The new screen array will premiere in the next-generation iX3, arriving next year.
US comedian Tim Meadows will host its debut at next month’s CES.
BMW is planning to launch six Neue Klasse models in the coming years.
BMW is gearing up to showcase the latest iteration of its iDrive system and display that’ll be used in upcoming Neue Klasse production models. The new tech will be unveiled at next month’s Consumer Electronics Show (CES) in Las Vegas in a special event hosted by comedian Tim Meadows.
The debut will take place at the BMW Pavilion, and attendees will have the chance to take a close look at the system. It’ll consist of the brand’s first panoramic iDrive display and, according to BMW, set new standards “for in-vehicle experiences with a clear focus on driver orientation, safety, and personalization.”
Images published of Tim Meadows may provide us with a hint of what to expect from the new system. Pictured behind the comedian is the top of a huge steering wheel, an angular infotainment screen, and what appears to be a full-width panoramic display. Both the steering wheel and the infotainment display match up with the Vision Neue Klasse X concept and appear likely to make it to production.
Details about the “panoramic” display are a little murkier. Both the Vision Neue Klasse X SUV and the Vision Neue Klasse sedan concepts had curved full-width displays at the base of the windshield. It’s possible that BMW intends to make these screens a reality for its future production models.
All will be revealed on January 7th at 8:30 a.m. PST. Meadows will be joined by BMW AG chief development officer Frank Weber, head of BMW Group Design Adrian van Hooydonk, and head of UI/UX development, Stephan Durach.
The first Neue Klasse-based production model to hit BMW showrooms will be the next-generation, all-electric iX3, set to adopt a very similar design philosophy to the Vision Neue Klasse X. It will launch next year, while a road-going variant of the Neue Klasse sedan concept is set to arrive in 2026. A further four Neue Klasse models will join the burgeoning family over the following two years.
A man who was selling stolen trade secrets is now going to prison.
The FBI caught the criminal through an undercover operation.
A second man connected to the case is reportedly still at large.
Klaus Pflugbeil thought he had it all figured out. Swipe some trade secrets, make $1.3 million, and quietly build a tech business overseas. Instead, the former employee of a company bought by Tesla is now facing two years in federal prison. Why? Because, unsurprisingly, the FBI has little patience for blatant industrial espionage. His partner is allegedly still at large.
Authorities nabbed Pflugbeil back in March after he allegedly attempted to sell sensitive tech to someone he thought was a buyer. It wasn’t. It was an undercover FBI agent ready to ruin his day. According to the Department of Justice, Pflugbeil “built a business in China to sell the sensitive technology that belongs to a U.S. company.” That’s a sanitized way of saying he and his partner cooked up a scheme to peddle trade secrets while hoping nobody in America would notice. They noticed.
As we noted in our original coverage, the DOJ doesn’t specifically say that Pflugbeil stole these secrets from Tesla. However, several factors, including its acquisition of a Canadian tech manufacturer (Hibar Systems) in 2019, for whom Pflugbeil used to work for, point to Tesla as the “leading U.S.-based electric vehicle company” the official records refer to.
“His actions were bold – he even advertised that he was selling the victim’s products – because he thought, incorrectly, that he was outside the reach of U.S. prosecutors,” stated United States Attorney Peace. “Today’s sentencing sends a clear message to would-be offenders: My office will do everything it can to protect American innovation and national security no matter where you try to hide.”
In that same vein, it’s worth noting that Pflugbeil’s co-defendant, Yilong Shao, remains at large according to the DOJ. Evidently, the pair were quite blatant in their work. The DOJ says that Pflugbeil sent several documents including trade secrets to Shao and even said things like “[it’s] in a different format, so it looks very original and not like a copy.” The pair then advertised their products, precision dispensing pumps, and battery assembly lines, across the globe.
They showed up at trade shows, sent emails, and even claimed directly that their products didn’t infringe on any patents, copyrights, or other intellectual property. Somewhat ironically, Pflugbeil’s LinkedIn profile features a quote from Benjamin Jowett as his banner: “The way to get things done is not to mind who gets the credit for doing them,” it says. Perhaps he should’ve made sure that Tesla got full credit for the tech he professed to create.
An increasing number of Tesla owners report issues where many car features stop working.
The problem appears to affect only cars with hardware version 4, and the fix remains unclear.
No recall or service bulletin has been issued to address this growing issue yet.
Imagine getting to work a few days or weeks after buying a brand new Tesla only to realize there are major issues. The cameras aren’t functioning, the GPS still thinks you’re sitting at home, and features like emergency braking don’t work. That’s exactly the type of situation that a number of Tesla owners are dealing with right now.
Several of these drivers claim to have taken delivery within the last month or two. This detail is important not just for the inconvenience it causes, but also because it might point to the root of the problem. These owners report that they all have Tesla’s AP4 or hardware version 4 chipset, which is responsible for the features mentioned above. If it has a problem, those features won’t work, so it could very well be the crux of this whole situation.
