ReportWire

Tag: Electric vehicles

  • Tesla unveiling its long-awaited robotaxi amid doubts about the technology it runs on

    Tesla unveiling its long-awaited robotaxi amid doubts about the technology it runs on

    [ad_1]

    DETROIT — Expectations are high for the long-awaited unveiling of Tesla’s robotaxi at a Hollywood studio Thursday night. Too high for some analysts and investors.

    The company, which began selling software it calls “Full Self-Driving” nine years ago that still can’t drive itself, is expected to show off the so-called “Cybercab” vehicle, which may not have a steering wheel and pedals.

    The unveiling comes as CEO Elon Musk tries to persuade investors that his company is more about artificial intelligence and robotics as it struggles to sell its core products, an aging lineup of electric vehicles.

    Some analysts are predicting that it will be a historic day for the Austin, Texas, company as it takes a huge step toward a long-awaited robotaxi service powered by AI.

    But others who track self-driving vehicles say Musk has yet to demonstrate Tesla’s system can travel safely without a human driver ready to step in to prevent crashes.

    “I don’t know why the headlines continue to be ‘What will Tesla announce?’ rather than ‘Why does Tesla think we’re so stupid?’” said Bryant Walker Smith, a University of South Carolina law professor who studies autonomous vehicles.

    He doesn’t see Tesla having the ability to show off software and hardware that can work without human supervision, even in a limited area that’s well-known to the driving system.

    “We just haven’t seen any indication that that is what Tesla is working toward,” Walker Smith said. “If they were, they would be showcasing this not on a closed lot, but in an actual city or on an actual freeway.”

    Without a clear breakthrough in autonomous technology, Tesla will just show off a vehicle with no pedals or steering wheel, which already has been done by numerous other companies, he said.

    “The challenge is developing a combination of hardware and software plus the human and digital infrastructure to actually safely drive a vehicle even without a steering wheel on public roads in any conditions,” Walker Smith said. “Tesla has been giving us that demo every year, and it’s not reassuring us.”

    Many industry analysts aren’t expecting much from the event either. While TD Cowen’s Jeff Osborne expects Musk to reveal the Cybercab and perhaps the Model 2, a lower-cost electric vehicle, he said he doesn’t expect much of a change on self-driving technology.

    “We expect the event to be light on details and appeal to the true long-term believers in Tesla,” Osborne wrote in a note. Musk’s claims on the readiness of Full Self Driving, though, will be crucial “given past delays and ongoing scrutiny” of the system and of Tesla’s less-sophisticated Autopilot driver-assist software.

    Tesla’s model lineup is struggling and isn’t likely to be refreshed until late next year at the earliest, Osborne wrote. Plus, he wrote that in TD Cowen’s view the “politicization of Elon” is tarnishing the Tesla brand among Democrat buyers in the U.S.

    Musk has endorsed Republican presidential candidate Donald Trump and has pushed many conservative causes. Last weekend he joined Trump at a Pennsylvania rally.

    Musk has been saying for more than five years that a fleet of robotaxis is near, allowing Tesla owners to make money by having their cars carry passengers while they’re not in use by the owners.

    But he has acknowledged that past predictions for the use of autonomous driving proved too optimistic. In 2019, he promised the fleet of autonomous vehicles by the end of 2020.

    However, Wedbush analyst Dan Ives, who is bullish on Tesla stock, wrote in an investor note that robotaxi event, dubbed “We, Robot,” by the company, will be a new chapter of growth for Tesla.

    Ives expects many updates and details from Tesla on the robotaxi, plus breakthroughs in Full Self Driving and artificial intelligence. He also is looking for a phased-in strategy for rolling out the robotaxis within the next year, as well as a Tesla ride-sharing app, and demonstrations of technology “designed to revolutionize urban transportation.”

    Ives, whose organization will attend the invitation-only event at the Warner Bros. studio, wrote that he also expects updates on Tesla’s Optimus humanoid robot, which the company plans to start selling in 2026.

    “We believe this is a pivotal time for Tesla as the company prepares to release its years of Robotaxi R&D shadowed behind the curtains, while Musk & Co. lay out the company’s vision for the future,” Ives wrote.

    The announcement comes as U.S. safety regulators are investigating Full Self Driving and Autopilot based on evidence that it has a weak system for making sure human drivers pay attention.

