Chamber”—a purpose-built enclosure in the back of a van that produces a low-end onslaught to demonstrate the brute force of four 19-inch T3 super-woofers, eight 6.5-inch Punch Pro midrange woofers, four Punch Pro bullet tweeters, and 11,000 watts of power. This exercise in excursion punctuates a day where I’ve toured every decade and company department to see how speakers and amplifiers are engineered for elevated performance and adrenaline spikes. 

A lot goes into output

If you’ve been into car audio, you’ve probably been in a car with some Rockford audio. The company was launched in 1980 by Jim Fosgate, who invented the Punch EQ in 1973 to make music more impactful before introducing the first car amplifiers to form the brand’s foundation. In the mid-1980s came Punch woofers, followed by computers, decoders, source units, signal processors. From four amps to over 40 years goes the story—hundreds and hundreds of components for mobile, marine, and motorsports. All recognizing that you can’t just take a car speaker, paint it white, and install it in a boat if you want it to last and make a lasting impression.

When I was young, I had friends into 12V (standard voltage for car audio systems and an enthusiast nickname), so I was familiar with the brand even if I never got to turn the family Dodge Caravan into an amateur SoundLab. While they were putting up posters of cars they coveted, Rockford was adding to its very real, very extensive patents wall. But that was just a consumer’s experience; I’m here to explore how concepts move forward in-house and on the road. And the first thing I learn is that you can’t separate the end-users and the end product, even when it’s beginning. 

So many people I’m introduced to throughout the day live up to the company’s tagline, “Built By Fanatics, For Fanatics.” If they haven’t worked for the company for 10, 15, 20 years, they at least worked for a Rockford dealer before they did. Almost everyone has a story about a custom job they did or a prototype they field-tested in their car, Side-by-Side, motorcycle, pontoon. Some of their personal low riders and bikes are in the company’s lookbook; their faces affectionately mean-mugging in promotional videos. But even if you can’t see them, the whole Rockford family’s proverbial fingerprints are all over everything. 

The tour begins, as many things do, at the beginning. In this case, that’s with Wayne Connolly, director of new product development, in the NPD corner—home to the company’s five-year roadmap and a repository for original equipment manufacturer (OEM) and aftermarket product ideas. Connolly walks me through how, with the front of the building as a steering committee, a living list tracks commitments to growth in each category—whether that’s custom Harley-Davidson kits, plug-and-play Stage-5 Jeep systems, or the Power, Punch, and Prime factory upgrade lines, to name a few. This list is fed by suggestions for product research and revisions from people who live the lifestyle. Whether talking to dealers at trade shows and fans at the Sturgis Motorcycle Rally or just spending weekends taking out the UTV or spending time on the lake, project managers are in the feedback loop. 

As the market has shifted, there’s more and more of an emphasis on plug-and-play, easing consumer pain points, providing installation kits that give the confidence to tackle them on their own. And it’s up to the team to recognize when a vehicle’s suspension switching introduces a harmonic and how digital processing can compensate, how to make small systems sound larger while keeping them lighter. It’s about identifying how to control the experience, how to reduce variables without diminishing options.

Once the business case is made, project management takes over. Supervisor JD Massad explains how the teams align to start the phase gate development process and ensure that, no matter how regimented things are, there’s a smile on everyone’s face at the start and the finish. The original vision needs to be addressed, but there are always lessons to be learned for other categories once dollars are attached; people are accountable; basic prototyping begins. On this side of the building, it’s a background in hand-built samples, a love of MDF, Bondo, sandpaper. On another, scanners and CAD, fabricators, and 3D printers. Together, it’s a great fit (and refit and refit and refit … depending on the product iterations).

Next door is RTTI, or Rockford Technical Training Institute. It started as a “Top Gun” program, bringing in nationwide installers to teach them how to work tighter, cleaner to give Rockford dealers an advantage. RTTI also handles building demo vehicles (like the SoundLab) to showcase the brand at events. And, on top of all that, RTTI works with the mechanical engineering team to develop enclosures and wiring harnesses and all the other parts to a Goldilocks box that answers the problem statements. Or, as Rick Jones, vehicle applications manager, puts it, laughing, “We chase shiny objects back here.” 

For example, a few years ago, a group of RTTI guys set out to address how to get more low energy on a motorcycle; where to fit a subwoofer on a Harley. A saddlebag was the logical solution, but one of the biggest challenges was not forcing a rider to give up storage space permanently. So, making the enclosure removable became the primary objective, requiring custom parts to manage wires. 

What makes RTTI, and Rockford in general, perfectly suited for this challenge is the wealth of machines (including SawStop, CNC, and router tables, FDM and resin 3D printers and laser cutters) plus the interplay between departments. When it comes to sound for speed, speed to market is key to success. So once they decided on the slim-fit woofer and a sealed versus ported enclosure, the team could quickly pull a mold of the bag, do some fiberglass models, foam them out. Pretty close? Grab the Creaform 3D scanner, capture the rough mock-up and more exact vehicle dimensions, then kick the concept to mechanical engineering to clean it up in CAD to get the exact geometry and ensure the driver’s full excursion clears obstacles—all to make sure it fits the mechanical envelope. Do some thermal modeling. 

Soon, the time comes for a rough 3D print to outfit with an actual driver and make sure everything is hitting the acoustic target. Then it’s on to fit, fastenings, finish … a textured pre-production part. A physical object that lets you know if the render translates into something inspiring to handle. Straightforward, eh? It almost sounds simple (it isn’t) … maybe if the goalposts didn’t change constantly (luckily, project management’s got their back as things move forward).

You’ve gotta be flexible to get the right stiffness

From the install bay, we wander to the engineering bullpens—tight pods of cubicles set up for quick collaboration, a FaroArm scanner set in the center as another tool to get prototypes into SolidWorks CAD and make sure drawings match parts. Detection, inspection, perfection. Here, they help realize the vision of how parts should integrate with vehicles, assuring every bracket allows an easy install and every material choice and position allows for airflow and thermal efficiency, all while working with an industrial design team to marry Rockford’s visual flavor with the mechanical intent.

On the other side of the aisle is loudspeaker engineering, tasked with ensuring everything put in those painstakingly designed enclosures sounds good and holds up no matter the sustained volume or extenuating circumstances. Unlike two-channel home audio manufacturers, who have the luxury of designing for controlled environments, Rockford has to look beyond magnetics, electrical, thermal, acoustic motion to motor structures, spiders, suspensions—all parts that can perform in and stand up to open-air elements.

Frank Barone, director of acoustic engineering, and Ada Puyot, acoustic design engineer, walk me through modeling software for motor geometry. Simulations allow the team to see the typical things, like efficiency, how low it’s going to play, motor force, how much it can move without getting distorted, etc. Any changes—for example, to the length of the voice coil, the fine wire that reacts to the motor’s magnetic field and moves the speakers—are reflected in real-time, showing how decisions will affect the sound signature. The press of a button can change the shape and surround of a speaker, pull up any legacy assemblies to see what can be adapted. 

And after broad simulations comes far more granular finite element magnetic modeling, which allows for fine-tuning, seeing how any tweaks to material will impact response well before actual money is on the line. Seeing how to avoid saturation can improve design while addressing costs. Being able to change spider geometry or corrugation heights helps design for the roof of a UTV versus a standard car mount. Programs inform what individual parts are worth ordering to test to see where prediction meets actual measurements on the way to a finished product. A wall of code-named concept speakers shows how many precursors go before production. Purpose-built, indeed.

All the modeling in the world doesn’t matter if the math doesn’t check out, of course, and that’s where the testing and validation department comes in. Once it’s decided that it’s worth calling in hard parts for prototyping, it’s handed over to Tom Dubeck, loudspeaker technician, and the Klippel diagnostics system. Measured in a test baffle with a combination of a laser displacement sensor to calculate efficiency and a microphone for acoustic data, material parameters like how much force it takes to move a cone five or 10 millimeters can be analyzed, helping determine what stiffness and damping are needed. Collecting these parameters informs the modeling of how the speakers perform in different boxes and situations.

Getting farfield measurements and capturing curves is invaluable. But people who don’t measure output response don’t listen to sweep tones quickly running through low to high frequencies. So, on the other side of the room are two shrouded arrays of speakers in development. Versions with slight changes—to motor structure, tweeter material, crossovers, what have you—are set in parallel behind acoustically transparent fabric, flanked by in-production Rockford drivers as well as competitor transducers. Folks from around the building come in to do some partitive listening and take notes. 

One place they don’t go to listen, however, is our next destination. It’s called the Boom Room, a trailer separate from the main building where Dubeck puts devices under test through a gauntlet, leaving them to play at full volume for days—first to see if they can maintain at a certain voltage and then pushed to the point of failure. A Klippel system in the Boom Room control room monitors a test of up to eight speakers at a time, generating a signal sent to 1600W amplifiers that is sent back to the Klippel and out to the drivers. Subwoofers, ported and sealed, can be seated in permanent enclosures, while full-range speakers hang from the ceiling. It smells of torn surrounds, burnt voice coils, and victory. There’s also an apparatus to simulate high ambient temperature if components need to be evaluated in a thermal chamber. Eventually, the speakers return to the control room, where autopsies are performed and points of failure confirmed.

Eventually, prototypes graduate to production runs, which is when the Klippel system comes into play one last time. Assembly lines are equipped with special QC enclosures, and every speaker that rolls off undergoes a short tolerance test of nonlinear parameters to ensure there’s consistently no distortion and impedance falls where it should. 

So, a new speaker is born. But it still needs help finding its voice. And that takes place in the tuning room—a room big enough for a car, UTV, or a couple of Harleys, which is what’s in there when I meet Joe Merritt, acoustic systems engineer, to hear about how the amplifier’s DSP is used to put the finishing touches on the sonic signature. 

In the case of the H-D CVO platform, which is fitted with a model-specific speaker and amp package, Rockford has a custom six-microphone rig built into a seat, so it’s perfectly positioned. The microphones are at various heights to simulate the range of average rider heights and reflect what they’re hearing. The room also allows the engine to run and the bike to be tricked into thinking it’s moving at speed, so the dynamic EQ reacts accordingly. Plus, there’s a PA for playing wind/road noise. The microphones feed their readings to a computer sound card, and a real-time analyzer puts an average curve up against the target—a rising response with naturalistic mids surrounded by energized bass and treble to compensate for outdoor applications. The DSP chip is then tweaked to achieve the desired outcome—one of the benefits of one company producing all the kit components.

Staying power

It’s now time for the last tour stop, which is also the company’s starting point: amplifiers. Rockford started out producing big power, big watts per dollar, Class A/B all the way. But vehicles have gotten smaller and—especially in the case of motorcycles and marine—the company adapted, moving into the more compact, higher efficiency Class D. Similarly, in 1993, the company introduced something called Symmetry, which was a modular, card-based rack computer for the car—DSP before it was convenient. Since then, there have been infotainment systems and other integration pieces. Rockford has always evolved while maintaining an approach that controls the signal path from start to finish for maximum reliability.

Erik Gundersen, director of advanced engineering, walks me through the solder and sine waves. As in all divisions, there’s a real whiteboard-to-blacktop approach, with simulations allowing the team to tweak circuits on a screen well before anything gets to PCB layout and physical samples. And there are a host of internal and external challenges, from designing an amplifier that can maintain more uniform power across varying impedance loads to dealing with radio frequency challenges and electromagnetic compatibility in the age of Bluetooth, WiFi, USB, DSP. Especially with the finite form factor in something like a Harley, where it’s harder to ensure tightly oriented circuitry won’t produce interference and excess energy will have somewhere to dissipate. Marine products have to perform in completely different harsh conditions. Plus, everything needs to play nicely with RF Connect, the proprietary smartphone app that pairs via Bluetooth and allows users to set up, control, tune, and update products. At the same time, electric vehicles open up new possibilities, if current from their batteries is opened up.

One of the ways Rockford guarantees its amplifiers perform (often over-perform) as promised is through another homegrown creation: RATS, or Rockford Automated Test System. Jason Gerlitz, senior production validation manager, explains that all overseas production facilities have this custom hardware-software combo and—as units undergo tests for Signal-to-Noise Ratio, burn-in, and more—results are sent to the cloud so that headquarters can analyze it and identify any issues. And only devices that pass every test get a “birth certificate,” as well as a serial number, allowing them to ship.  

And once they’ve shipped? Well, Rockford even films its own installation videos—providing a visual reference, the estimated time it takes, and the expected difficulty. They have a podcast studio, as well, to produce collateral for dealerships and OEM partners that maintains the brand’s voice. The same marketing team responsible for all this output to promote current products is always gathering input from shows and social media to feed back into the steering committee and product development. Know what they didn’t capture, thankfully? My time in and after the SoundLab. That doesn’t mean I’m done with Rockford’s demo vehicles, however.