Glitches, Delays, and Angry Owners
Over on Reddit, several owners report very similar symptoms. On top of that, they claim that Tesla service centers are routinely scheduling to swap out AP4 hardware and delaying appointment times.
“Happened to me: 2024 Model Y. Navigation shows me at home. All the time. Cameras out. Even the display does not adjust. Auto lights don’t adjust. Appointment on January 13 wayyy delayed,” said one commenter.
“I was contacted by Tesla today and the tech from my local service center told me that Tesla has told them to stop replacing the computers until they get to the root cause. He said they’re going to try and fix it with a software update and to expect 30 days. I find this mind-blowing because my symptoms started happening on Dec 2 and now my service date has been pushed back to Jan 23, nearly 2 months later,” said another.
There are many more complains on forums, including this one: “After a software update pushed by Tesla, the AP4 computer in my 2024 Tesla Model Y shorted out, causing a complete failure of all systems controlled by this computer.”
Electrek reports that sources from inside Tesla say that it’s related to a short circuit: “The cause is still being investigated, but one source told Electrek that one of the possible causes is the low-voltage battery short-circuiting the computer during the camera calibration process.” According to the outlet, one source claimed that Tesla Service has a mandate to “to play down any safety concerns related to this problem to avoid people believing their brand-new cars are not drivable.”
That seems like a tough job for Tesla Service employees considering how much emphasis the brand itself places on touting its safety record and technology. Notably, the NHTSA currently requires cars to have a functional backup camera, so it’s strange no recall related to this issue has been announced. That could change any day, but it’s also possible that Tesla will send an update that will fix the problem remotely, if it’s software related.
We’d ask Tesla, but, well, they don’t have a press department, though it appears that they might’ve recently hired one, as you can see from this Linkedin posting. We’ll keep an eye out to see if they decide to actually say something.
Are you a Tesla owner dealing with this headache? Share your saga in the comments. You can also report the issue to the NHTSA here, or if you’re in Canada, go ahead and do that here
The site has been designed to be completely carbon-neutral.
Stellantis plans to become a carbon net zero corporation by 2038.
Stellantis has inked a joint venture with Chinese battery giant CATL to establish a lithium iron phosphate (LFP) battery plant in Zaragoza, Spain. Up to €4.1 billion (~$4.31 billion) will be invested into the new site, with production scheduled to start by the end of 2026. When fully operational, the facility will have a capacity of up to 50 GWh.
This new plant will be located alongside the existing Stellantis facilities in Zaragoza. Batteries produced there will be used in the group’s battery-electric passenger cars, crossovers, and SUVs competing in the B and C segments. Stellantis has not confirmed which of its models will be the first to use these new locally-made LFP cells, but notes the plant’s capacity is “subject to the evolution of the electrical market in Europe and continued support from authorities in Spain and the European Union.”
“Stellantis is committed to a decarbonized future, embracing all available advanced battery technologies to bring competitive electric vehicle products to our customers,” Stellantis chairman John Elkann said. “This important joint venture with our partner CATL will bring innovative battery production to a manufacturing site that is already a leader in clean and renewable energy, helping drive a 360-degree sustainable approach. I want to thank all stakeholders involved in making today’s announcement a reality, including the Spanish authorities for their continued support.”
The battery plant has been designed to be completely carbon neutral and will be implemented in several phases and investment plans. Stellantis says the site will also help it on its path to becoming a carbon net zero corporation by 2038.
“The joint venture has taken our cooperation with Stellantis to new heights, and I believe our cutting-edge battery technology and outstanding operation knowhow combined with Stellantis’ decades-long experience in running business locally in Zaragoza will ensure a major success story in the industry,” CATL chairman and chief executive Robin Zeng added. “CATL’s goal is to make zero-carbon technology accessible across the globe, and we look forward to cooperating with our partners globally through more innovative cooperation models.”
The British brand had hoped to introduce its new electric sports car in 2026, but that date “will be a challenge.”
Few technical details about the production-spec model are known.
Xing Mobility’s immersion-cooled batteries have better heat dissipation than normal liquid-cooled packs.
Caterham continues to push forward with its first all-electric sports car, and shortly after confirming it will use an electric motor from Yamaha, the British company has revealed it’ll tap a Taiwanese supplier for an innovative, immersion-cooled battery pack.
This battery pack will be sourced from Xing Mobility and features cells immersed in a dielectric liquid. This dramatically improves heat dissipation compared to traditional liquid-cooled battery packs. Caterham also says Xing’s batteries have an energy density of 200 Wh/kg, which should give the EV plenty of range.
There’s no word on how large the car’s battery pack will be, how much it’ll weigh, or what kind of charging speeds can be expected. However, given that the Project V prototype is a compact sports car, one can’t expect the pack to be huge. When first announced last year, Caterham said their new EV would use a lithium-ion battery pack with a 55 kWh capacity, enough to give it 249 miles (400 km) of range.
A proclaimed energy density of 200 Wh/kg is on par with some other batteries on the market. For example, CATL’s new Shenxing Plus EV lithium-iron-phosphate battery has an energy density of 205 Wh/kg, while Tesla’s 4680 cells have an energy density of 296 Wh/kg.