    In addition, the U.S. National Highway Traffic Safety Administration forced Tesla to recall Full Self-Driving in February because it allowed speeding and violated other traffic laws, especially near intersections. Tesla was to fix the problems with an online software update.

    Last April in Snohomish County, Washington, near Seattle, a Tesla using Full Self-Driving hit and killed a motorcyclist, authorities said. The Tesla driver told authorities that he was using the system while looking at his phone when the car rear-ended the motorcyclist. The motorcyclist was pronounced dead at the scene, authorities said.

    NHTSA says it’s evaluating information on the fatal crash from Tesla and law enforcement officials.

    The Justice Department also has sought information from Tesla about Full Self-Driving and Autopilot, as well as other items.

    [ad_2]

    Source link

  • Electrical Components International, Inc. (ECI) Partners with TTI, Inc. to Accelerate Electrification Across North America

    Electrical Components International, Inc. (ECI) Partners with TTI, Inc. to Accelerate Electrification Across North America

    [ad_1]

    North America’s leading access to world-class interconnect solutions just got better.

    Electrical Components International, Inc. (ECI) is pleased to announce a strategic partnership with TTI, Inc., a Berkshire Hathaway company and a globally recognized leader in electronic component distribution, to streamline the delivery of high-voltage cable solutions throughout North America. This collaboration marks a significant milestone in advancing electrification projects across the United States, Canada, and Mexico, reflecting ECI’s dedication to powering innovative, smart, and electrified solutions. 

    Gabe Osorio, Director of Transportation Marketing for the Americas at TTI, commented on the partnership, stating, “We are excited to expand our world-class product offering to include ProEV™ high-voltage cables, further strengthening our position in the transportation and electrification market segments and adding increased flexibility and options for our customer base.”

    This partnership addresses significant industry challenges such as high minimum order quantities and long lead times typical of cable manufacturing. By stocking low minimum quantities readily available for immediate delivery, ECI and TTI support rapid prototyping and development of electric and hybrid technologies, setting a new standard in the industry.

    Jarred Knecht, President of ProEV, a division of ECI, highlighted the forward-looking nature of this partnership, “We are not just keeping pace with electrification demands; we are defining its future. This collaboration with TTI enables us to deliver comprehensive electrification solutions that adapt to the rapidly evolving needs of the market. Our joint effort makes high-voltage cables more accessible and establishes new benchmarks for efficiency and sustainability.”

    Upcoming Event: Join us at The Battery Show where ECI and TTI will unveil the latest advancements in North American electrification. The showcase will feature the innovative ProEV™ high-voltage cable, now available for immediate delivery through TTI with flexible purchasing options. This event is a prime opportunity to see firsthand how our partnership is driving innovation and setting new standards in the electrification industry. 

    About ECI

    Founded in 1953, Electrical Components International (ECI) is one of the world’s leading suppliers of electrical distribution systems, control box assemblies, and other critical engineered components for diversified markets. With 25,000 employees and 40+ global manufacturing locations, ECI is the trusted partner to market leaders with 500+ customers. At ECI, we power smart, connected, and electrified solutions that enable the most advanced technologies to solve the most complex challenges. For more information about ECI, visit www.ecintl.com. 

    About ProEV 

    ProEV, a division of Electrical Components International (ECI), is a center of excellence for electric vehicles within ECI. The company serves global electric vehicle players in the development and manufacture of their vehicle platforms. To learn more about ProEV, visit www.proelectricvehicle.com.

    About TTI 

    TTI, Inc., a Berkshire Hathaway company, is an authorized, specialty distributor of electronic components. Founded in 1971, the emphasis on a broad and deep product portfolio, available-to-sell inventory and sophisticated supply chain programs has established TTI as a distributor of choice to manufacturers in the industrial, defense, aerospace, transportation, medical and communications sectors worldwide. TTI and its wholly owned subsidiaries, the TTI Family of Specialists, Mouser Electronics, Sager Electronics and the Exponential Technology Group employ over 8,000 people in more than 136 locations throughout the Americas, Europe, Asia and Africa. Globally, the TTI Family of Specialists maintains over 3 million square feet of dedicated warehouse space in 30 distribution centers. For more information about TTI, visit www.tti.com.

    Source: ProEV

    [ad_2]

    Source link

  • I Own a Chevy Bolt, and Superchargers Are a Total Game Changer

    I Own a Chevy Bolt, and Superchargers Are a Total Game Changer

    [ad_1]

    It should not be so exciting to eat a breakfast quesadilla in your car.