To wind down the day, we drive northeast of Tempe out to Saguaro Lake. First, we take a Polaris Ranger onto the Butcher Lake off-highway vehicles trail. The SxS is equipped with a Rockford “Element Ready” all-in-one concept, including an audio roof with eight 8-inch speakers, two 10-inch subwoofers, a 1500-watt amplifier, and a 2.7-inch source unit, as well as a rear audio cap with four more 8-inch speakers and 800 watts and 10-inch subwoofers under the back seat. I’m told that despite all that, the system can be easily installed in under an hour, ready for the trails, dunes, mud, bonfires. The rocky loop we take does a great job of rattling my bones, but even if we were stationary, the $10,000 in closed-loop audio concepts would have left me thunderstruck.

Finally, we head down to the lake itself and board a supercharged pontoon equipped with the company’s Marine Audio components, naturally. It’s a different environment but the same built-to-endure experience. Requests are taken, and while I might not love Steely Dan or Dave Matthews Band, I can appreciate the open-air clarity delivered by these shiny objects. As I reflect on Rockford Fosgate’s commitment to engineering from the ground up, even when the ground is this big blue watery road, I don’t forget to relax and breathe.

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Vandals thoroughly obliterated a Waymo autonomous taxi in San Francisco’s Chinatown on Saturday evening to the cheers of onlookers. In an emailed statement provided to PopSci, a Waymo spokesperson confirmed the vehicle was empty when the February 10 incident began just before 9PM, and no injuries were reported. Waymo says they are also “working closely with local safety officials to respond to the situation.”

A San Francisco Fire Department (SFFD) representative also told PopSci responders arrived on the scene at 9:03PM to a “reported electric autonomous vehicle on fire” in the 700 block of Jackson St., which includes a family owned musical instrument store and a pastry shop.

“SFFD responded to this like any other vehicle fire with 1 engine, 1 truck, and for this particular incident the battalion chief was on scene as well,” the representative added in their email.

Waymo Vehicle surrounded and then graffiti’d, windows were broken, and firework lit on fire inside the vehicle which ultimately caught the entire vehicle on fire. #SFFD
Photos by Séraphine Hossenlopp pic.twitter.com/aOTqL3Rk8V

— SAN FRANCISCO FIRE DEPARTMENT MEDIA (@SFFDPIO) February 11, 2024

Multiple social media posts over the weekend depict roughly a dozen people smashing the Waymo Jaguar I-Pace’s windows, covering it in spray paint, and eventually tossing a firework inside that set it ablaze—all to the enthusiastic encouragement of bystanders. After posting their own video recordings to X, one onlooker told Reuters that someone wearing a white hoodie “jumped on the hood of the car and literally WWE style K/O’ed the windshield & broke it.” Additional footage uploaded by street reporter “Franky Frisco” to their YouTube channel also shows emergency responders dousing the flaming EV, which reportedly caught fire after someone tossed a firecracker inside the car. Chinatown’s streets were already crowded by visitors attending Lunar New Year celebrations.

so um, don’t throw fireworks at waymo cars pic.twitter.com/A0OclIOJNi

— Sam Iglesias (@siglesias) February 11, 2024

Speaking to The Autopian, Frisco says that they have covered similar autonomous vehicle situations in the past, but this weekend’s drama left the Waymo vehicle looking “completely ‘decapitated.’” Upon arrival, emergency responders reportedly even had difficulty discerning whether it was a Waymo or Zoox car. Although both companies (owned by Google and Amazon, respectively) offer driverless taxi services, neither fleet resembles one another—when they are in better condition.

[Related: Self-driving taxis blocked an ambulance and the patient died, says SFFD.]

Motive for Saturday night’s incident remains unclear. The event took place as locals continue to push back against autonomous taxi operations in the area. Since receiving a regulatory greenlight for 24/7 services in August 2023, numerous reports detail cars from companies like Waymo, Zoox, and Cruise creating traffic jams, running stop signs, and blocking emergency responders. In October 2023, a Cruise driverless taxi allegedly hit a pedestrian and dragged her 20-feet down the road. Cruise’s CEO stepped down the following month, and the General Motors-owned company subsequently issued first San Francisco, then nationwide, operational moratoriums.

Not only is this weekend’s autonomous taxi butchering aggressive, dangerous, and illegal—it’s also apparently a bit of overkill. According to previous reports, driverless car protestors around San Francisco have found that simply stacking orange traffic cones atop a taxi’s hood renders its camera navigation system useless until the obstruction is removed.

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The American Automobile Association (AAA) says winter storms and bad weather that result in snow or ice-covered roads cause nearly 500,000 vehicle crashes and more than 2,000 road deaths every year. Driving too fast, braking too hard, and swerving quickly has the potential to cause a loss of control. Tires play a big part in that equation, and factoring in the wrong tires for inclement weather or driving on tires with too much wear can equal disaster.

Tire companies are constantly working to improve winter tires to enhance driving safety, and tread, materials, shape, and design all play a role in the overall driving experience. We tested a variety of winter tires on slippery, snowy roads on a closed track at Bridgestone’s Winter Driving School in Colorado. In the process, we learned about what works (and doesn’t work) when the rubber hits the snow and ice.

Tread patterns and sipes

When it snows, choosing the right footwear is an important decision. Low-profile slip-on flats or low-tread loafers wouldn’t be a smart choice because they leave too much skin exposed to cold and wet. Plus, the probability of slipping on the ice increases exponentially. Rubber soles with large-pattern tread on winter boots makes more sense. Tires work in similar ways but incorporate specific technology and materials designed to keep thousands of pounds of metal (and its passengers) from skidding off the road.

If you’ve ever slid on the surface of slippery asphalt in your car, you know the alarming feeling of losing that control. During heavy rain, the tires on your car push the water forward, creating a wedge of liquid that can cause the tires to lose contact with the road; that’s called hydroplaning. The risk of hydroplaning increases in deeper water, and riding on tires with tread made to withstand those conditions is critical, as is ensuring the tires are not worn down, decreasing the tread.

The tread pattern is different on winter tires than what is on all-season and summer tires. Summer tires are more suited for curvy cruises on dry roads, with wide tread patterns. Winter tires include deeper treads and more sipes, which are tiny slits in the tire that dig into the snow, acting as biting edges on ice. Sipes gap open as tires roll across the driving surface to push snow or water away from the tires’ contact area, improving the grip. Together with the edges of the sections (called blocks) in the tread, winter tires offer better handling in winter weather.

On top of that, Bridgestone uses a proprietary technology that incorporates microscopic bubbles in the tires that disperses the thin layer of surface water. By moving that out of the way, the sipes and tread can do its work to bite into the ice and snow to keep control.

What may surprise some people is that snow on snow is what creates traction, which is why the depth of the tread is so important. 

“When you make a snowball, it packs together because snow wants to stick to itself,” explains Will Robbins, a 20-year veteran tire specialist from Bridgestone. “The snow-on-snow is what gives you that grip when you brake or accelerate.”

Imagine the act of sticking and then unsticking two corresponding pieces of Velcro together, and then apart. The sticky edges of the snowflakes push together and pull apart with grip, not slip. 

Tire structure 

There are basic similarities between winter and summer tires, Robbins says, starting with the carcass. The carcass (also called the casing) supports the load, and that part stays constant; the tread is what makes the difference. 

Inside a tire, a steel loop made from fine steel wire comprises what’s called the bead. That’s what grips the tire to the wheel. The body ply attaches to the bead, and it’s made from strong fabrics like polyester and rayon. Stiff steel cords make up the belt, which gives the tire structure. And rubber compounds are used for the sidewall and the tread. 

Incorporated into the tread and sidewall are several other materials. Carbon black is a fine black powder, essentially composed of elemental carbon, which increases the strength of the rubber. Sulfur adds greater elasticity. Oil softens the rubber. And silica, the white powder of silicon dioxide, delivers better fuel efficiency, durability, and grip. However, silica is tricky because it soaks up water while rubber repels it; Bridgestone uses a technology that helps the rubber bind to the silica. 

Treads wear out eventually, but Bridgestone and other tire companies are exploring more retreading options to improve the overall sustainability of the process. The future holds promise for increased tire recycling options and increasing the use of renewable materials. Meanwhile, Robbins says, tire casings can be used over and over again by replacing the tread. It’s like replacing the sole on a favorite pair of shoes, allowing the structure of the shoe to remain while it’s resoled, giving the shoe (or the tire) new life. Ensuring the soles of the shoes on your car are maintaining a solid tread isn’t just for looks; tires can protect the lives of those in the car and anyone else in their path.

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Videos of what looks like Tesla drivers using the new Apple Vision Pro “spatial computing” headset while in Autopilot mode are going viral, but at least one is staged. After getting over 24 million views on X, 21-year-old Dante Lentini may still face legal repercussions for his stunt.

In an email to PopSci on Monday, Lentini confirmed a video appearing to show him being stopped by police for using Apple’s $3,499 headset behind the wheel of his Tesla was filmed in a “skit-style fashion.” The 25-second clip shows Lentini sitting in the Tesla driver’s seat while traveling on a highway using Autopilot. Instead of keeping his hands on the steering wheel, as Tesla directs all users to do while in Autopilot, Lentini gestures to imply he is using Vision Pro’s interface. (The Apple headset relies on interpreting specific hand movements to navigate and utilize its apps.) The video then cuts to Lentini in a parking lot as a police vehicle flashes its lights behind him.

Think different. #applevisionpro pic.twitter.com/dEALUsntS8

— Dante (@lentinidante) February 2, 2024

“So the police were not even in the parking lot for me to begin with,” Lentini alleges in the email. “I wasn’t pulled over never mind [sic] not being arrested nor ticketed.”

Lentini uploaded his clip to X on February 2, the same day Apple’s Vision Pro headset hit stores, but it wasn’t until this weekend that the post began gaining momentum. Numerous outlets have since covered Lentini’s video, as well as similar content. A different video posted to X on February 3 appears to show another Apple Vision Pro user in the driver’s seat of a Tesla Cybertruck. Like Lentini, the driver makes gestures known to control the headset, implying the $60,990 base price EV is engaged in Autopilot or Full Self-Driving Beta mode. The Cybertruck video has racked up over 17 million views by Monday morning.

In a follow-up email to PopSci, Lentini confirmed he used Tesla’s Autopilot program during his video after he “got over to the right most lane [sic].” He also claimed he only wore Apple’s headset for “10-15 second increments” totalling “less than 30-40 seconds combined.” 

“I believe the Vision Pro doesn’t even work while traveling since the technology fails to be able to track your reference surroundings and place the graphics accordingly,” he continued. “So all it showed was a pass through video feed,” referring to the headset’s ability to visualize external surroundings with a reportedly 12 millisecond latency, “as if I was just wearing sunglasses.”

[Related: Here’s a look at Apple’s first augmented reality headset.]

Most US state traffic laws prohibit wearing anything that could potentially obscure a driver’s ability to see their surroundings. In Palo Alto, where Lentini claims to reside, “it is unlawful for a person to drive a vehicle if a television receiver, a video monitor, or a television or video screen, is operating and is visible to the driver.” Violations could include a fine of $238, as well as a point added to the driver’s DMV record.

A previous review of the parameters within Vision Pro’s visionOS coding indicates it disables certain features if it detects users traveling over a “safe speed,” although it’s unclear if this applies to driving. A separate “Travel Mode” can reportedly be enabled while “stationary” in an airplane, but Apple does not offer an explanation of how Vision Pro assesses the speed, travel, and passenger status. 

According to Apple’s official product page, the Vision Pro includes built-in safety features meant to help prevent collisions and falls. “[I]t’s also important to use the device in a safe manner. For example, don’t run while wearing Apple Vision Pro, use it while operating a moving vehicle, or use it while intoxicated or otherwise impaired,” the company states.

Lentini suspects similar viral content videos are also “skits.” Although he understands “some people’s initial frustration” after seeing his clip, “there’s nothing obstructing my vision. I personally feel like it’s more dangerous to text and drive or even eat and drive, even though I still recommend not wearing these while driving.” Illegal “distracted driving” is defined on a state-by-state basis, but usually includes texting. In some places, eating can also fall within the bounds of distracted driving. 

Whether or not flashy, bank-draining luxury items like Apple Vision Pro and Tesla Cybertruck will prove successful remains to be seen. For now, at least, the combination is leaving bystanders dizzied by the whirlwind mix of legality, wealth, virality, and veracity—all exacerbated by such posts’ ability to spread across platforms like X.

The post Don’t worry, that Tesla driver only wore the Apple Vision Pro for ’30-40 seconds’ appeared first on Popular Science.

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Cars running on all-electric battery power include high-tech operational systems that are dramatically different from gas-powered setups. EVs are highly dependent on software–not just the infotainment system or within the touchscreen, but from bumper to bumper. These are “software-defined vehicles,” which is an industry term that illustrates the difference between a car enhanced by technology and one that is run by technology. 

The problem with software, especially in its first iteration, is that it can be buggy; just ask Apple, whose software troubles reportedly caused iPhone 15 models to heat up excessively. As a result, software bugs can cause both evident and phantom issues that are difficult to pinpoint within a mountain of code. 

Although the push for all-electric vehicles is increasing due to both competitive one-upmanship and government encouragement, some manufacturers (including GM, Volkswagen, and Volvo) are taking a beat to evaluate their software development process. GM, for example, delayed production of its electric trucks, including the Chevy Silverado RST and GMC Sierra Denali EVs, at its Ohio plant until late 2025. Volvo postponed deliveries of its new EX30 due to software challenges. As the adage goes: measure twice, cut once.