As mentioned, the Xing battery will provide juice to an e-Axle from Yamaha. Caterham’s original concept had a single motor with 268 hp and chances are, the production model will have roughly the same amount of power.
Shoppers intrigued by the idea of an all-electric Caterham sports car may have to wait a little while before they can get behind the wheel. The brand initially hoped to launch the production model in 2026, but the firm’s chief executive, Bob Laishley, recently admitted that “2026 will be a challenge.” He also revealed Caterham has yet to decide where it’ll build the car, although it has said it won’t be manufactured at its existing Dartford plant in the UK.
The delay gives Toyota more time to refine its gigacasting production methods.
Both Lexus EVs will feature advanced prismatic battery cells for improved performance.
The EVs are expected to offer a driving range of approximately 621 miles (1,000 km).
Toyota has long been regarded as a bit of a slow mover in the electric vehicle race, but it’s proving that it’s anything but predictable. At the 2023 Japan Mobility Show, the company made a splash by unveiling two striking Lexus EVs, with promises of their arrival in 2026. Yet, just 14 months later, a new report indicates those plans are now on hold.
According to a report from Japan’s NHK, production of the Lexus LF-ZC and LF-ZL have now be postponed until mid-2027. Unlike many of its competitors, who are slowing EV rollouts due to demand concerns, Toyota’s delay appears to stem from a more strategic reason. The company is taking extra time to refine its manufacturing processes, particularly the implementation of gigacasting.
The Lexus LF-ZC and LF-ZL are important vehicles for the Toyota family and feature advanced designs and technologies that will trickle down to other models. Both are to be underpinned by a new EV architecture made from a gigacasted modular structure consisting of front, center, and rear portions. Toyota has said the special configuration means the front and rear of the EVs are structurally independent, allowing it to integrate new and improved batteries in the future.
Speaking of batteries, the new Lexus EVs are set to feature cutting-edge prismatic battery cells, which Toyota promises will deliver a range of up to 1,000 kilometers (621 miles). That’s impressive, especially considering that Toyota isn’t typically one to make exaggerated claims.
Last year, it was also revealed that the new Lexus EVs will be produced at an advanced assembly plant. According to the company, vehicles will be able to drive themselves autonomously with just the battery, motor, tries, and wireless terminal components, allowing it to ditch traditional conveyor belts on the production line.
The LF-ZC and LF-ZL aren’t the only victims of Toyota’s evolving EV timeline. In October, the company revealed that its three-row electric SUV—set to be produced at the Kentucky plant—would also be delayed. Originally planned for a 2025 launch, the SUV’s debut has been pushed back to mid-2026, adding to Toyota’s growing list of postponed EVs.
SiriusXM has been added to the Tesla Model 3, Model Y, and Cybertruck.
Tesla owners can also now unlock their EVs using an Apple Watch.
The holiday season is upon us, and Tesla has announced a slew of new features that will be included in its annual holiday update. These new features will roll out as part of an over-the-air update starting next week.
Perhaps the most important inclusion in the update is a rear cross-traffic alert feature. In recent years, rear cross-traffic alert has become a standard safety feature across much of the industry but up until now, no Tesla has had it – likely in part due to their reliance on cameras rather than radars. While there’s still no radar, Tesla has enabled the system to alert drivers of pedestrians or vehicles crossing behind while in reverse.
Other handy features are being added. For example, there’s a new Tesla App for the Apple Watch, meaning owners can use their watch to lock/unlock their EVs, view the battery charge, open the frunk, and turn on the climate control. It’ll also now be possible to save dashcam and Sentry Mode clips directly from the Tesla app. Tesla Model 3’s without stalks can also now automatically shift between Drive & Reverse in parking lots and during multi-point turns.
Tesla Model 3, Model Y, and Cybertruck owners will be pleased to hear that SiriusXM is included in the holiday update, too. It’s now also possible to set a preferred battery charge level when arriving at a destination and a rain radar has been added to the navigation system.
BREAKING: Tesla has announced its annual 2024 Holiday Update.
Here's what's new: • Tesla App on Apple Watch • Save Dashcam & Sentry Mode clips to phone • Autoshift between Drive & Reverse on stalkless Model 3 • Maintenance Summary: You can now view & track maintenance items… https://t.co/u1UexGtvUopic.twitter.com/54Hj25MPzI
Most of the other updates are minor, including new wraps and license plates available for the avatars used in the Cybertruck’s infotainment system, an improved rear camera feed for the pickup, and the ability for rear-seat passengers in the Cybertruck to play games on the small screen. Fart On Contact is another small update, which will play a fart sound through the speakers as soon as a passenger sits down.
Dozens of cars today use electric poppers to open their doors.
In some cases, the physical backup is somewhat hidden or tough to find.
The all-new Dodge Charger Daytona seems to follow the trend of hidden handles.
For well over a decade, some production cars have shown up to owners with electric door poppers. The technology isn’t exclusive to electric vehicles or exactly novel, either. The C5 Chevrolet Corvette has electronic door releases, as does the Dodge Viper.