    But this quesadilla was from Wawa, this Wawa hosted a Tesla Supercharger, and this car was the 2023 Chevrolet Bolt EUV, hooked up to that Supercharger through an NACS/CCS adapter. More than a year after GM’s switch to NACS was announced, and following some Tesla internal chaos that made it seem like a dead deal, Tesla unlocked access to its conveniently placed EV charging stations to General Motors cars in late September. It wasn’t every Supercharger, but it was more than 17,000 spots, many in places that were previously dark zones in any road trip plan.

    I bought my car knowing that road trips would be an infrequent but real inconvenience. With Tesla’s network available now, the anxiety of rolling the CCS dice in unknown lands has lessened considerably. To understand just how this feels, you must first hear about the Before Times.

    Lots of Apps, Few Guarantees

    I’ve had my Bolt for a little over a year now, completing four road trips that required DC Fast Charging (DCFC). “Fast” is a misnomer with the Bolt, the slowest-charging modern EV, forcing you to plan across battery levels, nearby amenities, pets, and guesses at crowd timing. Every night before a long ride, I’m pinching, zooming, and stressing inside A Better Route Planner, PlugShare, and Google Maps reviews, asking myself if a ChargePoint in a brewery parking lot will deliver 7 or 9 kilowatts per hour.

    Despite all this groundwork, I have amassed an impressive collection of fast-charging scars in a year’s time:

    • Three different highway stops on Thanksgiving weekend with multi-car lines, endangering our pick-up time at dog boarding
    • An Electrify America station where a single car’s terrible parking made every other car occupy two working plug spaces
    • Excessive exposure to outlet malls, the EV honeypots with the most reliably working non-Tesla chargers
    • A single ChargePoint level 2 charger working (after a long delay) out of four in a hotel parking lot, the only charging spot on a vacation island.
    • A state-sponsored EV charging spot where two out of five plugs worked, then only one after a mid-charge failure, where a man heading to a Dave Matthews concert begged me to swap this last spot with him so his wife wouldn’t miss the band’s opening song.

    It almost doesn’t matter exactly why or how a non-Tesla charger refuses to work. Damaged cables or plugs, busted screens, cellular data drops, app issues, electrical faults—whatever the reason, it will never get fixed in that moment by calling the support number, and now you need a backup plan.

    This is how I think Supercharger access is most useful to us, the wretched of the EV earth: a robust backup plan for those tired of the alternatives. Plugging into the country’s most established network requires a none-too-cheap adapter (or finding a rare “Magic Dock” station). You have to find a way to connect a very short cable meant for a specific driver-side, rear-end location to your port. On the Bolt, that’s the middle-front-left, just ahead of the door, possibly the worst place for these cables. You can only charge at third- and fourth-generation chargers. And you have to pay whatever Tesla decides to charge us nonmembers, which is usually on the costlier side (I’ve paid $0.48 and $0.53 per kilowatt-hour).

    No More Car Dealership Chargers

    But it’s hard to argue with the locations and reliability of those bright red rectangles. On my most recent trip from Washington, DC, to the Outer Banks of North Carolina, I planned a longer charging stop on the way down at an EVgo in Williamsburg, Virginia, near a shopping plaza with a Target. This worked out because we needed some groceries for the trip. But only two of four chargers were working (after I wasted 5 minutes trying to make a green-in-the-app third station work). Had I wanted to save 11 minutes and up my chances a lot by having 12 stalls to pick from, I could have instead chosen a Tesla Supercharger farther down the road I was already on.

    Tesla Superchargers tend to be located along highways, near places with restrooms or snacks or shopping, and the Tesla app seems to keep up on how many stalls are occupied and working. With every other network or multibrand app, you’re doing a lot of guessing, which is the bane of road-trip planning. What seems better: Hoping that the very fast 250-kW charger Plugshare shows at a car dealership is available at 9 am on a Sunday, or driving 15 minutes out of your way to a Walmart and waiting your turn? Follow-up question: Have you ever willingly spent 30 minutes at a car dealership when you already own a working car?

    The Proof Is in the Plugging

    This kind of thinking spurred me to try some Tesla charging on the way back. I bought an A2Z Typhoon Pro adapter, based on its solid reviews and fast shipping. It also cost notably less than GM’s $225 charger after a coupon code, the GM model was backordered into November, and Chevrolet’s app suggested I’d have to pick it up at a dealer. Before I could use any adapter, though, I had to find a spot. The spots are the hard part.