Growing pains

It’s a common belief among consumers that it’s a bad idea to buy the first model year of a car. In the past, more people believed manufacturers needed a year “to get the bugs out” before the car was ready for mass distribution. However, today’s automakers are more efficient than they’ve ever been, and they’re more likely to build on shared platforms and parts that are tried and true from specialty manufacturers. Software, on the other hand, is a wide-open universe, and code varies from vehicle to vehicle.

EV specialist Tesla has issued a string of over-the-air updates to correct software problems. Some are small, such as the most recent recall regarding the size of the brake warning; others are significantly more impactful, like those affecting the cars’ driving-assist feature. In most cases, the over-the-air updates fix the problem without customers having to bring their vehicle to a physical location. 

Ford (and its luxury arm Lincoln) has shifted to growing its in-house software development team for the brand’s new infotainment system. In the past, the company relied on suppliers for hardware and software, but Ford technical specialists say bringing the development in-house is faster, cheaper, and results in higher quality.

Smaller automakers may not have the resources and personnel to make such a big investment in technology infrastructure, so their future is hitched to outside providers. Either way, whipping up lines of code is a major shift in the automotive industry, and growing pains seem to be inevitable.

Ed Kim, president and chief analyst of automotive research and consulting firm AutoPacific, points out that legacy automakers are challenged with a daunting task. They must learn very quickly how to create all-encompassing software for automobiles when their expertise has long been the physical nuts, bolts, and components that cars are made of.

“In the emerging software-defined era, software is absolutely integral and critical to all aspects of a vehicle’s operation, but software is out of the realm of expertise for most automakers,” Kim says. “They are currently learning at a frantic pace, recruiting expertise from the tech industries to help them not only understand and integrate software into their vehicles, but also grasp how they can innovate for the consumer’s benefit and take automotive to places it has never been.”

Exterminating the software bugs

Even EV companies born in the battery-electric world aren’t immune to the same software challenges. Rivian, one of the newest manufacturers in America, accidentally torched the infotainment system and main instrument display of some customers’ vehicles in November with a “fat fingers” error during the rollout.

Rivian’s VP of software engineering Wassym Bensaid posted an explanation on Rivian’s subreddit page:

“We made an error with the 2023.42 OTA update – a fat finger where the wrong build with the wrong security certificates was sent out,” Bensaid said. “We cancelled the campaign and we will restart it with the proper software that went through the different campaigns of beta testing. Service will be contacting impacted customers and will go through the resolution options. That may require physical repair in some cases.”

Chevrolet started delivering its much-anticipated 2024 Blazer EV in the middle of last year and then pulled the vehicle with a stop-sale notice in December after a major software problem. Car site Edmunds bought a Blazer EV as a long-term test vehicle, and the SUV threw 23 fault codes within the first two months, confounding the team.

“The consequences of getting software wrong–even if it can be fixed quickly over the air–can be much more dire [than it might be on a smaller appliance],” says Kim. “A software flaw that may be an inconvenience on a malfunctioning smartphone app can be catastrophic and life-threatening in an automobile.”

During a GM fourth-quarter earnings call last week, CEO Mary Barra told investors that GM’s software and services team is working “with a huge sense of urgency” to fix the challenges plaguing its new EV. The good news for GM and other automakers is that while software bugs are inevitable, they’re not beyond extermination. With upcoming launches of the Chevy Equinox EV, Silverado EV RST, GMC Sierra EV Denali, and Cadillac Escalade IQ on the docket, the legacy manufacturing group is adding in some extra time for vetting and testing. It’s a smart strategy for GM and its customers, and will pay off in time.

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From cities in the sky to robot butlers, futuristic visions fill the history of PopSci. In the Are we there yet? column we check in on progress towards our most ambitious promises. Read more from the series here.

In 1953, dozens of teens at Brooklyn High School for Automotive Trades took one of the first-ever realistic driving simulators out for a spin. The Drivotrainer was no Gran Turismo, but it offered road video and a bumper car-style driver’s seat with a steering wheel, clutch, brake, mirrors, speedometer, and even a hood ornament. 

When Popular Science covered the Drivotrainer’s Brooklyn, NY debut in May 1953, teen driving accident rates in the US were skyrocketing, blamed largely on an increase in automobile access and lack of adequate training. For the 15–24 age group, motor vehicle death rates had surged over the prior decade, more than doubling by 1956 to nearly 43 per 100,000. But it was too costly for schools to provide enough dual-control training cars and instructors to meet the increased driver-education demand. Since flight simulators, which were first introduced as early as 1910, helped prepare pilots for real-world flying, traffic safety experts hoped that driving simulators would yield similar results for young drivers and reverse the troubling car-crash trend.

For the unlikely developer of Drivotrainer, Connecticut-based Aetna Casualty and Surety Company (now owned by CVS), driver education and accident prevention was good not only for its bottom line but also for its reputation. Aetna had been investing in driving-simulation technology as far back as 1935, when it introduced its Reactometer to measure driver response time. The Reactometer was followed by the Steerometer and then the Driverometer, an arcade-style machine that offered motion pictures to simulate driving conditions. 

In May 1951, Popular Science featured Aetna’s next generation simulator, the Roadometer, a driving test that employed video and a booth-like car seat. The Drivotrainer, designed for classroom training, improved upon the Roadometer’s design by automating scoring and separating the video from the booth, enabling it to be projected on a large screen for a room full of students seated behind the wheels of Aetnacars. Success, however, could only be measured by how well simulator-trained drivers performed on the road relative to their untrained and road-trained peers. Aetna needed proof of simulation training’s positive impact.

Positive transfer of training is a concept based on developmental psychologist Jean Piaget’s theories of cognitive development, published in numerous works between the 1920s and 1940s. Specifically, the law of assimilation proposes that we tend to respond to new situations in ways that are similar to familiar situations. The idea of a driving simulator is to familiarize students with driving fundamentals and challenging traffic scenarios before they take to the road. 

“We can put people in scenarios that they may never experience and make them aware of the risks and dangers [of driving],” Eric Jackson, Executive Director of the Connecticut Transportation Institute (CTI), a research center at the University of Connecticut, tells PopSci. In addition to compiling car crash data to track trends, Jackson’s team operates a variety of driving simulators to study driver behavior under different conditions such as when a driver is impaired or distracted. CTI’s simulator collection includes a car mounted on actuators with a surround screen, and several motorcycle simulators. They also use desktop and virtual reality simulators. 

According to researchers from Sweden, who used a driving simulator test in 2023 to complement on-road testing, simulators are an effective way to test drivers in unusual hazardous situations, as Jackson suggests. Their simulator tests put drivers in scenarios too risky for road tests and successfully flagged deficient driver reactions. 

The six-week Drivotrainer course at the High School for Automotive Trades—a vocational school that still stands on Bedford Avenue in Brooklyn, NY’s Greenpoint neighborhood—was one of several Aetna-sponsored driving simulator trials conducted around the US in the 1950s. Others included students from William Cullen Bryant High School in Queens, NY; Iowa State Teachers College (now the University of Northern Iowa); and Hollywood High School in Los Angeles, CA. At the time, the American Automobile Association (AAA) had developed its own driving simulator, the Auto Trainer, which was trialed at Anacostia High School in Washington, DC, and in Springfield, PA. 

A 1960 report by the National Commission on Safety Education analyzed the Drivotrainer and Auto Trainer trials and concluded that “some transfer of learning occurs when [driving simulators] are used.” But the report also noted significant gaps in the available performance data and called for additional testing. Looking to the future, however, the authors added, “recent developments in psychological theory view the operator as an integral part of a man-machine system, and may well point the way toward increasing significantly the transfer effects of simulator teaching.” 

Jackson believes that simulation does help rewire the brain to think about what could happen on the road. He noted that simulation technology today, including graphics, sound, and tactile sensors can make the experience ultra-realistic. “As part of our scenarios,” he explained, “we’ll have a kid chase a ball in front of the car. Even in the simulator you get that same feeling of, ‘Oh my God, I just about hit a kid.’ You never want to experience that in real life.”

After a simulation-training surge in the 1950s and ‘60s, which included Drivotrainer exports to other countries like Great Britain and Sweden, driving simulator tech did not advance much and its use faded, although Aetnacars could still be found in some driver ed classrooms into the 1990s. Even as the US steered away from driving simulator classes for teens, they remained commonplace in parts of Europe, and companies that employ commercial drivers or certify them have continued to rely on driving simulators, even in the US.

But driving simulators for young drivers appear to be on the rise again in the US and across the globe, thanks to technological advances that have improved capabilities and reduced costs. Companies like Virtual Driver Interactive, Greenlight Simulation, and Drive Square offer immersive driving experiences that include combinations of surround monitors, virtual reality headsets, sound, and even full or partial vehicles mounted on motion platforms.  Video game developers have been getting in on the action, too, offering families a home-based experience. Valve Corporation offers Virtual Driving School for its popular Steam platform. And Driving XE offers Driving Essentials for Playstation and Xbox. 

Still, not all driving simulators are created equal. In a systemic review of driving simulator trials, researchers from Australia and New Zealand examined simulator fidelity—how accurately a simulator represents real-world driving. They concluded that most trials don’t include enough evidence to validate how well simulators compare to real-world driving, but they noted that significant advancements in simulator technology have led to a “wide variability in simulator design.”

According to Jackson, full-scale driving simulators like the one his team operates at CTI, offer the most immersive experience. “You’re in a real car,” he explains, “with real buttons. You can have the tactile sense. We even have a subwoofer under the seat so you get the vibrations of an engine.” Virtual reality, he notes, doesn’t offer such a realistic experience, but he thinks VR will have an important role to play in teen driver education because of its price point. Full-scale driving simulators can cost $500,000, but VR might be a few hundred dollars (even less for screen-based video game simulators), which could make driver education affordable again for high schools. Jackson notes that simulators can also help close income equity gaps. “For people who can’t afford a car,” he says, “simulators offer the ability to still have their teen learn how to drive and go through a driver education program.”

If you’re the parent of a teen who is about to take to the road, it might be worth looking at driving simulator training in your area, although your teen won’t receive any official accreditation toward earning a driver’s license. Still, while decades of data show that simulators are no substitute for real-world experience, they do have a positive impact on driving behavior. Plus, simulators today may be realistic enough to have an even greater impact than in the past. But if your teen tries to argue that all their hours logged on Gran Turismo or Super Mario Kart should count, don’t fall for it.

The post Why don’t we use more driving simulators to teach teenage drivers? appeared first on Popular Science.

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That buzzy new restaurant that opened to rave reviews that you loved last year? What if you went back this year for a different dish, only to find that they’d raised their already-premium prices into the four-dollar-sign range? Worse, this time the food left you disappointed and thinking of another hot venue where the prices are lower. That’s where we are with the Rivian R1S battery-electric SUV. 

After driving the company’s debut model, the R1T pickup truck in 2021, and getting a preview drive last year of the latest example of the R1S SUV, PopSci got a chance to spend some real time with the that SUV, and unexpectedly, it left me hoping that Rivian’s chefs are open to some suggested improvements.

Rivian launched its business with the R1T pickup, guided by the observation that Americans buy more trucks than any other vehicle type. The R1S is the three-row family-hauling SUV follow-up that sensibly goes after another high-volume, high-margin market segment.

Rivian R1S design

The R1S’s panoramic skylight and third-row sunroof keep the large cabin awash in ambient light, preventing the cave-like effect that long, cavernous vehicles can suffer. The second-row seats are comfortable and their occupants will enjoy the climate control features like seat heaters that keep them happy.

Things in the far-flung third row aren’t as good. Access is challenging, as it takes effort to scramble behind the second-row seats when they are flipped forward into the access position. The journey into the back row isn’t rewarded, as the seat bottoms are practically on the floor and there’s virtually no legroom. These seats are really only suitable only for children, but ones old enough to latch themselves into their booster seats so adults don’t have to clamber back there to do the job.

Rivian R1S motors and range

Apologies for getting down into the weeds now, but we need to establish some technical background for the R1S and R1T’s shared underpinnings. The original versions of the Rivian R1S SUV and the R1T pickup truck that we tested in 2021 are propelled by a quartet of costly electric motors sourced from Bosch. These motors each drive one wheel, providing exquisite computer-metered control of acceleration and regenerative deceleration.

They deliver a combined 835 horsepower and 908 lb.-ft. of torque, which boosts the Rivian to 60 mph in just 3.0 seconds. The 135-kilowatt-hour long-range battery pack is good for 321 miles of driving range.

Alas, the starting price for that version of Rivian’s EVs has risen from $67,500 at launch to $92,000 today for base models with the smallest-available battery pack. Rivian has developed its own in-house electric motors, dubbed “Enduro”, which cost less and make more power than the Bosch motors.

The company installs just two of these stronger motors in place of the four Bosch motors in its new Enduro R1S with a starting base price of $78,000 for the vehicle with the regular 260-mile battery pack and the normal-output dual Enduro motors. In this base configuration, the Enduro motors produce 533 hp and 610 lb.-ft. to push the R1S to 60 mph in 4.5 seconds.