In the USA, any car with this type of door release has to have a manual backup, and that’s where we find our problem today. Every automaker gets to decide where and how they’ll employ that manual backup. Let’s have a quick look at exactly where Dodge decided to put them on the new Charger Daytona.
Carscoops was on hand at the Los Angeles Auto Show to see the new Charger Daytona. One thing we noticed right away was the door popper button in the cabin. It’s located on the side of the door card and passengers will likely use their thumb to smack it when they want to get out.
It also had us immediately wondering where the manual backup was. Here are a few photos of the door card. Take a moment and see if you can spot it. If you can’t find it, move on to the next as we get closer and closer to the handle.
Notice that the manual release is somewhat deep and far forward on the door card. From the driver’s seat, it is completely out of view. The new Jeep Wagoneer S has a similar design with a slightly easier-to-find and access manual release. It’s easy to see why some condemn handles like this. Will drivers unfamiliar with the car be able to get out in the case of a crash or power failure in the car?
That’s a real issue that many Tesla drivers have ended up complaining about. While, no doubt, it’s the responsibility of an adult driving a car to understand how to escape in case of emergency, it’s easy to understand why people end up confused by handles like this.
To Tesla’s credit, the front door manual release is typically right on top of the armrest, far more visible and easy to use than the one in the Dodge Charger Daytona. At the same time, the rear door release is sometimes under the carpet in the middle of the rear bench seat. That’s not simple or easy to find in an emergency.
This isn’t even a problem that needs to exist because some automakers like Lexus and Audi seem to have a very simple and elegant solution. Rather than present a button to pop the doors, they still use a physical handle. Pulling on it gently engages the electric door release. In case of emergency, a full hard pull on the exact same handle will actuate the physical backup and the door will open.
In some cases, the button that engages the electric release also is a handle that occupants can pull out to engage the manual release. Should door handles like those in Lexus and Audi products be required or should automakers have the freedom to add manual releases as they see fit? Tell us your thoughts below!
Tesla’s Fleet API pricing, set to launch in 2025, will significantly impact developers.
Put simply, it costs a lot for those who make third-party applications with the API.
Some applications can continue running without the API but others will die off.
Tesla has now announced public pricing for its Fleet API, set to go live in January 2025. From that point, application developers will need to start paying for access. One developer has claimed the new pricing structure could cost him tens of millions, while others have found workarounds—for now.
The Fleet API is a tool for third-party developers. It enables them to create software applications that directly interface with Tesla vehicles. Then, they can provide new or novel functionality to owners.
The company explains that each account will receive a $10 monthly discount, which will cover the cost of creating useful automations for a few vehicles. For instance, this can cover data streaming, 100 commands, and 2 wakes per day for two vehicles. That sounds fine for an individual owner. What happens if you run a business with thousands of calls for data per month?
$60 Million Bill?
One Reddit poster specifically said that it would cost him some $60 million a year to keep his app going under this pricing. He even broke down the pricing.
“Every 30 seconds when the car is awake and busy (driving, charging, Sentry Mode, etc.) Assuming someone leaves Sentry on (common) and the car stays busy, and there are 43,829 minutes in a month, that’s 87,658 calls per month. At $1 per 500 requests, that’s $175 for one month for one vehicle – not counting wakes or commands.
In the worst case, where all vehicles are subscribed and all vehicles have Sentry on, it’s actually 470,000 vehicles * $175 = $82,250,000 per month or $987,000,000 per year. Plus wakes and commands. Might put it over a billion dollars a year?”
How will popular apps like S3XY Buttons end up being affected? Well, in a separate Reddit thread they explain that like many other apps, they don’t even use the API now. So in their case, they won’t see functionality change. The team there laid it out simply. “We are getting our data straight from the source, but those who use the Cloud API will be affected.”
Essentially, the future for many third-party Tesla apps is in flux. Some will continue, others won’t, and the only way that more survive is if Tesla cuts pricing.
Enhance Auto just announced physical turn signal add-ons for popular Teslas.
The new aftermarket accessory is available for the left or right of the wheel or as a pair.
These stalks offer dozens of customizable functions for improved driving convenience.
Take a drive in a new Tesla—say, the freshly updated Model 3 Highland—and you might notice something amiss. No, it’s not the autopilot fanfare or the borderline obsessive minimalism, but the humble turn signal stalk. In its ongoing quest to simplify, save a buck, or perhaps acclimate us all to a stalk-free Cybertruck future (take your pick), Tesla has migrated the turn signal controls to touch-sensitive buttons on the steering wheel.
But if you’re longing for the good old tactile days, fear not: a company dedicated to bringing back physical controls has launched a retro-style solution, appropriately named the S3XY Stalks.
This product that was introduced today comes from Enhance Auto. If that name sounds familiar, it’s because the brand already makes other popular physical button components for various Tesla cars. One of its creations is the S3XY Knob, a physical interface that rests in the center console. It’s been working on the stalks for months.