    At my first stop, a Wawa, every other spot out of eight total was taken, and the one stall that lined up to the side of the car was occupied by a family that told me they would be there 50 minutes. I pulled up in an empty space, tried to stretch its cable, but it wasn’t even close. I pulled away, parked, and started looking for my next stop. Soon after, the father of the 50-minute family appeared in my window. I steeled myself for some kind of lecture, teasing, or maybe political discourse.

    “You know, you could actually pull up, like, sideways, behind those plugs, and I think it would work,” the father said. He was right; there was nothing behind these Supercharger stations but more parking, and it was empty. I pulled up, plugged in the adapter (quick review: rock solid), pulled over the cord, opened the app, selected the station and charger number, and tapped. Less than 30 seconds later, the juice was flowing. No screens or two plugs sharing one power source, just power.

    [ad_2]

    Kevin Purdy, Ars Technica

    Source link

  • Waymo’s New Agreement With Hyundai Raises Questions About China

    Waymo’s New Agreement With Hyundai Raises Questions About China

    [ad_1]

    Soon you could see Waymo self-driving tech in Hyundai cars. The autonomous driving tech developer Waymo said this week that it would partner with the Korean automaker Hyundai to equip a fleet of its electric vehicles with self-driving technology. The vehicles, modified Ioniq 5s, will hit the road as part of Waymo’s self-driving ride-hail service in late 2025, the companies said.

    In a statement, Hyundai Motor Company president and global COO José Muñoz called the agreement a “first step” in the two firms’ partnership. “We are actively exploring additional opportunities for collaboration,” he said—opening up the possibility that Waymo self-driving tech could one day be installed on Hyundai passenger vehicles.

    However, the multinational partnership is the latest to prompt questions about how Waymo, arguably the world’s most successful autonomous-driving company, will handle a global realignment of the automotive industry.

    China’s new dominance in auto manufacturing and export has worried other global automakers, some of whom have argued that the country has unfair trade advantages. Over the past year, Western countries have built firmer trade walls to prevent the incursion of inexpensive Chinese electric and autonomous vehicles. Last month, the US finalized rules that dramatically increased tariffs against Chinese-made EVs and battery materials.

    The US Commerce Department also last month proposed a rule that would ban some Chinese- and Russian-made automotive hardware and software from the US, with an emphasis on technology that enables autonomy. Just this week, the European Union voted to hike tariffs against Chinese-made electric vehicles.

    Interestingly, Waymo insists that a partnership with Chinese-owned automaker Zeekr is still on. The deal, announced in late 2021, has seen Zeekr purpose-build roomier autonomous minivans for the Alphabet subsidiary that are also less expensive to manufacture. The Zeekr vehicle officially made its debut in San Francisco in June, though Waymo says it’s still in testing and is not yet part of its public ride-hail fleet.

    Zeekr is owned by Chinese automaker Geely, though its design center and one of its research and development facilities are in Gothenburg, Sweden. The Swedish city is also the headquarters of majority Geely-owned automakers Volvo and Polestar, an all-electric premium automaker.

    In an email on Friday, Waymo spokesperson Chris Bonelli wrote that the Hyundai Ioniq 5s “will not replace any of our other vehicle platforms,” and said the company is “hard at work validating” the latest version of Waymo’s tech on the Zeekr platform.

    In proposing new rules targeting Chinese-made auto software and hardware, the US government argued that such tech installed on US vehicles could create a long-term national security issue. “Imagine if there were thousands or hundreds of thousands of Chinese-connected vehicles on American roads that could be immediately and simultaneously disabled by somebody in Beijing,” US Commerce Secretary Gina Raimondo said earlier this year.

    But in public comments submitted to the Commerce Department in April, Waymo representatives insisted that, despite its partnership with the Chinese automaker, China has nothing to do with the vital tech of the Zeekr-made robotaxi. “The AV-ready base vehicles being provided to Waymo have no driving automation or telematics capabilities built into them,” the company wrote, saying that only US-based Waymo personnel install autonomous technology onto vehicles at an American factory. The company said that, once operating in the US, the vehicles cannot remotely communicate with the vehicle’s manufacturer—Zeekr.