The Dual-Motor Enduro powertrain drives the R1S’s four wheels using one motor in the front and one in the rear, each motor sending power to the right and left sides through a differential just like a combustion-powered vehicle would be. Like many gas-powered 4x4s, the Dual-Motor Rivians control wheelspin using a brake-based traction control system.

In a preview drive last year at Rivian’s Normal, Illinois factory, I got to try the company’s traction-testing mini-mountain. Just as when I drove it in Colorado in 2021, the Quad-Motor Rivian climbed the hill with supernatural capability. In comparison, the Dual-Motor version put some effort into the job of climbing the hill, with the brake traction control system audibly working to clamp down on wheels when they lose grip. The sensation is much like that of a capable combustion-powered off-roader.

Our Rivian R1S setup

This year’s R1S test unit was outfitted with the $16,000 400-mile Max Pack battery and the Performance version of the Enduro motors. This is only a software change from the base Dual-Motor Enduro R1S, unleashing the real capability of the drivetrain, which is 665 hp and 829 lb.-ft. Rivian charges $5,000 to remove the virtual shackles restricting the base model’s performance to accelerate the R1S to 60 mph in 3.5 seconds.

These add-on charges quickly add up, and in the case of our $78,000 base price test vehicle, the price snowballed to an eye-opening $106,000. For the so-called “lower-cost” version! The striking Canyon Red paint contributed $2,500 to that bottom line and the refined-looking Ocean Coast interior theme chipped in another two grand on the bill.

The optional 22-inch wheels added $2,500. The standard wheels are 21 inches, while the available off-road tire uses 20-inch wheels. This was the configuration of the R1T tested previously, and the difference is important.

A bumpy test ride

That’s because the 22s on this vehicle don’t just boost the price to its astonishing total, but they also destroy the ride comfort of the R1S. This isn’t surprising, because larger wheels leave less tire sidewall rubber to cushion impacts. But it is surprising in the case of Rivian vehicles, because they employ the technologically amazing Tenneco cross-linked hydraulic suspension. It has the ability to precisely control the movement of each corner’s suspension.

McLaren Automotive uses the same system on its high-performance sports car to excellent effect. Those cars provide a comfortable ride despite their low-profile high-performance tires thanks to the hydraulic suspension. It seems like Rivian has not successfully exploited this capability.

This fact eluded me in the original test because that vehicle was fitted with the 20-inch off-road tires. But the problem with the 22-inch tires is best described by Rivian itself. The company issued an over-the-air software update in September that it says aimed to provide “reduced abruptness when driving over sharp road impacts in all drive modes, and reduced harshness when driving over bumps and dips at parking lot speeds.”

Those were admirable goals, but those exact problems remain. The Rivian’s ride is harsh, especially on sharp impacts, even small ones. Weather cracks in my street’s asphalt are overlooked while driving anything else. In the R1S, these nearly invisible cracks produce tooth-rattling jolts to occupants.

Neighborhood speed bumps are both harsh on impact and then poorly damped on rebound, when the compressed rear suspension springs back like a pogo stick after landing on the other side of the bump. A Ford Mustang Mach-E tested at the same time provided a positively cushy ride in comparison, with an as-tested bottom line price $10,000 lower than the Rivian’s elusive base price.

Rebound damping is also poor at highway speeds, as I noticed on the extended off-ramp of a nearby highway that has an unfortunate dip in the pavement that puts the spotlight on test cars’ rear suspension control. It revealed the Rivian to be the most deficient yet over this dip in the road.

Blame it on the computers

The hydraulic suspension is computer controlled, and there is the ability to switch between a stiff setting and a soft setting. In theory, this adjustability should mitigate the problems I encountered. In reality, differences were difficult to discern.

This was a theme noticed in other aspects of the Rivian’s computer controlled systems. Another that comes to mind is the following distance setting for the adaptive cruise control. Long or short, the distance is always too far and the difference between the two settings is slight.

Rivian’s automatic lane keeping system is a hands-on-the-wheel system, so don’t expect Ford F-150 Lightning BlueCruise-style hands-free driving on highways. It is a good example of a hands-on system, delivering the steering that the driver expects, unlike early systems that seemed to wrestle with the driver over the vehicle’s direction.

All such driver assistance systems rely on the vehicles’ perception systems, and the Rivian’s cameras watching the road ahead were confused by the white lines of liquid de-icer that had been applied to the road. Rivian’s instrument display shows what the vehicle thinks it sees, and the multitude of white lines in the lane left the R1S disoriented and yanking on the wheel at times when it thought it was crossing out of the lane.

Rivian R1S infotainment

Like so many EV startups, Rivian’s design aesthetic is minimalist, with few physical buttons or knobs. The R1S’s vertically oriented 16-inch central display provides access to most functions. Disappointingly, the convenient frunk open button we asked for in 2021 remains buried in on-screen menus rather than persistently situated in the tray of quick-access icons across the bottom of the R1S’s center display screen where drivers could instantly locate and use it. 

Worse, as an SUV, unlike the R1T pickup we drove then, the R1S has a rear hatch that drivers will also want to be able to open quickly and easily. Again, no luck. The on-screen virtual button for the rear hatch resides alongside the frunk button within an on-screen menu.

Rivian does not support either Apple CarPlay or Android Auto, so phone integration is sub-par. Yes, you can pair your phone, but there’s no ability to operate apps on it while driving. Rivian also has no SiriusXM satellite radio receiver. The company has announced plans for an over-the-air update that will add a SiriusXM app to the infotainment system, at least.

This system will let drivers listen to SiriusXM by streaming it over the R1S’s cellular data connection and control the music on screen. The problem with that is that the music depends on a strong cellular signal. While streaming SiriusXM on my paired phone, I lost the signal while driving on an interstate highway 30 miles outside the nation’s capital. 

When the phone recovered the signal, the Rivian infotainment system did not resume playing music, so I was left to switch to an FM station until the next stop when I could restart the stream on the phone’s app.

Rivian’s onboard maps app does provide good turn-by-turn directions to often hard-to-find charging stations, which can seem to hide in a maze of strip mall parking lots and gas stations.

Charging challenges

Rivian anticipates that owners will head to the boondocks periodically, which is why the company is building the Rivian Adventure Network of company-operated EV charging stations on the way to outdoor destinations where DC fast charging options may be sparse. 

This is smart, but EV charging stations and cellular networks tend to have substantial geographic overlap. Acknowledging the shortage of EV chargers in outdoor areas is a reminder that drivers can reasonably expect there to be spotty cellular coverage, so a SiriusXM app will not work reliably when heading to the outback, while a satellite radio receiver would continue providing music.

When you need to use a DC fast charging station on a public charging network rather than charging at home, Rivian says the R1S will charge at a speedy 220-kilowatt rate, though the Rivian Adventure Network chargers top out at 200 kW.

I went to an Electrify America 350-kW charger and saw a peak charging rate of 50 kW. The battery’s state of charge was 63 percent and the battery temperature was 64 degrees F. This is relevant because EVs taper charging to slower speeds once the state of charge reaches 80 percent because it gets harder to stuff more electrons into a nearly full battery. That wasn’t the case here, and the slow charging also wasn’t because the battery was cold.

Charging at that rate, it would take hours to recharge an empty battery, which would blow up any thoughts of a tolerably quick road-trip top-off. Further, a visit to a brand-new EVgo charging station was a bust, because I couldn’t get the charger and the Rivian to cooperate. That’s when I diverted to the EA charger. A return visit to the EVgo charger later was successful, but when you need a charge, the fact that it might work next time is no help if it doesn’t work now.

Rivian claims an estimated driving range of 400 miles, and due to the wintry driving conditions, the R1S adjusted that estimate to a still-impressive 380 miles. Driving with 21-inch wheels would buy a few more miles because they are lighter than the tested 22s. The 20-inch wheels are a little worse because they only come with the off-road tires that have more rolling resistance.

My highway driving with the cruise control set on 70 mph produced a maximum range of 320 miles, which is still good, and far better than the Ford F-150 Lightning produced in similar conditions. Cruise control is beneficial during highway drives because it helps ensure smooth application of the accelerator. The R1S has adjustable levels of regeneration when the driver lifts off the throttle, but even the lower-level setting is very sensitive and can make it challenging to maintain a consistently steady speed for hours on end.

The high-regeneration mode can be too aggressive, even for a driver like me who appreciates the ability to slow the vehicle to a complete stop without using the brake pedal. It is helpful in stop-and-go traffic and for one-pedal off-road rock crawling, but the lower regeneration mode is better in everyday driving.

However, while it is easy to acclimate to the generally high level of deceleration when lifting off the accelerator, being used to it makes it more unexpected when that deceleration is absent. That’s what happens when you plug in at home for an overnight charge and the battery is fully charged.

With a full battery, there’s nowhere for the electrons coming from the electric motor/generators to go, so there’s no deceleration. It took an emergency stab at the brake pedal to stop the R1S from rolling past the stop sign at the end of my street the first time this happened.

However, when you’re going to do around-town driving and do not need an absolutely full battery, it is better to set the charging settings so that it stops when the battery is at 80 percent. This prolongs the life of the battery pack and also avoids those no-regen surprises.

Enter the R1S app

The R1S’s state of charge is one of the parameters that drivers can view and control using Rivian’s mobile phone app. The Rivian app is notably more responsive than others, especially Ford’s app, when it comes to simple functions like locking and unlocking doors, pre-heating the cabin, and checking or setting the battery charge level.

The app also lets you use the phone as a key, which proves to be surprisingly convenient. Rivian has a stylish key fob that resembles a climbing-gear carabiner that would be fine to use. Alternatively, the company also has a credit card-like card that provides access to the R1S and lets the driver start it. 

The phone app is so responsive that there’s really no downside to using it instead of the key fob for routine things. The only potential problem occurs when the driver drops his phone off for a new battery installation and then realizes that the plan to swing by the recycling dropoff location during the service is not possible because he doesn’t have the key fob and the phone has been disassembled. Oh well.

Who should buy the Rivian R1S?

The bottom line is that the Rivian R1S is an impressive technical tour de force that delivers genuine long-range driving on a single charge and the ability to carry the whole family. But the details of the suspension calibration, the on-screen functions, the absence of CarPlay, Android Auto, and a satellite radio receiver, and the slow battery charging make the purchase decision less obvious. 

The current pricing settles the question. The six-figure price tag for a vehicle that needs so many improvements makes an easy “no.” The Kia EV9 has appeared on the scene as an alternative three-row electric family SUV boasting a starting price of $54,900 and a “North American Utility of the Year Award.” That is the new benchmark in this vehicle segment.

Corrections 01/01/24 3:31pm: The navigation system is not Google Maps; it is Rivian’s own system. The starting price for the quad motor R1S is $92,000, not $95,000. This review has been updated to reflect this.

The post Rivian R1S electric SUV review: A mixed bag for big bucks appeared first on Popular Science.

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Lexus has given its GX SUV a major makeover, and not a moment too soon. The GX has a new engine, new suspension, and new technology, all on Toyota’s latest SUV and truck platform. With a new design that looks like its edges are carved from a hunk of shiny metal, the 2024 GX 550 looks sharper and more squared-off than the previous generation.

As the adage goes, however, looks are only skin deep. Lexus GX chief engineer Koji Tsukasaki would agree; when asked which came first, design or engineering, he emphatically says engineering.

“The platform was first, above everything,” he told PopSci.

The engineering team started with Toyota’s global GA-F platform and leaped off, building a capable and highly anticipated SUV on the way.

Stronger and lighter

In the lineup, the GX slots between the largest Lexus vehicles in the lineup, the LX and TX, and the smaller RX crossover. Less displacement plus turbo equals more power in 2024, and the numbers tell the story. The new GX is equipped with a 3.4 twin-turbo V6 engine generating 349 horsepower and 479 pound-feet of torque. That’s a big jump compared to the previous generation, which was powered by a 4.6-liter V8 engine capable of 301 horsepower and 329 pound-feet of torque.

It’s clear that Lexus is playing into the upward trend of overlanding/off-roading with this SUV. That goes double for the pair of new trim levels–Overtrail and Overtrail-Plus–which ride on fat 33-inch all-purpose tires and are equipped with settings made for dirt, sand, mud, and snow.

One of the ways they achieved that was by using non-linear tailor welded blanks, which are steel sheets of differing thickness and material, joined by laser welding and then press-formed. By pinpointing the weld points precisely where they’re needed most, the vehicle realizes substantial weight reduction while maintaining its rigidity. Trimming weight makes a difference: the new Lexus GX is about 750 pounds lighter than its target competitor, the Land Rover Defender 130. A Land Rover Defender 130 tips the scales at 6,415 pounds, while the new GX maxes out at 5,666. Lexus engineers intend for that to play out in better handling and maneuverability for on- and off-road use.

The biggest difference between the outgoing and new GX models is increased rigidity even with less weight, GX chief engineer Koji Tsukasaki told PopSci. Typically, he says, increasing rigidity adds weight, but the lighter frame and welding process balanced the scales. 

Electronic controls improve suspension

In many ways, the 2023 Lexus GX was old school, retaining its naturally-aspirated (non-turbo) V8 engine and outdated infotainment interface. The second generation of the SUV kicked off with the 2010 model and it has remained largely unchanged before the 2024 model, which will be available within the next couple of months.