Easy Installation
The cool thing about these stalks is that, unlike other aftermarket options we’ve seen for the latest Model 3 Highland, they don’t require disassembly of the steering wheel. This avoids potential warranty issues and eliminates the headache of dealing with parts that don’t receive software updates. Instead, the stalks simply attach to the steering column and communicate via Bluetooth with a Commander unit mounted on the A-pillar via Bluetooth.
The S3XY stalks sit where one would expect them, on each side of the steering wheel. Once attached, the user can simply flick them up or down to light up a turn signal. Users can customize what the stalks do and add an additional action available via a button on the end of each stalk. The commands from the stalks go to what Enhance calls the Generation 2 Commander and then to the car.
According to Enhance, the stalks feature a replaceable battery designed to last at least a year with typical use. While the current version is tailored for the 2024+ Model 3 Highland, the company has announced that compatible versions for the Model S and Model X are in development and expected to launch in April 2025.
Based on videos showing the stalks in action, it appears as though this is a seriously top-notch upgrade. The design is clean, blends into the cabin as though it were a factory option, and the reaction time seems to be just as quick as it should be.
Pricing And Availability
According to Enhance, the S3XY Stalks are available for pre-order today (Nov 29) for $343.69 or $363.69 depending on the Tesla one owns. Notably, it appears as though the only option available to pre-order right now is the full package. That includes both stalks, the Gen2 Commander, wiring, and cleaning wipes.
At the same time, the company claims that at some point soon, buyers will be able to pick up either stalk individually or both stalks but without the Gen2 Commander. That should cut costs for those who might already have other Enhance products that include the commander already. Shipments begin in February of 2025.
A Problem No One Asked For
It’s a simple solution to fix what can only be described as a dumb idea—one that probably should never have made it past an over-caffeinated engineering brainstorming session. It’s right up there with the decision to ditch the $3 rain sensor in favor of using cameras for auto wipers (just ask Tesla owners how well that turned out). Whether the S3XY Stalks deliver on their promise, we’ll find out soon enough once they land in the hands of real-world users.
In the meantime, check out some videos below of other existing solutions for adding stalks to the Model 3 Highland, which required disassembly of the steering wheel.
Rivian’s software chief discussed upcoming features, including the release timeline for Google Cast.
The company is exploring voice commands to make all infotainment functions accessible via AI integration.
Unlockable performance or range upgrades may be introduced through future subscription-based software features.
Google Cast is set to arrive in Rivian vehicles very soon. This was one of the standout announcements from a recent ‘fireside chat’ with Rivian’s chief software officer, Wassym Bensaid, attended by Carscoops. During the discussion, Bensaid offered a glimpse into the brand’s ongoing software development, teasing features to watch out for and a few that might raise eyebrows.
For a company that has deliberately eschewed Android Auto and Apple CarPlay, the addition of Google Cast marks an interesting, if somewhat lateral, step forward. Google Cast isn’t a perfect solution for that, but it will enhance the overall experience for Rivian customers. Now, the company is about to launch it with software update .47 coming before the end of 2024. Not stopping there, Rivian’s engineers are also working on enabling rear-seat passengers to cast content directly to the back screens.
Voice Controls To Rival Physical Interfaces
In addition to Google Cast, Rivian is honing its speech-to-text functionality, with artificial intelligence playing a pivotal role. Bensaid confirmed that it’ll co-exist with Alexa that’s already integrated into its vehicles. He also says that everything that you can access in the infotainment system should be accessible via speech-to-text.
That’s right, he’s hoping to make it so that your voice can do anything in the system that your hand could do. He also believes owners will have the ability to access the same features via their mobile device. On top of that, he says it’s coming in 2025.
Physical Buttons? Not Likely
To be fair, the brand never really had many physical buttons in its cars to begin with. Still, the market appears to be trending back toward physical buttons after a couple of decades of moving away from them in favor of touchscreens. When pressed on whether or not Rivian would also begin to include physical buttons, Bensaid made his position clear.
While the company is adding haptic buttons to the steering wheels of its cars, the main interface isn’t going to change much. “We believe that if we have a cluttered interface with lots of physical buttons that the challenge with physical buttons is that they’re there forever,” Bensaid said.
“You can never change them, you have assigned functionalities. Whereas if you make it software, you have the ability to improve it over time based on customer feedback. That’s the guiding principle of why we don’t want to constrain ourselves to physical buttons,” he added.
Carscoops pushed a little harder concerning things like climate control buttons. Here’s what Rivian’s Vivek Surya told us.
“In Rivian vehicles, climate controls are integrated into the overall software stack, which means they interact with different systems in the car,” said Surya. “We want as many features as possible to be scalable and modular so we can quickly evolve in-vehicle experiences – and reduce mental load on the customer as complex hardware and software work in concert behind the scenes for features like automation.”
For example, here are some recent features that demonstrate the flexibility “untethering” from physical buttons gives us:
Driver profile specific customizable vent positions that can set multiple vents at the same time with a single touch
Tri-zone climate control, which expands the customization and adds more access to fine tune controls.