    [ad_2]

    Aarian Marshall

    Source link

  • Europe Votes to Slap China-Made EVs With Tariffs—but Tesla Gets Off Easy

    Europe Votes to Slap China-Made EVs With Tariffs—but Tesla Gets Off Easy

    [ad_1]

    “I think you can envision this playing out pretty well for BYD, actually,” says Ilaria Mazzocco, a senior fellow at the Center for Strategic and International Studies. “And also, they’re going to have less competition from other Chinese automakers.” BYD is known for its ability to control production costs, so it can still sell its cars at a relatively low price. For other Chinese brands, though, the tariffs could mean they now have to set their prices higher and compete head-on with models from Europe.

    Chinese automakers are not the only ones being impacted. Tesla, with half of its cars made in the Shanghai Gigafactory in China, will receive the smallest tariff at 7.8 percent after the company requested an adjustment based on the actual subsidies it gets in China. In contrast, Volkswagen and other European brands that produce cars in China may get around 21 percent.

    One way for Chinese brands to get around the tariffs is to set up factories in Europe and shift production here, like what Volvo has done for years producing in Sweden even though it’s been acquired by the Chinese company Geely.

    Such decisions may well be welcomed by some European countries, since that would in theory contribute significantly to local employment and green economic growth. Indeed, many Chinese companies have announced plans to move part of their supply chain to countries such as Spain, Hungary, and Poland, although Mazzocco warns these announcements should be taken with a grain of salt until factories actually start production.

    Alternative Solutions

    Yet despite the vote result, the approved tariffs may not be final. On Monday, a European Commission official said that the commission is willing to continue the negotiations with China even after the tariff vote. If they manage to agree on other solutions to the issue of unfair competition—for example, setting up import quotas or a price floor for Chinese EVs—the tariff could be revised.

    China has filed a complaint to the World Trade Organization about the EU tariffs, and the WTO could also request the EU to change or withdraw these tariffs if it finds them unacceptable.

    “What the commission really wants to do is to tell the members, ‘Look, we need to look serious here. We can negotiate later,’” says Alicia García-Herrero, chief economist for Asia Pacific at French investment bank Natixis. If member states had rejected the commission’s proposed tariffs, it would’ve shown that Europe is divided and powerless facing the influx of Chinese brands. But now that the tariffs have passed, Europe has more leverage in negotiating a better trade deal with China.

    Not all of the alternative outcomes would impact Chinese companies the same. For example, the worst situation could be an import quota, says García-Herrero. Turning a profit with the tariffs is challenging, but still possible. “But a quota would reduce the number of exports, so it’s not in China’s interests,” she says.

    On the other hand, setting a price floor for the imported EVs alone may not be a bad thing after all. It gives the automakers a higher profit margin and forces them to compete on the basis of better quality and service. “I think Chinese automakers feel pretty confident about their quality,” Mazzocco says. And it can even be good news for the Chinese EV brands that are focusing on the higher-end, luxury car market, like BYD’s sub-brand Yangwang, which is making luxury SUVs that can drive across lakes in emergencies.

    [ad_2]

    Zeyi Yang

    Source link

  • EU countries vote to impose duties on China EVs ahead of an end-of-October deadline

    EU countries vote to impose duties on China EVs ahead of an end-of-October deadline

    [ad_1]

    BRUSSELS — European Union countries on Friday voted to impose duties on imports of electric vehicles from China, as talks continued between Brussels and Beijing to find an amicable solution to their trade dispute before an end-of-October deadline.

    Electric vehicles have become a major flash point in a broader trade dispute over the influence of Chinese government subsidies on European markets — which has forced the undercutting of EU industry prices — and Beijing’s burgeoning exports of green technology to the bloc.

    The European Commission, which manages trade on behalf of the 27 member countries, welcomed their majority approval of its plan to impose the duties, even though EU automotive powerhouse Germany and Hungary voted against it.

    Those duties will come into force on Oct. 31 unless China has a solution to end the standoff.

    Commission spokesman Olof Gill said that any solution proposed by Beijing would have to be fully compatible with World Trade Organization rules, remedy “the injurious subsidization” by China, and be “monitorable and enforceable.”

    Beijing opposes the duties. “China firmly opposes the EU’s unfair, non-compliant and unreasonable protectionist practices in this case, and firmly opposes the EU’s imposition of anti-subsidy duties on Chinese electric vehicles,” a spokesperson at China’s Commerce Ministry said in comments posted online.

    Still, it means that the EU and the Chinese government have four more weeks to negotiate. Talks have already been held between Valdis Dombrovskis, the EU commissioner for the economy, and Chinese Trade Minister Wang Wentao, as well as at the level of technical experts.