Four-wheel drive remains a standard feature on the GX. While the previous generation of the GX included a kinetic dynamic suspension system (KDSS, for short), a mechanical system that adjusts front and rear stabilizers with interconnected hydraulic cylinders. For 2024, Lexus kicked up the suspension with an electronically controlled version the brand calls E-KDSS, available on the Overtrail and Overtrail-Plus trims. It uses sensors within the anti-roll bars in the front and rear to adjust the stabilizers, improving wheel articulation (which is what keeps all four tires in contact with the ground on uneven terrain).

Stabilizer bars, also called sway bars, are a key part in a suspension setup, reducing the vehicle body’s roll and sway. Sway bars twist to keep the body flatter, putting more pressure on the outside tire to increase traction. And with this electronic adaptation, the system can activate the front and rear sway bars independently, which improves overall control.

“[The E-KDSS] detaches the stabilizer sway bar, allowing you even longer contact [on the ground],” Tsukasaki says.

The chief engineer says his team set out to give the GX what Lexus calls its “driving signature” so that the SUV feels like other vehicles in the lineup. Lexus is known for quiet, plush cabins and attractive exteriors, so the GX had to fit in even while adding more driving proficiency on more varied terrain. That’s not a simple matter for a body-on-frame vehicle like the GX. Body-on-frame refers to the construction of the vehicle, which brings the chassis and body together separately; a unibody (like the Land Rover Defender) is characterized by the chassis and body as a single unit.

Two or three times a year, Lexus hosts an event for all its vehicles’ chief engineers to come together and drive each other’s cars. From that, the engineers tweak things like reinforcements, wheel housings, and braces to ensure that every Lexus measures up.

“You could jump in any Lexus vehicle, and they should have that common driving signature, but to have that on a body-on-frame car was challenging,” Tsukasaki says. “We had to go back and adjust the chassis so [the GX] could accommodate that extra added feel that connects all of the vehicles together. That’s something we’re proud of.”

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Cars and the cold are like cats and water: there are very few of them that remain unfazed when exposed to it. Cars and cats are also fickle, obstinate, and taking them for a routine appointment can lead to a very expensive surprise. And, just like how you can coax a cat with their favorite treats, you can get your car roaring with a jump starter. We found one from NEXPOW that’s highly rated, portable, and 47% off. You finally don’t need to phone a friend to get a jump.

NEXPOW Car Jump Starter $47.97 (Was $89.99)

SEE IT

This car jump starter is perfect for energizing all kinds of things, including boats, motorcycles, ATVs, tire inflators, and inverters. If you’re looking for more bang for your buck, this particular starter comes with a built-in flashlight in case of emergencies. This particular model comes with 1500A amps, but it’s available in 4000A and 5000A if you need more juice.

Here are more jump starters to stop getting caught in the cold:

• Schumacher Electric SL1639 Lithium Portable Power Pack $72.58 (Was $93.13)
• Schumacher Electric SC1410 6V/12V Two-Bank 2A Battery Charger/Maintainer, Black $68.99 (Was $79.99)
• NOCO Boost Plus GB40 1000A UltraSafe Car Battery Jump Starter $99.95 (Was $124.95)
• NOCO Boost X GBX155 4250A 12V UltraSafe Portable Lithium Jump Starter $369.95 (Was $439.95)
• NOCO Boost HD GB70 2000A UltraSafe Car Battery Jump Starter $199.95 (Was $249.95)
• Portable Car Jump Starter with Air Compressor $79.99 (Was $129.99)
• BUTURE Car Battery Jump Starter 2500A Jump Box $54.97 (Was $89.99)
• AstroAI Car Jump Starter, 2000A 12V 8-in-1 Battery Jump Starter $49 (Was $87.99)
• MOSTOOL M6 3000A Peak Car Battery Jump Starter Battery Pack $69.99 (Was $89.99)
• DSUSMA Car Jump Starter, 2500A Jump Starter Battery Pack $59.99 (Was $79.99)
• GOOLOO S4 4 Amp Car Battery Charger Automotive, 6V/2A 12V/4A Smart Trickle Charger $29.99 (Was $49.99)
• YONHAN Battery Charger 10-Amp 12V and 24V Fully-Automatic Smart Car Battery Charger $26.99 (Was $34.99)

The post Don’t wait for a dead car battery to buy this jump starter at Amazon appeared first on Popular Science.

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Apple’s long-delayed autonomous electric vehicle endeavor just got pushed back even further. According to a new report from Bloomberg, any chance of finally seeing a glimpse of the tech company’s top secret Project Titan car won’t happen until at least 2028, around two years later than Apple’s last estimated release window.

On top of kicking the car down the road (again), Apple’s ambitions to offer a fully driverless luxury vehicle have reportedly lowered significantly: company executives are now apparently willing to settle for a “Level 2+” system, an automation rating used by the global professional standards organization, SAE International. An Apple car classified at Level 2+ would hypothetically put its capabilities on par with Tesla’s currently available, much maligned Autopilot technology. When properly operating, a Level 2 or higher vehicle should be capable of assisting acceleration and brake controls, such as adaptive steering to stay within lanes, or a real-time responsive cruise control.

It’s a steep lowering of expectations from Apple’s early hopes of releasing a Level 5 car capable of driving “in all conditions… everywhere,” per SAE’s tier descriptions. Achieving the highest rating would ostensibly reduce drivers to passengers, with a car’s AI controlling all aspects of travel, without a human needing to take over responsibilities.

[Related: The first Tesla Cybertrucks have arrived.]

Apple’s vehicular aims date all the way back to at least 2014, when rumors of a project codenamed Titan or T172 first began circulating. Early designs reportedly nixed the inclusion of a steering wheel and pedals entirely, before eventually settling for somewhat more realistic goals. Even then, however, expectations for an industry redefining moment on par with the iPhone’s introduction have allegedly continued to temper over the subsequent years—despite being “one of the company’s most expensive research and development projects for the better part of a decade,” reported Bloomberg.

Since Titan’s inception, Apple has annually poured hundreds of millions of dollars into the project for engineering, closed road testing, cloud-based AI systems, and salaries. In 2021, Titan’s former project lead left the company, reportedly because he thought the car ultimately would never see the light of day. Apple then revised its release window the following year, at the time hoping to have a car ready for public reveal by 2026.

To this day, even the slightest hints of a prototype remain MIA, but Apple apparently could start making real headway now that it is eyeing much more achievable tech goals. Alongside its newest timeline, the company is reportedly considering additional management changes, as well as hardware and software engineering alterations.

By now, however, many at Apple allegedly view an EV rollout as ultimately being a “me-too product,” i.e. a vehicle that doesn’t set a new standard, as much as join a growing roster of sleek EVs. Currently, Apple’s biggest foray into automotives is CarPlay, onboard software that integrates iPhone features like Siri, maps, and music.

[Related: Apple may owe you some cash after settling a false advertising lawsuit.]

Say what you will about Tesla’s Cybertruck (seriously, say all that you will), but at least it is finally out in the real world. Even with revised hopes, it certainly seems like the prospect of seeing an actual Apple EV is further down the road than ever.

The post Apple’s electric vehicle delayed at least four more years appeared first on Popular Science.

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Shiny, silver human-shaped robots the size of lightweight boxers are getting ready to start shuffling their way through BMW’s US factory floors. The carmaker recently reached a commercial agreement with the robotics startup Figure to bring its eponymously named “general purpose” humanoid robot to BMW’s manufacturing facilities, starting with its Spartanburg, South Carolina location. The agreement puts BMW in a race with Tesla and other automakers who’ve embraced a vision of humanoid robots in an effort to further automate their already tech-filled facilities. It’s clear the robots are coming, but nobody really seems to know exactly what to do with them just yet. 

How does the robot work?

The Figure robot is a 5’6, 130-pound bipedal hunk of metal capable of lifting around 45 pounds and walking up to 2.7 miles per hour. Figure, which aspires to make “the world’s first commercially viable general purpose humanoid robot” says its Figure 01 model can operate for around five hours before needing to recharge. Though it’s unclear exactly how the robot will work in an automobile factory setting, Figure believes its device generally will “enable the automation of difficult, unsafe, or tedious tasks.”

As to what the humanoid robots will be doing at the factory exactly, Figure spokesperson told PopSci that “tasks have yet to be announced publicly.” A BMW spokesperson said that the automakers are “investigating concepts.”

The agreement between BMW and Figure features multiple phases. At first, the companies will look to “identify initial use cases” for the robots. Once those are established, the robots will make their debut at BMW’s Spartanburg, South Carolina manufacturing facility. A BMW spokesperson from the company’s South Carolina facility told PopSci it’s investigating ways to use the humanoid robot in the facility and said it could prove useful in situations where two hands are needed to grip certain objects. The BMW spokesperson did not provide more specific use cases and said there isn’t currently a timetable for when the robot could arrive on site.

“BMW is always exploring the latest technology to make our processes more efficient. Companies that invest in innovation such as this are more sustainable, become more productive, and have a competitive advantage,” the spokesperson told PopSci. “We need the right tools for the future, and this is just one tool in our toolbox that can be used.”

A spokesperson for Figure, meanwhile, told PopSci their goal is to have robots perform in the BMW manufacturing facility sometime in 2024. 

Robots in car factories aren’t anything new, but up until now they’ve mostly resembled single-purposed machines only capable of performing specific preset tasks. Robotics manufacturers like Figure believe their new Humanoid robots, made in the image of humans, could act as a type of generalist able to walk a factory floor and perform various tasks. The inclusion of hands, for example, could help the Figure bot open doors and use tools. Arms and legs, meanwhile, could help the robot climb up stairs, traverse terrain, and lift heavy boxes. 

[ Related: Hyundai’s robot-heavy EV factory in Singapore is fully operational ]

“Single-purpose robotics have saturated the commercial market for decades, but the potential of general purpose robotics is completely untapped,” Figure Founder and CEO Brett Adcock said in a statement. “Figure’s robots will enable companies to increase productivity, reduce costs, and create a safer and more consistent environment.”

“Figure 01 brings together the dexterity of the human form and cutting edge AI to go beyond single-function robots and lend support across manufacturing, logistics, warehousing, and retail,” Figure notes on its website. 

Figure vaguely says it’s using AI to build “intelligent embodied agents” capable of interacting with real world environments in unique and unstructured real world scenarios. Recently the company released this video claiming to show the Figure robot using AI to learn how to make a cup of Keurig coffee after ingesting 10 hours of footage. 

Carmakers are racing to bring humanoid robots to factory floors 

BMW’s new agreement with Figure comes around three years after Tesla announced its own plans to introduce artificial intelligence-enabled humanoid robots to its factory floors. At the time, Tesla’s robot was actually a dancing man wearing tight spandex. Since then Tesla has shown several prototypes of its “Optimus” robot which features a similar body design to the Figure model. The latest iteration of Optimus can reportedly squat and fondle eggs, but it’s still unclear exactly how that will translate to building cars. Tesla CEO Elon Musk previously told investors Optimus’ importance would “become apparent in several years” and even suggested the staggering machine could one day be worth more than Tesla’s automobiles. Tesla did not immediately respond to PopSci’s request for comment. 

Regardless of whether or not Musk’s predictions come true, other larger scale industrialists are taking note. In 2021, automating giant Hyundai completed an estimated $1.1 billion acquisition of Boston Dynamics, which is best known for creating odd videos of hulking humanoid robots performing backflips and various forms of calisthenics. Outside of the auto industry, Amazon recently revealed it was testing a bi-pedal humanoid robot from a firm called Digit which it said could one day work alongside employees in warehouses. 

So, why all the interest in robots now? Recent reporting from The Wall Street Journal suggests automakers like BMW see expanded automation through robotics as a way to offset rising labor costs and cut product prices. US autoworkers part of the United Auto Workers Union recently agreed to a new contract with Ford, Stellantis, and General Motors that includes a 25% wage increase over the course of four years. Other automakers like Toyota and Hyundai responded with their own wage increases. Humanoid robots, while costly to produce and untested in terms of reliability, could prove theoretically attractive investments for carmakers looking to offset rising labor–if they learn to outperform trained humans at making cars.  

Still, the sci-fi promise of a relentless, hyper efficient, never-sleeping robot workforce, for the time being at least, remains mostly speculative. Even Figure’s robot will reportedly have to walk itself to a charging station every few hours for a brief break.

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Lincoln, Ford’s luxury arm, redesigned its Nautilus luxury midsize SUV for model year 2024. Updates include a distinctive flat-top two-spoke steering wheel and a new hybrid powertrain option, among other niceties. But the biggest news for the Nautilus is its giant, future-forward immersive panoramic infotainment screen.

Paired with a smaller touchscreen in the center stack, the panoramic display is set up to show an array of information the driver can customize. Important information like the speedometer and fuel gauge are in roughly the traditional spot behind the steering wheel. Important, but not critical information like tire pressure, weather, clock, and media are all pushed to the right side of the screen.