Unlockable Power And Range May Be On The Table
Rivian’s Connect+ software also led to a question about range and power. As of this writing, Connect+ simply includes a list of additional features for $14.99 per month ($19.99 CAD) or $149.99 per year ($199.99 CAD). Owners can sign up in the vehicle, on their phone, or online. That said, the host asked Bensaid if that architecture would end up having other unlockables for sale.
“Do you think customers would want to have a performance or range upgrade?” he responded. When the host affirmed, Bensaid simply said, “Okay, if you think so then I think we should do it.” That could mean that we may see Rivians ship to customers with some of their full power or range, or both, locked behind a paywall. For now, there is no telling (or even if) when this might actually happen, but it seems to be under consideration.
Hundreds of complaints have been filed with the NHTSA about Tesla models that can unexpectedly brake automatically.
The judge dismissed claims that the EV maker had been charging excessive car insurance premiums.
Over the years, many Tesla owners have reported complaints about “phantom braking”—a phenomenon where the car suddenly and inexplicably applies the brakes, often with no apparent hazard in sight. Now, a lawsuit against Tesla over these alleged “phantom braking” issues has been allowed to move forward by a US District Judge in Chicago.
The suit accuses Tesla of concealing a defect in its forward collision monitoring system, which is said to trigger abrupt and unnecessary braking without any real danger present. While some parts of the lawsuit have been dismissed, the central claim regarding the phantom braking issue remains very much alive.
The lawsuit was originally filed by Tesla Model 3 owner Joshua Santiago in 2023. He claimed that the forward collision monitoring system used by Tesla is defective and can suddenly activate when there’s no actual danger or collision risk, described as ‘phantom braking.’ The lawsuit also alleged that Tesla was charging excessive car insurance premiums because of the reportedly defective collision monitoring system.
Late last week, US District Judge Georgia Alexakis ruled to narrow the lawsuit’s scope but upheld the central claim about phantom braking. Tesla had moved to have the entire case dismissed, but the judge’s decision ensures the defect allegations will be heard in court.
The lawsuit alleges that Tesla had known about the alleged defect as early as 2015, but failed to inform customers about it. A whistleblower’s report asserts Tesla had recorded “139 cases of unintentional emergency braking,” and “383 reported phantom stops resulting from false collision warnings.” Hundreds of complaints regarding the faulty system have also been made to the National Highway Traffic Safety Administration (NHTSA).
Tesla regularly deploys over-the-air software updates, but the plaintiff argues these efforts have failed to resolve the problem. Santiago claims he “would not have purchased his vehicle…had he been aware” of the defect”, positioning the case as a matter of consumer transparency.
Insurance Premium Claims on Hold
While the phantom braking allegations proceed, Judge Alexakis dismissed claims regarding Tesla’s inflated insurance premiums because of the allegedly faulty collision monitoring system. However, plaintiffs have been granted permission to file an amended complaint to revive those claims should they gather additional evidence.
Tesla, for its part, has previously denied claims that it was aware of phantom braking issues in its popular electric vehicles.
The new SUV will look radically different than the brand’s other models.
It’s unclear if the company will develop the powertrain in-house.
Range-extender EVs are proving popular for those seeking maximum driving range.
Xiaomi isn’t willing to rest on its laurels and bask in the success of the SU7 sports sedan. In addition to developing an SUV version of the SU7, Xiaomi’s automotive arm has also started testing its third model, codenamed the N3.
This new model will take the form of a large SUV designed to rival the Li Auto L9. Like the L9, and unlike the SU7, the brand’s second SUV will be an extended-range electric vehicle. Technical specifications about this powertrain aren’t known, but a leaked document concerning Xiaomi’s future product plans has confirmed the N3 will come standard with rear-wheel steering.
As Xiaomi is eager to bring new models to the market as quickly as possible, it may decide to source a small-capacity internal combustion engine from another automaker for the EREV, as opposed to developing one itself. CarNewsChina notes it may also need to use new electric motors, as the ‘V6’ and ‘V8’ motors found in the SU7 have been designed for an 800-volt electrical architecture, whereas most EREVs use 400-volt systems.
A heavily-disguised prototype of the N3 was recently snapped by Chinese media during testing. Despite being clad in thick cladding and camouflage, it’s obvious the shape of the N3 shares very little in common with the SU7 and its upcoming SUV sibling. It is much boxier than the SU7 and has quite a conventional SUV shape, complete with a tall front fascia and a flat roof. The N3 appears more than large enough to support a third row of seats.
Xiaomi’s third model is expected to launch as early as 2026. Before that happens, the SU7-based SUV will hit the market. It should ride on the same Modena platform as the sedan and will likely be offered with similar powertrain configurations. This means the entry-level model will probably have a single electric motor with 295 hp and 295 lb-ft (400 Nm), while an all-wheel drive version with 664 hp could also be on the cards.
The solution would allow vehicles to use fully enclosed wheels to improve aerodynamics.
Water cooling could be used to ensure the brakes don’t get too hot.