    The China-EU technical teams are due to resume negotiations on Oct. 7.

    The duties on Chinese manufacturers, if applied, would be 17% on cars from BYD, 18.8% on those from Geely and 35.3% for vehicles exported by China’s state-owned SAIC. Geely has brands including Polestar and Sweden’s Volvo, while SAIC owns Britain’s MG, one of Europe’s bestselling EV brands.

    Other EV manufacturers in China including Western companies such as Volkswagen and BMW would be subject to duties of 20.7%. The commission has an “individually calculated” rate for Tesla of 7.8%.

    The retaliatory duties have run into opposition in Germany, which has Europe’s biggest economy and is home to major automakers.

    Germany’s auto industry association, the VDA, said the German government sent the “right signal” by voting against them. Hildegard Müller, who chairs the group, called the decision “a further step away from global cooperation.”

    She acknowledged that there is a need for negotiations with China and said that they “must prevent an escalation – ideally avert the tariffs, so that we don’t risk a trade conflict.”

    Hungarian Prime Minister Viktor Orbán warned that the EU risks starting an “economic cold war” with China, and he pledged to vote against the duties. “This is the worst thing that can happen to Europe. … If this continues, the European economy will die,” he told state radio.

    According to the commission, Chinese-built electric cars jumped from 3.9% of the EV market in 2020 to 25% by September 2023, in part by unfairly undercutting EU industry prices.

    Brussels says companies in China accomplished that with the help of subsidies across the production chain. They ran from cheap land for factories from local governments to below-market supplies of lithium and batteries from state-owned enterprises to tax breaks and easy financing from state-controlled banks.

    The rapid growth in market share has sparked fears that Chinese cars will eventually threaten the EU’s ability to produce its own green technology to combat climate change, as well as the jobs of 2.5 million auto industry workers and 10.3 million more people whose jobs depend indirectly on EV production.

    ___

    Geir Moulson in Berlin contributed to this report.

    [ad_2]

    Source link

  • Tesla posts first quarterly increase in deliveries, but shares slump with investors hoping for more

    Tesla posts first quarterly increase in deliveries, but shares slump with investors hoping for more

    [ad_1]

    Low interest financing, sweet lease deals, price cuts and free charging boosted Tesla’s global deliveries in the third quarter, the first increase this year for the electric vehicle maker.

    The Austin, Texas, company said Wednesday that it delivered 462,890 vehicles from July through September, bolstered by loans as low as 1.99%, and $299 monthly leases on the Model 3, its least expensive vehicle. It delivered 435,059 vehicles during the same period last year.

    The figures for July through September came in slightly higher than analyst estimates of 462,000 for the period, according to data provider FactSet.

    However, shares of Tesla Inc. dropped sharply in morning trading, down nearly 4%.

    The deliveries were “good and a step in the right direction,” wrote Dan Ives of Wedbush, but that there would be pressure on the company’s stock because investors had been hoping for even better.

    “Overall, this is a clear improvement from the first half and we believe getting in the range of 1.8 million for the year is still the key and important bogey,” Ives said.

    Tesla has struggled much of the year to sell its aging model lineup as growth in electric vehicle sales in the U.S. and Europe slowed due to concerns with range, price and the ability to charge on trips.

    Falling sales early in the year led to once-unheard of discounts for the automaker, cutting into its industry leading profit margins. Analysts estimated that Tesla’s average vehicle sales price was $42,500 for the third quarter, the lowest price in four years.

    The sales decline likely will pull down third quarter earnings when they are announced on Oct. 23.

    Tesla’s sales decline comes as competition is increasing from legacy and startup automakers, which are trying to nibble away at the company’s market share.

    Nearly all of Tesla’s sales came from the smaller and less-expensive Models 3 and Y, with the company selling only 22,915 of its more expensive models that include X and S, as well as the new Cybertruck.

    Wedbush analyst Dan Ives wrote in a note to investors Tuesday that third-quarter sales would bring a rebound as China sales continue to increase and price and demand stabilizes.” As China continues to heat up on the demand story for Tesla with favorable leasing/financing terms and pent-up demand in the region, we are confident that we will see a significant growth figure in the region,” he wrote.

    Europe will continue to be slow with macroeconomic pressures, and U.S. demand should stabilize, Ives wrote.