When the car is in Park, the driver also has access to gaming, video streaming apps, and soon, Ford says, video conferencing. The brand set out to build a customizable platform that can be inserted into a variety of vehicles, including future EVs. Knowing that EVs take longer to charge up than it takes to fuel a gas-powered car, the video apps seem to be a way to keep EV drivers distracted and productive while sitting at a charger. 

The panoramic setup, which sits atop the dashboard, is the highest-resolution display Ford–and by extension, Lincoln–has ever offered. Beyond the sheer size of the 48-inch-wide screen, the company went way beyond its comfort zone to create a digital experience unlike anything it has accomplished in the past. We’ve seen it, and it’s impressive.

Gaming tie-in

The squircle-shaped steering wheel is one way to access the SUV’s digital information, equipped with matching “d-pads” (directional pads) to navigate the controls. A d-pad is typically thumb operated and oriented like a plus sign, like a gaming console.

Upping the cool factor (but serving no readily apparent functional purpose), a real-time avatar spins in 3D on the touchscreen, matching the vehicle’s color and wheels. For this application, Ford tapped Unreal Engine to render it on the fly. Unreal Engine is a software framework and creation tool developed by Epic Games, the mastermind behind the wildly popular game Fortnite.

Ford’s gaming theme doesn’t stop there; it launched an exclusive version of the Asphalt Nitro 2 game, complete with a Shelby GT350R muscle car avatar. Gaming is limited to times when the vehicle is parked and can be played on the touchscreen or with any Bluetooth-capable controller. Bluetooth enables a keyboard connection to the screen as well, allowing vehicle occupants to use the Vivaldi freeware browser. Ford says it will transition to Google Chrome at some point in the future, and video conferencing apps are also on the table. These extend the work-from-anywhere option, allowing people to use their car as an office. The vehicle must be parked, not idling, to access any of these video-focused applications. 

Video streaming is now available with the new system on apps like YouTube, PBS Kids, and Amazon Prime; again, while parked. This could be a pleasant way to spend a few minutes in the parking lot while waiting for the kids to get out of school or in the cell phone lot at the airport, for example. At this juncture, riders in the passenger seat can’t watch videos while the car is moving. But Ford says it’s “definitely looking at it.”  

Software update

The panoramic screen is a showpiece for the software, which is now developed in-house at Ford. Director of Future Product, EV Digital Experiences and Services Zafar Razzacki says the development cycle began about two years ago, a long time in tech but a relatively short period compared to typical vehicle development.

“Bringing software in-house is a newer capability,” Razzacki told PopSci. “In the past, we typically relied on suppliers for hardware and software development. Bringing that in-house brings increased speed and quality and lower cost that we can pass on to the customer.”

General Motors caused a commotion last year by announcing its decision to go with a Google-based system, effectively eliminating access to Android and Apple CarPlay. Not so for Ford, which embraces the phone-mirroring applications for its customers’ Android and iOS devices. 

“We are very committed to offering a choice,” Christian Dodd, Senior Design Director on Ford’s digital teamsaid. “We have great relationships with Apple and Google.”  

For all platforms, Ford is encouraging the use of voice-assist controls, which helps to keep the driver’s hands on the wheel. Voice controls are typically laggy, however, discouraging widespread use. The company says it’s working to improve that latency, but that it sees a real benefit by using it more regularly. 

Organizations like AAA, however, have warned of the dangers of distracted driving from touchscreens and voice commands. We haven’t seen any laws on the books regulating in-vehicle screens or voice commands, but the data is startling. 

“Drivers using in-vehicle technologies such as voice-based and touch screen features were visually and mentally distracted for more than 40 seconds when completing tasks like programming navigation or sending a text message,” says the AAA Foundation for Traffic Safety. 

Even so, automakers are finding themselves in a race for the biggest and best screen. If they don’t, they risk losing sales to companies leaping ahead on the digital side. Ford says it’s cognizant of the dangers technology can post, and it’s actively working toward finding ways to make its infotainment as safe as it can. 

Balance between physical knobs and touchscreen controls is important on the safety side. Ford seems to be working toward finding that balance by implementing the d-pads and a large volume knob on the console that eliminates the multiple taps often required to make adjustments without physical controls. Figuring out what works best requires eye-movement tracking tests, both virtual and in the car, Dodd says. 

“There are going to be some features that require two to three clicks into the interface and the voice control will be more convenient,” Razzacki told us. “I think it depends on the application you’re using. You’ll see there are still some physical controls, like a big volume knob and d-pad controllers.”

New Lincoln owners will have to tackle a learning curve, and Ford is shoring up a video library along with dealership instruction at the point of sale. The brand says it’s exploring and learning, and will adapt to customers needs as they develop. 

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Tourists and locals trekking near the Las Vegas strip this year will now see a new a fleet of SUVs mysteriously zooming across town without anyone in the driver’s seat. These vehicles, operated by German startup Vay, may not have humans grasping at the steering wheel but they also aren’t exactly the fully autonomous driverless cars of science fiction fame. In reality, the Vay cars are part of the emerging “teledriving” model where human operators use video-game-like remote controls to steer cars towards customers from the company’s headquarters. 

What is teledriving? 

Teledriving companies like Vay claim they can alter metropolitan mobility and one day reduce the number of cars filling city streets through the use of remote control drivers. Customers interested in using one of the vehicles request a ride on a mobile app. A team of human operators at Vay then use a combination of cameras, sensors and augmented reality tech to remotely drive a vehicle to the customer. Once the car arrives, the customers take over control and drive it to their destination with a fee based on time spent driving. When the trip is complete, the remote driver regains control over the vehicle and drives it to a new customer. PopSci has reached out to Vay to clarify what happens to the vehicles between trips and overnight. 

Vay launched the first commercial teledriving product in the US last week in parts of Las Vegas, previously allowing for early access test drives. The company is operating its remote controlled car service near the city’s Arts District and the University of Nevada, which is nestled around a mile away from the famous strip. Users who take over the cars from the remote drivers are charged $.30 per minute while driving and $.03 per minute if they decide to momentarily park the car to go shopping or pick up groceries. 

The remote drivers at Vay operate the vehicles using a simulated driving station that looks like an advanced version of an arcade car game equipped with a physical steering wheel and pedals. A large screen reproduces the vehicle’s real-world surroundings using a combination of sensors and cameras. This is all made possible by modern 5G wireless networks, which let the vehicles quickly transmit real-time data to the remote operators. 

Vay isn’t the only startup trying to carve out a lane in the teledriving space but it’s the first to operate commercially in the US. Elmo, another major player in the space, recently received approval to operate in Lithuania. Together, these companies are hoping to attract commuters who want to save time parking vehicles and avoid the maintenance costs and responsibilities of owning a vehicle. Supporters of these shared, all-electric ride services say they could also help cut back on commuters’ carbon footprints by reducing the overall number of vehicles on the road. In 2021, the Environmental Protection Agency estimated around 29% of US greenhouse gas emissions were attributed to transportation, which includes light and medium duty cars and trucks. 

The jury is still out whether or no teledriving and more autonomous robots is services actually live up those climate-friendly claims. More traditional ride-hailing services like Uber and Lyft made similar promises, but data reportedly shows an increase in traffic congestion in most of the cities where they were introduced. Encouraging frequent, individual rides from teledriving services could also disincentive commuters to carpool, which studies show can reduce carbon emissions. 

Teledriving offers more peace of mind, but may have limited appeal 

Teledriving is the lesser-known, less flashy step-sibling to the fully autonomous taxis services offered by companies like Cruise and Waymo. Fully autonomous taxi services have inched closer to reality but collectively faced a setback last year after a series of high-profile missteps. Cruise, in particular, was forced to indefinitely cease its driverless taxi operations in California after one of its autonomous vehicles ran over a pedestrian. Another Cruise vehicle drove into wet cement. 

Related: Controversial ‘robotaxi’ startup loses CEO

Those incidents likely won’t help autonomous vehicle companies gain favor among drivers, who still largely aren’t comfortably sharing the road with entirely driverless cars. A majority (63%) of US adults surveyed by Pew Research in 2022 said they would not want to ride in a driverless vehicle. Only 21% of respondents in that same poll said they would feel very comfortable sharing the road with an autonomous vehicle. 

Teledriving, by contrast, could provide riders some more piece of mind knowing a human is still guiding the seemingly driverless vehicle. Vay, in particular, calls its remote controlled experience an “alternative approach to autonomous driving.” 

“With teledriving, a human is in charge,” Vay CEO and cofounder Thomas von der Ohe said during a recent interview with CNBC. “This allows us to handle complex maneuvers such as unprotected left turns, emergency situations, and road works based on human perception and decision-making ability.” 

At the same time, teledriving firms’ decision not to fully embrace autonomous driving could limit its overall appeal. Commuters who summon these vehicles will still ultimately have to engage in the active and time-consuming act of driving. Commuters, in other words, won’t be able to take remote zoom video meetings or catch up on Netflix episodes in these cars. Teledriving also disincentivizes the ownership of personal vehicles, which many commuters value for its reliability and as a potential source of income down the line if they decide to sell. 
For now, at least, teledriving looks like an intriguing, if ultimately niche solution to a larger issue of accessible transportation in the US. Critics may argue this automobile focused approach could also distract from larger-scale efforts to invest in mass transit or cut back on overall time spent driving. Heightened safety concerns stemming from recent autonomous vehicle errors could offer teledriving companies slightly more runway, but it’s still unclear whether they will catch on in sprawling US cities anytime soon.

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Last week at the massive Consumer Electronics Show in Las Vegas, some companies presented hydrogen as an alternative fuel star of the future. That may be a bit surprising, considering some headlines proclaimed that hydrogen is dead as late as last fall. Right now, the industry seems to be focusing its time and money on battery-electric power; hydrogen feels, at best, light years away from mainstream.

Several automakers have dabbled in hydrogen already, including Toyota with its smooth-riding Mirai and Hyundai’s Nexo. Audi, Honda, BMW, and others have explored it as well. Despite its challenges, several companies have dropped hints or outright pledged commitment to the development of this fuel option. 

The current administration’s commitment to clean energy has accelerated the process; in October, the U.S. Department of Energy announced a $7 billion investment to launch seven regional clean hydrogen hubs focused on producing low-cost, clean hydrogen. These hubs are strategically centered around the country, touching high priority areas in the Pacific Northwest central US, Midwest, East Coast, Appalachia, southern California, and the Gulf Coast of Texas. 

[ Related: A beginner’s guide to the ‘hydrogen rainbow’ ]

Honda is all in

Last fall, executive vice president of Honda Motor Company Shinji Aoyama told PopSci that a delicate balance exists between hydrogen supply and demand, and right now affordability presents a challenge for consumers. On average, hydrogen costs $13 to $16 per kilogram, which is roughly equivalent to two gallons of fuel. Currently, the national average for 87 octane gas (according to AAA) is about $3 per gallon, which means that hydrogen still costs more than double at the pump. 

That isn’t deterring the Japanese automaker, which says that solar and wind power are unstable on their own, as they are more susceptible to seasonality and weather conditions. By using renewable energy to generate hydrogen, it becomes a greener cycle.

“To ensure stable use of renewable energy, we need a means to store electricity that absorbs the impact of fluctuations in power generation,” said Honda executive (and 30-year Honda veteran) Arata Ichinose. “This is where hydrogen shows high potential as an energy carrier.”

Honda vouched for hydrogen energy back in the mid-90s, pledging time and money to research the possibilities. The company launched the world’s first fuel cell EV (FCEV) in 2002, refining it through subsequent iterations like the five-seat Clarity sedan. Even after the Clarity was discontinued, Honda built a fuel cell power station from fuel cells used in previously leased Clarity sedans, providing emergency backup power to the company’s data center in California. And they’re not finished yet: in 2024, the brand will launch an all-new FCEV based on the CR-V crossover.

[ Related: US will build seven regional ‘hydrogen hubs’ to spark clean energy transition ]

Ramping up hydrogen infrastructure

While EVs continue to be the primary focus of the future for the automotive industry, American drivers continue to be concerned about the public charging infrastructure. That goes double (or tenfold, or even a hundredfold) for hydrogen vehicles, as hydrogen charging stations don’t exist outside of California. (Aside from one lonely station in Hawaii, that is.)

The federal government made some headway toward mitigating that issue last week, announcing $623 million in funding earmarked for battery-electric and hydrogen fuel-cell charging stations. About 11 percent, or $70 million, was set aside for the North Central Texas Council of Governments to build five hydrogen fueling stations. These facilities are intended to shore up the heavy trucking corridor between Texas and southern California and promote the exchange of business.

Truck and energy company Nikola showed off one of its first hydrogen cell electric trucks at CES last week as well. (The company’s previous all-electric efforts landed in hot water after a since-resigned CEO’s exaggerated claims.) Now, the company says its truck can achieve a range of up to 500 miles and fuel up in 20 minutes. Last year, Nikola moved its manufacturing headquarters 350 miles away from Cypress, California to a town south of Phoenix, Arizona. The mileage doesn’t add up, in either case, begging the question: How does a truck get from here to there without charging infrastructure?

In Nikola’s case, the trucks are packing their fuel to go. Portable fueling units have been mobilized to carry the energy needed with the plan to support up to 30 trucks per day. In the meantime, Nikola is partnering with Voltera (a company that builds EV infrastructure) to open six heavy-duty hydrogen stations in California thanks to a $42 million award from the California Transportation Commission.