Mercedes-Benz is looking to reimagine how mechanical brakes work on electric vehicles and has developed a system that shifts the brakes in-board, reducing unsprung mass along with other benefits.
Engineers from the German carmaker say that the regenerative braking systems of EVs can handle 98% of braking scenarios, meaning mechanical brakes are only necessary in emergencies when maximum braking force is required. With this in mind, engineers have developed a system where the actual brakes are located inside the motor transmission unit.
By moving the brakes in-board, up to 200 lbs of unnecessary weight from the corners of a vehicle could be shifted more centrally, improving handling. It would also allow for fully-enclosed wheels to be used, boosting aerodynamics and improving range. These new-age brakes work slightly differently than normal ones.
A circular brake pad is mated to the driveshaft, and two discs would clamp against it. Small trays could then be implemented to catch all the brake dust. As the brakes are fully enclosed within the motor transmission unit, they would get very hot, with Mercedes-Benz potentially using water cooling to solve this problem.
The system wouldn’t only work on dual-motor EVs with drive units at the front and rear axles. Mercedes says it would mount the brakes to the center of the front axle for EVs that only send power through the rear wheels. Engineers believe the in-board brakes can last the lifetime of a vehicle, meaning they won’t need to be serviced or replaced.
While Mercedes-Benz continues to develop and test the system, it has yet to confirm its production intentions. Should the system prove up to the task of lasting the lifetime of an EV, then it would be a no-brainer to introduce it for the brand’s future EVs.
Solid-state battery tech could double the range of Honda’s EVs by the late 2020s, its R&D chief claims.
Keiji Otsu said it wants to reduce the size of batteries by 50 percent and reduce cost by 25 percent.
Honda has invested $277 million on a solid-state line at Tochigi, Japan, and is open to selling power packs to other automakers.
The electric range of Honda’s EVs could double in the next few years with the introduction of solid-state batteries, the automaker’s R&D chief predicts.
Keiji Otsu made the comments to journalists at the opening of Honda’s demonstration solid-state production line in Sakura City, Tochigi, Japan. The 27,400 m2 (295,000 ft2) site has received 43 billion yen ($277 million) of funding and will start pilot battery production in January 2025.
But Honda engineers then have to verify the build process, technologies, and the cost of making the batteries, plus lock down the exact battery cell specifications before full production can start and the power packs can be fitted to production EVs.
That’ll happen “in the second half of the 2020s,” Honda says. Otsu described solid-state technology as “a game changer of the EV era,” telling Reuters that the new batteries would deliver twice the driving range of current lithium-ion batteries by the end of this decade and 2.5 times more range by the 2040s.
On the face of it, that could mean Honda EVs being capable of 600 miles (966 km) on one charge by 2029, though the more likely reality for most models is that Honda will improve range a little but use the energy density advantages to reduce the size of the batteries fitted to its electric cars.
Honda’s goals for the project are to reduce battery size by 50 percent, weight by 35 percent and cost by 25 percent compared with current EV levels, Otsu explained to Reuters. Reducing cost is key to making electric cars more affordable (and more desirable) to buyers, especially at a time when many are beginning to lose interest in EVs.
The automaker said it wants to increase EV production to more than 2 million units within five years, predicting that battery- and fuel-cell-powered vehicles will account for 40 percent of its total sales at that point, and all of them by 2040.
But Honda doesn’t only plan to put solid-state batteries into cars. It says a range of mobility products including motorcycles and even aircraft will benefit from the technology. Otsu also said Honda, which earlier this year formed an alliance with Nissan to develop batteries and motors, was open to selling its Sakura-built batteries to other brands.
EVs using the platform will be able to travel up to 500 miles (805 km) on a charge.
The latest multi-energy platform from Stellantis, the STLA Frame, has been unveiled, showcasing the kind of powertrain flexibility that carmakers increasingly need to stay relevant. Designed to support basically everything from internal combustion engines (ICE), hybrids, hydrogen, battery-electric (BEV), and range-extender vehicles, the STLA Frame is Stellantis’ response to an industry undergoing rapid technological transformation.
This modular platform serves as the foundation for the Ram 1500 REV and Ram 1500 Ramcharger, purpose-built for full-size, body-on-frame pickup trucks and SUVs. According to Stellantis, range-extender variants using the STLA Frame can achieve up to 690 miles (1,100 km) of range, while BEV models are capable of 500 miles (805 km) per charge. The platform is also engineered to handle up to 14,000 lbs (6,350 kg) of towing and a payload of 2,700 lbs (1,224 kg).
At the heart of the STLA Frame is a high-strength steel structure, with a floor-integrated battery pack designed to lower the center of gravity and enhance rigidity. All models based on this architecture also come with a full-length belly pan to reduce aerodynamic drag, and it supports water fording of up to 24 inches (610 mm), which is important for pickups and SUVs.