    But BNP Paribas Exane said in an investor note that long term expectations of the market are somewhat high for Tesla. The company said its sales estimates for 2026 and 2027 “remain 10% to 15% below the street, respectively.”

    Tesla is scheduled to unveil a purpose built robotaxi at an event next week.

    [ad_2]

    Source link

  • Cybertruck Finally Gets Full Self-Driving (Supervised)

    Cybertruck Finally Gets Full Self-Driving (Supervised)

    [ad_1]

    A select number of all-electric Tesla Cybertrucks now have the ability to drive on US highways hands-free, after the automaker pushed an update to vehicles this morning. Tesla AI head Ashok Elluswamy wrote on X that Cybertrucks will be the first Tesla vehicles to receive the “end-to-end on highway” driving feature, which the company says uses a “neural net” to navigate all parts of highway driving.

    “Nice work,” Tesla CEO (and X owner) Elon Musk responded to his AI chief.

    The feature appears to be in “early access,” meaning it’s available only to some Cybertruck owners who purchased the feature. It’s unclear when the automaker will release the feature more widely. Tesla, which disbanded its public relations team in 2021, did not respond to WIRED’s request for comment.

    Tesla owners’ manuals maintain that the full-self-driving feature, or “FSD (Supervised),” should be used only if drivers are paying attention to the road. The feature reportedly turns off if it detects that drivers are looking elsewhere. Critics have argued that Tesla’s marketing incorrectly leads drivers to assume that FSD can truly drive itself and that the automaker hasn’t been proactive in preventing driver misuse.

    Customers who purchased base model Cybertrucks early, at preorder, paid $7,000 for access to the driving feature, with some waiting almost a year for it to be available on their trucks. Tesla owners can now subscribe to the FSD (Supervised) feature at $99 per month.

    One Cybertruck driver reported on X that, based on driving this morning, the feature is “working well.”

    The feature’s introduction is some much-needed good news for the Cybertruck, which has faced a rocky introduction into Tesla’s lineup. The vehicle was delayed for years by the Covid-19 pandemic and by engineering issues. (A leaked “alpha” briefing on the vehicle, first reported by WIRED, found that the truck had serious issues with braking, handling, and noise.)

    The all-electric truck has also been subject to a handful of safety recalls, including one in which the company had to repair or replace accelerator pedals that had gotten stuck.

    As more automakers rush into the electrification race, and Tesla’s huge lead in electric cars has been eroded by other manufacturers, Musk and company seem to believe that “self-driving” features enabled by AI will help Tesla regain its edge. “The value of Tesla overwhelmingly is autonomy,” Musk told investors this summer.

    The US road safety regulator, the National Highway Traffic Safety Administration, has found that Tesla’s Autopilot feature, an older and less sophisticated version of FSD, didn’t sufficiently prevent drivers from misuse—and was involved in 13 fatal crashes between 2018 and 2023. After a years-long investigation into Autopilot, last year Tesla recalled 2 million vehicles with Autopilot. (The automaker said it did not agree with the government’s conclusions.)

    Earlier this year, Tesla settled a lawsuit brought by the family of a Northern California man who died while using Autopilot on his Model X.

    Tesla also faces a class action lawsuit alleging it misled customers who purchased Teslas after Musk promised the cars had everything they needed to drive autonomously. Eight years later, Tesla has made significant improvements to its driverless features and has plans to make big bucks off the feature—but still hasn’t produced self-driving technology.

    That could change this month. Musk has promised that Tesla will unveil a self-driving taxi, calling it a Cybercab, at an event in Southern California on October 10.

    [ad_2]

    Aarian Marshall

    Source link

  • Volkswagen cuts forecasts again as demand wanes while EV competition ramps up

    Volkswagen cuts forecasts again as demand wanes while EV competition ramps up

    [ad_1]

    Volkswagen AG cut its guidance for a second time this year, warning that waning demand will undercut the German carmaker’s profitability as it squares off with unions over possible job cuts and unprecedented plant closures. 

    The manufacturer said Friday that it now sees an operating margin of 5.6%. That’s down from a prediction of as much as 7% in July, when VW previously lowered its expectations, partly due to expected costs from closing an Audi plant in Belgium. Net cash flow in the automotive division is now expected to be less than half the level the company had foreseen.

    All three major German carmakers — Volkswagen, Mercedes-Benz Group AG and BMW AG — have now warned about their profit this month. They’re each struggling with slower sales in China, where buyers are holding back because of a deepening real estate crisis. Rising competition in electric vehicles also is driving steep discounts and crimping margins, all while declining consumer confidence saps demand for combustion-engine cars.