German company Bosch believes that hydrogen power is necessary for a climate-neutral future, and it’s putting up $2.6 billion to develop and manufacture hydrogen. And it’s putting down big stakes, as Bosch’s stated plan is to generate sales of roughly $5.3 billion with hydrogen technology by 2030.

Hydrogen fuel cell challenges

The U.S. Office of Energy Efficiency and Renewable Energy describes hydrogen as a zero-emission clean fuel producing only water as a byproduct. Although that sounds ideal on the surface, hydrogen presents its own set of challenges especially as it relates to production and storage.

Hydrogen fuel can be produced through a handful of processes, including thermal, electrolytic, solar-driven, wind-powered, and biological reaction. Most hydrogen fuel cell centers are historically powered by natural gas, which doesn’t equate to green energy. Using methane to separate the molecules is widely used, but it poses a serious leak risk that can cause more harm than good. Renewables (wind- and solar-powered) methods are the greenest but one of the costliest options. 

Emre Gençer is a principal research scientist at the Massachusetts Institute of Technology (MIT) Energy Initiative, and he says of those four, only two can be used widely at a reasonable cost. One of those is using water electrolysis powered by electricity from renewable energy or nuclear power, and Bosch has a plan to advance that avenue.

Today, Bosch is feverishly developing components for electrolyzers, which use electrolysis (using direct electric current to drive a chemical reaction) to split water into hydrogen and oxygen. When used in combination with wind or solar power, the cycle creates a greener-yet cycle overall. The company says it “firmly believes in hydrogen as a future fuel” and it’s working on developing both stationary and mobile fuel cells.

Next, science will have to tackle the hydrogen storage conundrum. Hydrogen is low density and must be stored at high pressures to compress it to a usable volume, and it also requires super-low temperatures. While this aspect is still very much in development, automakers aren’t waiting idly by–especially with government funding backing the infrastructure. Solid state batteries are still on the table, and Toyota confirmed recently that it’s moving ahead with its plans to launch vehicles with this type of energy source soon. By this time next year, these technologies could be significantly more advanced. 

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A cross country US road trip in an electric vehicle might start to sound more appealing thanks to a fresh $623 million round of investment in EV charging networks from the Biden Administration. The new funds will inch the US towards Biden’s ultimate goal of 500,000 EV chargers nationwide by 2030 and help put to rest some riders’ fears of running out of juice mid journey. But infrastructure alone may not be enough to counteract slumping EV sales in recent months. Persistently high prices and drops in gas prices have left most Americans sitting on the fence when it comes to considering a new EV.  

The Biden Administration’s Department of Transportation announced the new funding on Thursday, which will come by way of grants sent to support 47 EV charging and alternative-fueling projects spread across 22 states and Puerto Rico. Those projects should lead to the construction of an estimated 7,500 EV charging ports, with many located in lower income and rural areas where charging infrastructure is still spotty. The latest round of EV funding stems from the 2021 Bipartisan Infrastructure law, which carved out $7.5 billion in total funds for charging infrastructure. 

“The public placed great trust in DOT, and we are honoring that trust by making improvements to transportation that get people and goods to where they need to be more safely, affordably, and sustainably while creating good-paying jobs,” DOT Secretary Pete Buttigieg said in a statement. 

Continuous investments in charging infrastructure are crucial to addressing range anxiety, one of the top barriers keeping drivers from switching over to electric vehicles. To that end, the administration claims publicly available EV charging ports have increased nearly 70% nationwide since Biden took office in 2021. That adds up to 161,562 total ports as of late last year, which works out to around a third of the administration’s goal of half a million chargers by the end of the decade. 

Additional government-funded charging ports can have less obvious psychological effects as well. Less than half (47%)  of US adults surveyed by Pew Research last year said they were confident the US government could build out the infrastructure needed to properly power electric vehicles nationwide. But those who did think the government was up to the task were also far more likely to say they would consider an electric vehicle next time they buy a car. Proper infrastructure support from the government, in other words, can make EVs seem more attractive to potential buyers. 

High up-front costs and cheaper gas present roadblocks 

But easy access to charging ports isn’t the only issue keeping EVs from flooding US highways. Despite years of technological innovation and government subsidies, most electric vehicles are simply too expensive for average buyers. Tesla, by far the largest seller of EVs in the US, made a dent in the average EV cost when it slashed its own prices, but consumers still lack much variety in terms of new electric vehicles under $50,000. A recent survey of global respondents by S&P Mobility listed affordability as the top concern slowing EV demand. Nearly half (48%) of those respondents said EV prices were simply too high. 

“Pricing is still very much the biggest barrier to electric vehicles,” S&P Mobility Senior Technical Research Analyst Yanina Mills said in the report. 

Slowing EV sales could, ironically, partly be explained by cheaper gas prices. EVs experienced a blockbuster year of adoption in 2022 when gas prices were soaring to upwards of $5 per gallon in certain parts of the US. Those inflated gas prices made switching over to an electric vehicle, even one slightly more expensive than an internal combustion alternative, more attractive. But prices fell back down to around $3 per gallon nationally last year, which some experts argue may have turned off some would-be EV buyers who were previously on the fence. 

Making matters worse, certain carmakers like Ford and Audi have also either scaled back production targets or delayed rollout of certain EV products citing the recent market trends. AutoPacific President and Chief Analyst Ed Kim recently told ABC News these factors and consumers’ recent attitudes towards EV’s means electric vehicles sales could top out around 1.5 million units by the end of 2024, a more reserved estimate than earlier, more optimistic predictions. 

“We’re not seeing the level of frenzied activity we saw earlier,” Kim told ABC. “There’s a slight tapering of demand and partially a market correction.” 

None of that necessarily means EVs are down for the count. Asking prices for less luxury focused EVs models are likely to continue dropping as carmakers ramp up manufacturing. Ford, the leading automaker by volume in the US, says it plans to produce 600,000 EV units annually by sometime next year. Other automakers have similar EV production ambitions. Cheaper upfront costs could similarly make slight variations in gas affordability less of a make or break consideration for drivers thinking about making a switch to EVs. 

 “The rate of adoption has tailed off a little bit but it’s still growing,” Kim added. “This is not a catastrophe for EVs.” 

EV charging availability alone won’t suddenly shift the vast majority of US drivers away from internal combustion engines, but a lack of that available will undoubtedly make that shift much harder. Instead, rapid EV adoption may likely rely on a careful combination of an expanded charging network, lowered upfront cost, and continuing shifts in overall demand.

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Alphabet-owned Waymo says it’s ready to begin offering autonomous, “rider-only” trips on freeways in Phoenix, Arizona nearly 15 years after its founding. Waymo will take a multi-phased approach to freeway testing by initially restricting rides to employees as passengers before eventually opening the service up to customers using its Waymo One ride hailing app. That relatively methodical rollout follows months of trouble for the leading autonomous vehicle (AV) competitor Cruise, who was forced to freeze all operations in California last year following a string of safety concerns. 

Waymo, which already offers publicly available rides in parts of Phoenix, San Francisco, and Los Angeles, explained its plans for new freeway testing in a recent blog post. The company will use what it calls a “phased approach” where it will first offer “rider only” freeway commutes to Waymo employees in Phoenix. Employees will provide feedback on both the service and rider experience which Waymo says it will analyze before expanding rides to the wider public. Waymo did not provide any hard dates on when that expansion would occur, opting instead to say it would operate in a “step-by-step manner.” A Waymo spokesperson told PopSci that employees would begin taking these trips on freeways in Phoenix “in the coming weeks.”

“Before expanding, we ensure we have a comprehensive understanding of the environment we plan to operate and our system’s capabilities,” Waymo wrote in its blog post. “Waymo’s years of experience driving cars and trucks on freeways taught us to navigate everyday scenarios autonomously and inform our approach to responding to rare events safely.” 

The company says its gradual expansion to freeway rides could drastically cut down on some commute times where AVs would previously look for alternative, non-highway routes. Those brisker ride times could help address complaints from some critics who say AV rides can be frustratingly time consuming.

Waymo’s acceleration onto freeways comes just months after GM-backed Cruise, one of the top players in the AV space, was forced to freeze operations in California. In October, multiple vehicles from Cruise’s fleet of driverless Chevrolet Bolt’s were reportedly responsible for causing lengthy, frustrating traffic jams. Around that same time, another Cruise vehicle reportedly ran over a woman and dragged her after a hit and run driver collided with the pedestrian and flung her into the AV’s path. Another Cruise vehicle operating in San Francisco drove into wet cement. Those incidents and growing pushback ultimately ended with the California Department of Motor Vehicles suspending Cruise’s testing permits. Cruise froze all US driverless operations and CEO Kyle Vogt resigned. Regulators forced Cruise off the road before it could begin offering rides on freeways.

Over its years of development, Waymo has tried to distinguish itself from other competitors in the AV space by emphasizing its claimed commitment to safety over the Silicon Valley mantra of moving fast and breaking things. Last year, Waymo released a report laying out the “credible case for safety” where it explains the steps it takes to determine whether or not an AV system is safe enough to be deployed on a public road without a human driver. 

But freeway driving enters Waymo into new, potentially riskier territory. Unlike local city street driving, mistakes on freeways are more likely to run the risk of serious injury or death. And despite Waymo’s assurances that driverless cars are safer overall than humans, many everyday US drivers still aren’t convinced. 38% of US adults polled by YouGov last year said they feared widespread use of driverless cars on roads would increase the number of people killed in traffic accidents. That’s more than double (17%) the amount who believed driverless cars would reduce crashes.

General public queasiness around AVs makes commitments to safety and transparency all the more crucial. 63% of US adults surveyed by Pew Research in 2022 said they would not want to ride in a driverless vehicle, with another 45% saying they wouldn’t feel comfortable sharing a road with one. Almost everyone in that survey (87%) agreed driverless vehicles should have higher testing standards than regular vehicles.

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It’s a staggering statistic: while only one-fourth of all driving is done at night, more than half of driver fatalities occur after dark. On top of that, says the American Automobile Association (AAA), more than three-quarters of pedestrian deaths happen at night.

Nissan says it is boosting headlight performance on its vehicles while simultaneously reducing glare for oncoming traffic. That’s certainly important all year, but especially during the darkest part of the winter months when rush hour typically happens after sunset. Once a luxury upgrade, Nissan now offers brighter, more efficient LED headlights standard on the Altima, Ariya, Armada, GT-R, Maxima, Murano, Pathfinder, Rogue and Z models.

This is how Nissan’s headlight engineering works.

Headlight technology continues to improve

To understand the current state of automotive headlights, look at both the evolution of headlight technology as well as regulations for the U.S. and abroad.

Halogen headlamps used to be the standard, giving way to LED (light emitting diode) lights starting in the mid-2000s. Audi was the first to debut all-LED headlights, on the 2009 Audi R8, and others followed closely behind.

The differences between halogen, high-intensity discharge (HID, or xenon) and LED are significant. Halogen lamps are much cheaper to make, and they emit a warm, yellow light. LEDs emit a cool, bluish-white light, plus they’re about 80 percent more energy efficient and last much longer. Nissan says this creates an unintended consequence as LED lights illuminate the road more clearly and further ahead, but they increase glare for drivers in the oncoming lane.

The Insurance Institute for Highway Safety (IIHS) started rating headlights in 2016. Out of more than 80 headlight systems available for the 31 models of 2016 midsize cars evaluated, only one system (the Toyota Prius v) received a top rating of “good.” For model year 2023, forty-three percent of headlight systems tested earned a top rating.

On a straight road, low-beam headlights qualify for a good rating when they illuminate the right side of the road at least 325 feet. At the other end of the scale, the Institute gives a poor rating (the lowest available) to those lighting 220 feet or less.

While LEDs are objectively brighter than halogen and HID varieties, the IIHS rates headlights using a set of performance metrics that are agnostic to the underlying technology, IIHS says. There are also examples of poor ratings for every type of headlight.

Nissan’s “anti-glare notch” 

Drivers employ low beams much more often than they do eye-scorching high beams. However, even low beams can cause a problematic glare for vehicles that are lower to the ground when a taller vehicle’s headlights are shining straight on.

Nissan’s newest focus is on creating a low-beam headlight that carves out an “anti-glare notch.” The brightest section of the beam aims toward the lane of travel, illuminating the way forward while the oncoming traffic sees a dimmer edge. Engineers create physical barriers within the headlight housing to direct the light in specific directions, and using LED instead of halogen lights offers better, crisper definition.  

Instead of a full “V” shape straight ahead typically cast by headlights, the silhouette of Nissan’s anti-glare headlight beam looks more like an amoeba. The resulting light makes it easier to see straight ahead and onto the shoulder of the road while still providing enough light to see into the oncoming traffic without blinding other drivers.

“We use computer-aided ray tracing to focus light with pinpoint precision, eliminating the need for bulky reflectors and projectors,” Brad Chisholm, an engineer on the exterior Lights, Mirrors and Wipers team at Nissan told PopSci. “The result is headlights that are thinner, sleeker, and more aerodynamic, all while bathing the road in bright, targeted illumination.”