To hit that 500-mile range, Stellantis equips the STLA Frame with liquid-cooled battery packs ranging from 159 kWh to 200 kWh. Charging times also get a technological boost. Thanks to an advanced 800-volt electrical architecture, BEV models can gain up to 100 miles of range in just 10 minutes on a 350 kW DC fast charger. Range-extender versions, which use a 400-volt system, manage a respectable 50 miles in 10 minutes using a 175 kW charger.
Rounding out the charging tech is bi-directional functionality, allowing these vehicles to power homes, charge other EVs, or even feed energy back into the grid.
Power Meets Performance
Big trucks with big batteries demand equally big power. The STLA Frame accommodates electric motors mounted at both the front and rear axles, each capable of delivering 335 hp. Combined, they promise brisk performance with a 0-60 mph (96 km/h) in as little as 4.4 seconds. That’s high-end sports car speed for what are essentially rolling power tools.
The Missing Pieces
Interestingly, Stellantis has yet to specify timelines for ICE, hybrid, and hydrogen-powered iterations of the platform. For now, the focus remains on BEVs and range-extender setups, as seen with the Ram 1500 REV and Ramcharger. This emphasis on electrification feels deliberate, but it leaves questions about how soon the other powertrains will make their debut.
As Stellantis CEO Carlos Tavares explained, the STLA Frame delivers “best-in-class range, payload and towing for our customers who need reliable and powerful trucks and SUVs.” Tavares positioned the platform as a “no compromise” solution for buyers hesitant to embrace EVs, emphasizing its role in the company’s upcoming Jeep and Ram product blitz.
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Ford will offer its own branded CCS to NACS adapter, which is manufactured by Lectron.
Reports state that Ford’s new approach may be due to Tesla’s slow roll-out of its own adapters.
Ford customers have also reported issues with previous adapters, including slow charging and port damage.
The state of charging infrastructure remains a primary concern for many debating whether to switch to EVs. So, when Ford opted to become the first non-Tesla automaker to commit to Tesla’s NACS charge port, it triggered a slew of other manufacturers to do the same.
By adopting NACS in favors of CCS, Ford’s vehicles will be able to have access to Tesla’s expansive Supercharger network. However, there was one catch: the ports will only start appearing on Fords from 2025. Luckily for existing Ford EV owners, the company decided to offer Tesla’s CCS to NACS adapter completely free of charge.
However, it’s not been smooth sailing. With free adapter reservations opened in February, some customers still await the port converter. Now, to try and expedite the rollout, Ford will offer its own branded adapter.
According to a report by The Verge, Tesla has been slow to manufacture enough adapters. Some of the earlier units that were sent out have also had issues. Some customers reported slow charging. In more severe cases, using the adapter has led to port damage, with Ford asking some of those affected by the sub-par converters to stop using them while they send out a replacement.
Ford’s self-branded adapters will be made by EV equipment supply company Lectron. Ford has confirmed that the new adapters are unrelated to the ones that were deemed faulty. However, Lectron themselves haven’t been immune to issues, with their “Vortex” NACS to CCS adapters initially having a design flaw that could make them unlatch while charging. These adapters were recalled and replaced.
While the road to getting Fords to charge at Supercharger locations around the country certainly hasn’t been straightforward, efforts are clearly being made to offer customers the option. Despite the spotty rollout of adapters, Ford says that they remain committed to its “Power Promise,” which includes offering free home chargers to new EV customers.
Polestar is worried about the implications of President Biden’s proposed ban on Chinese hardware and software.
The Geely-owned company says the planned rules would “effectively prohibit” sales of its cars in the US.
Even Polestar’s US-built cars could be illegal in America if the proposal becomes law.
The Biden administration’s plan to ban Chinese tech is designed to keep America safe, but it could end up putting domestic jobs at risk. Polestar says the proposal could “effectively prohibit” sales of its cars in the US – including models built in America by American workers.
Washington’s lawmakers are concerned that smart cars containing Chinese hardware and software pose a security threat to the US and must be kept out. But Geely-owned Polestar’s comments to the US Commerce Department unearthed by Reuters serve as a reminder that Chinese cars, which we often think of as a looming force, are already on sale in the US, and in some cases part of the fabric of the US economy.
Polestar, which claims only 280 of its 2,800 employees work in China, and that 70 percent of its directors are either from the US or Europe, doesn’t only build cars in China, but also in South Korea and has just begun production of the 3 SUV in South Carolina, providing work for hundreds of Americans. Sister brand Volvo, which shares the Ridgeville SC site and makes its cars from the same component set as Polestar, is also at risk from the proposals.
Cars assembled in South Carolina are exempt from steep duties recently placed on vehicles imported from China, but could theoretically become unsaleable in the US unless some exemption is made.
Polestar said the US Commerce Department “should consider whether a rule that effectively shuts down the operations of a lawfully organized U.S. company with substantial U.S. investments and so many personnel and key decision-making units in friendly nations and the United States is appropriately tailored to address the stated national security concerns,” Reuters reports.
Ford, whose Lincoln Nautilus also falls foul of the rule (as does GM’s Buick Envision) urged the Commerce Department to ensure cars are only prohibited from sale based on their hardware and software, and not because of where they’re assembled.
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