Nissan says it’s excited about the future of adaptive beam headlights, which have been used in Europe for the last decade and were only recently approved for use in the U.S. This technology goes beyond automatic high-beam dimming by using cameras, sensors, and central processing units to adjust headlight brightness and beam shape. The brand says that moving to adaptive beam headlights will increase the benefits of the anti-glare notch by fine-tuning it in real time. 

Ultimately,  properly aligned headlights that intelligently illuminate the road will reduce the number of crashes and can save lives. Nissan’s work toward reducing the glare for oncoming traffic improves our odds even more. 

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As more and more Americans embrace electric vehicles, automakers and the federal government are racing to secure the materials needed to build EV batteries, including by pouring billions of dollars into battery recycling. Today, recyclers are focused on recovering valuable metals like nickel and cobalt from spent lithium-ion batteries. But with the trade war between the U.S. and China escalating, some are now taking a closer look at another battery mineral that today’s recycling processes treat as little more than waste.

On December 1, China implemented new export controls on graphite, the carbon-based mineral that’s best known for being used in pencils but that’s also used in a more refined form in commercial EV battery anodes. The new policies, which the Chinese government announced in October shortly after the Biden administration increased restrictions on exports of advanced semiconductors to China, have alarmed U.S. lawmakers and raised concerns that battery makers outside of China will face new challenges securing the materials needed for anodes. Today, China dominates every step of the battery anode supply chain, from graphite mining and synthetic graphite production to anode manufacturing.

Along with a new federal tax credit that rewards automakers that use minerals produced in America, China’s export controls are boosting the U.S. auto industry’s interest in domestically sourced graphite. But while it could take many years to set up new graphite mines and production facilities, there is another, potentially faster option: Harvesting graphite from dead batteries. As U.S. battery recyclers build big new facilities to recover costly battery metals, some are also trying to figure out how to recycle battery-grade graphite—something that isn’t done at scale anywhere in the world today due to technical and economic barriers. These companies are being aided by the U.S. Department of Energy, which is now pouring tens of millions of dollars into graphite recycling initiatives aimed at answering basic research questions and launching demonstration plants.

If the challenges holding back commercial graphite recycling can be overcome, “the used graphite stream could be huge,” Matt Keyser, who manages the electrochemical energy storage group at the the Department of Energy’s National Renewable Energy Laboratory, told Grist. In addition to boosting domestic supplies, recycling graphite would prevent critical battery resources from being wasted and could reduce the carbon emissions tied to battery production.

To understand why graphite is hard to recycle, a bit of material science is necessary. Graphite is a mineral form of carbon that has both metallic and non-metallic properties, including high electrical and thermal conductivity and chemical inertness. These qualities make it useful for a variety of energy and industrial applications, including storing energy inside lithium-ion batteries. While a lithium-ion battery is charging, lithium ions flow from the metallic cathode into the graphite anode, embedding themselves between crystalline layers of the carbon atoms. Those ions are released while the battery is in use, generating an electrical current.

Graphite can be found in nature as crystalline flakes or masses, which are mined and then processed to produce the small, spherical particles needed for anode manufacturing. Graphite is also produced synthetically by heating byproducts of coal or petroleum production to temperatures greater than 2,500 degrees Celsius (about 4,500 degrees Fahrenheit)—an energy-intensive (and often emissions-intensive) process that triggers “graphitization” of the carbon atoms. 

Relatively cheap to mine or manufacture, graphite is lower in value than many of the metals inside battery cathodes, which can include lithium, nickel, cobalt, and manganese. Because of this, battery recyclers traditionally haven’t taken much interest in it. Instead, with many battery recyclers hailing from the metals refining business, they’ve focused on what they already knew how to do: extracting and purifying those cathode metals, often in their elemental form. Graphite, which can comprise up to 30 percent of an EV battery by weight, is treated as a byproduct, with recyclers either burning it for energy or separating it out to be landfilled.

“Up until recently, people talking about recycling for batteries really went after those token [metal] elements because they were high value … and because that recycling process can overlap quite a bit with conventional metal processing,” Ryan Melsert, the CEO of U.S. battery materials startup American Battery Technology Company, told Grist.

For graphite recycling to be worthwhile, recyclers need to obtain a high-performance, battery-grade product. To do so, they need methods that separate the graphite from everything else, remove any contaminants like metals and glues, and restore the material’s original geometric structure, something that’s often done by applying intense heat.

Crude recycling approaches like pyrometallurgy, a traditional process in which batteries are smelted in a furnace, won’t work for graphite. “More than likely you’re going to burn off the graphite” using pyrometallurgy, Keyser said.

Today, the battery recycling industry is moving away from pyrometallurgy and embracing hydrometallurgical approaches, in which dead batteries are shredded and dissolved in chemical solutions to extract and purify various metals. Chemical extraction approaches could be adapted for graphite purification, although there are still “logistical issues,” according to Keyser. Most hydrometallurgical recycling processes use strong acids to extract cathode metals, but those acids can damage the crystalline structure of graphite. A longer or more intensive heat treatment step may be needed to restore graphite’s shape after extraction, driving up energy usage and costs.

A third approach is direct recycling, in which battery materials are separated and repaired for reuse without any smelting or acid treatment. This gentler process aims to keep the structure of the materials intact. Direct recycling is a newer idea that’s further from commercialization than the other two methods, and there are some challenges scaling it up because it relies on separating materials very cleanly and efficiently. But recent research suggests that for cathode metals, it can have significant environmental and cost benefits. Direct recycling of graphite, Keyser said, has the potential to use “far less energy” than synthetic graphite production.

Today, companies are exploring a range of graphite recycling processes. 

American Battery Technology Company has developed an approach that starts with physically separating graphite from other battery materials like cathode metals, followed by a chemical purification step. Additional mechanical and thermal treatments are then used to restore graphite’s original structure. The company is currently recycling graphite at a “very small scale” at its laboratory facilities in Reno, Nevada, Melsert said. But in the future, it plans to scale up to recycling several tons of graphite-rich material a day with the help of a three-year, nearly $10 million Department of Energy grant funded through the 2021 bipartisan infrastructure law.

Massachusetts-based battery recycling startup Ascend Elements has also developed a chemical process for graphite purification. Dubbed “hydro-to-anode,” Ascend Elements’ process “comes from some of the work we’ve done on hydro-to-cathode,” the company’s patented hydrometallurgical process for recycling cathode materials, said Roger Lin, the vice president of global marketing and government relations at the firm. Lin said that Ascend Elements is able to take graphite that’s been contaminated during an initial shredding step back to 99.9 percent purity, exceeding EV industry requirements, while also retaining the material properties needed for high performance anodes. In October, Ascend Elements and Koura Global announced plans to build the first “advanced graphite recycling facility” in the U.S.

The Department of Energy-backed startup Princeton NuEnergy, meanwhile, is exploring direct recycling of graphite. Last year, Princeton NuEnergy opened the first pilot-scale direct recycling plant in the U.S. in McKinney, Texas. There, batteries are shredded and a series of physical separation processes are used to sort out different materials, including cathode and anode materials. Cathode materials are then placed in low-temperature reactors to strip away contaminants, followed by additional steps to reconstitute their original structure. The same general approach can be used to treat anode materials, according to founder and CEO Chao Yan. 

“From day one, we are thinking to get cathode and anode material both recycled,” Yan said. But until now, the company has focused on commercializing direct recycling for cathodes. The reason, Yan said, is simple: “No customer cared about anode materials in the past.”

That, however, is beginning to change. Yan said that over the past year—and especially in the last few months since China announced its new export controls—automakers and battery manufacturers have taken a greater interest in graphite recycling. Melsert also said that he’s starting to see “very significant interest” in recycled graphite.

Still, customers will have to wait a little longer before they can purchase recycled graphite for their batteries. The methods for purifying and repairing graphite still need refinement to reduce the cost of recycling, according to Brian Cunningham, the batteries R&D program manager at the Department of Energy’s Vehicle Technologies Office. Another limiting step is what Cunningham calls the “materials qualification step.” 

“We need to get recycled graphite to a level where companies can provide material samples to battery companies to evaluate the material,” Cunningham said. The process of moving from very small-scale production to levels that allow EV makers to test a product, “could take several years to complete,” he added. “Once the recycled graphite enters the evaluation process, we should start to see an uptick in companies setting up pilot- and commercial-scale equipment.“

Supply chain concerns could accelerate graphite recycling’s journey to commercialization. Over the summer, the Department of Energy added natural graphite to its list of critical materials for energy. Graphite is also on the U.S. Geological Survey’s list of critical minerals — minerals that are necessary for advanced technologies but at risk of supply disruptions. 

This classification means that domestically sourced graphite can help EVs qualify for the “clean vehicle credit,” a tax credit that includes strict requirements around critical mineral sourcing following the 2022 Inflation Reduction Act. To qualify for the full credit, EV makers must obtain a large fraction of their battery minerals from the U.S. or a free-trade partner. By 2025, their vehicles may not contain any critical minerals extracted or processed by a “foreign entity of concern” — an entity connected to a shortlist of foreign countries that includes China. This requirement could “drive a premium” for domestically recycled graphite, Lin said.

Tax incentives could be key to helping recycled graphite compete with virgin graphite, according to Yuan Gu, a graphite analyst at the consulting firm Benchmark Mineral Intelligence. Despite China’s new export controls, Gu expects graphite to remain relatively cheap in the near future due to an “oversupply” of graphite on the market right now. While Gu said that graphite recycling is “definitely on radar for Western countries” interested in securing future supplies, its viability will depend on “how costly or cheap the recycled material will be.”

If graphite recycling does catch on, industry insiders are hopeful it will be able to meet a significant fraction of the country’s future graphite needs—which are growing rapidly as the clean energy transition accelerates—while making the entire EV battery supply chain more sustainable.

“You can help regional supply chains, you can help with efficiency, with carbon footprints,” Lin said.  “I think it’s a no-brainer this will happen.”

This article originally appeared in Grist at https://grist.org/transportation/the-next-frontier-in-ev-battery-recycling-graphite/.

Grist is a nonprofit, independent media organization dedicated to telling stories of climate solutions and a just future. Learn more at Grist.org

Before Tesla’s CEO took the stage, pre-taped footage shown during the launch event included the Cybertruck traversing a variety of off-road vistas including a snowscape and sepia-filtered desert, idling in front of a cinematic sunset (or sunrise), towing SpaceX rocket parts, dramatically driving in circles, and being riddled with machine gun bullets. Later, per Newsweek, Musk told the audience, “In movies you sometimes see the hero or heroine hiding behind the car door while being shot with bullets. That doesn’t actually work unless you’re driving a Cybertruck. So, if Al Capone showed up with a Tommy gun and emptied the entire magazine into the car door, you would still be alive.”

The CEO delivered brief remarks before escorting the first 30 owners into their new electric vehicles, occasionally seeming to struggle with the handleless passenger side doors as smiling owners entered their new sharp-edged EVs. “It’s not just some grandstanding showpiece like me. It’s actually very useful,” Musk promised as the camera appeared to struggle to remain focused on the afternoon’s emcee. “How tough is your truck?” Musk rhetorically asked unnamed, rival carmakers, speaking into the direction of the audience. The challenge drew an enthusiastic response from dozens of attendees. Later, Musk repeatedly stressed the new, angular truck’s utility and durability.

During the Cybertruck’s official unveiling four years’ ago, Tesla vehicle designer Franz von Holzhausen hurled metal balls at a prototype to illustrate the EV’s “Armor Glass” enhancement, causing the driver side windows to shatter. Von Holzhausen demonstrated a similar exercise on Thursday afternoon, tossing a baseball at the Cybertruck twice. The windows did not appear to break this time.

[Related: Elon Musk says ‘we dug our own grave with Cybertruck’ ahead of its November release.]

“Here at Tesla we have the finest in apocalypse technology,” Musk declared to his excited fans at one point. Additional sizzle reel clips also highlighted the Cybertruck’s acceleration and towing capabilities. It apparently can outrace a 2023 Porsche 911 while towing an identical luxury vehicle for at least a quarter-mile.

“Experts said it was impossible,” Musk recounted of the Cybertruck’s design phase. Previously, critics have repeatedly voiced concerns about the Cybertruck’s potential safety issues and reports of numerous production woes allegedly costing Tesla billions of dollars. During an October 2023 earnings call, Musk cautioned shareholders and customers to “temper expectations” about Cybertruck’s initial profitability, adding that, “we dug our own grave with Cybertruck.” But here it finally was. 

Several tweets following the one containing yesterday’s livestream declared, “CAN’T WAIT! It’s basically the most badass car [that] ever existed! ❤️‍🔥🫶” and “LFG!!! Hope I can afford one.🤞🏻”

When first announced in 2019, Tesla’s website briefly listed the Cybertruck’s estimated starting price as $39,990 before removing the amount. Now, its base model officially costs $60,990.

“It’s going to be amazing to see all these cars driving around,” Musk said near his presentation’s end as the 30 vehicles departed the showroom. “This is really going to change the look of the roads.”

The post The first Tesla Cybertrucks have arrived appeared first on Popular Science.

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