    Volkswagen’s outlook cut adds to the challenges for Chief Executive Officer Oliver Blume, who has warned that costs in Germany are too high as EV growth slows and Chinese manufacturers led by BYD Co. push into Europe. 

    The company is considering plant closures in Germany for the first time in its history and has scrapped decades-long job security pledges as it tries to become more competitive. Executives have flagged about two car plants’ worth of excess capacity, which put them on course for a protracted conflict with powerful labor groups.

    “The news aids the VW brand’s case to close overcapacity in Germany,” Bloomberg Intelligence analyst Giacomo Reghelin said. “As with Mercedes, we expect further profit warnings to follow.”

    VW now expects net cash flow in the automotive division to reach around €2 billion ($2.2 billion), down from as much as €4.5 billion previously, partly because of M&A activities including a partnership with Rivian Automotive Inc. on EV technology.

    Volkswagen said its namesake passenger-car brand and its commercial vehicles unit are performing below expectations. It flagged added risks for its high-volume carmaking group, which also includes Skoda and Seat, citing a “deterioration in the macroeconomic environment.”

    The company’s global deliveries will drop to around 9 million units this year, from 9.24 million in 2023, VW said Friday. The automaker had previously forecast a 3% increase.

    Earlier this month, rival BMW warned its 2024 earnings would be significantly lower than a year ago after a faulty braking system from supplier Continental AG prompted a recall and halt to deliveries of some 1.5 million vehicles. The auto-making operating margin would be as low as 6%, compared to a previous low of 8%, the company forecast.

    Mercedes-Benz followed with its own warning as the deepening rout in China hurt sales of its most expensive models like the S-Class and Maybach sedans. Adjusted returns this year would be between 7.5% and 8.5%, compared with an earlier forecast of as much as 11%, and earnings before interest and taxes will be “significantly below” the prior year level, the automaker said last week. 

    [ad_2]

    Monica Raymunt, Bloomberg

    Source link

  • In global game of influence, China turns to a cheap and effective tool: fake news

    In global game of influence, China turns to a cheap and effective tool: fake news

    [ad_1]

    WASHINGTON — When veteran U.S. diplomat Kurt Campbell traveled to the Solomon Islands to counter Beijing’s influence in the South Pacific country, he quickly saw just how far China would go to spread its message.

    The Biden administration’s Asia czar woke up one morning in 2022 to a long article in the local press about the U.S. running chemical and biological labs in Ukraine, a claim that Washington calls an outright lie. Started by Russia, the false and incendiary claim was vigorously amplified by China’s vast overseas propaganda apparatus.

    It was another example of “clearly effective Russian and Chinese disinformation,” Campbell told the Senate Foreign Relations Committee in July.

    Two years later, the claim still reverberates online, demonstrating China’s sprawling effort to reshape global perceptions. The campaign, costing many billions per year, is becoming ever more sophisticated thanks to artificial intelligence. China’s operations have caught the attention of intelligence analysts and policymakers in Washington, who vow to combat any actions that could influence the November election or undermine American interests.

    The key tactic: networks of websites purporting to be legitimate news outlets, delivering pro-China coverage that often parallels official statements and positions from Beijing.

    Shannon Van Sant, an adviser to the Committee for Freedom in Hong Kong Foundation, tracked a network of dozens of sites that posed as news organizations. One site mimicked The New York Times, using a similar font and design in what she called an attempt at legitimacy. The site carried strongly pro-Chinese messages.

    When Van Sant researched the site’s reporters she found no information. Their names didn’t belong to any known journalists working in China, and their photos bore telltale signs of being created with AI.

    “Manipulation of the media is ultimately a manipulation of readers and the audience, and this is damaging to democracy and society,” Van Sant said.

    Liu Pengyu, spokesman for the Chinese Embassy in the U.S., said allegations that China uses news websites and social media to spread pro-Beijing information and influence public opinion in the U.S. “are full of malicious speculations against China, which China firmly opposes.”

    In addition to its state media, Beijing has turned to foreign players — real or not — to relay messages and lend credibility to narratives favoring the Communist Party, said Xiao Qiang, a research scientist at the School of Information at the University of California, Berkeley. Xiao also is editor-in-chief of China Digital Times, a bilingual news website that aggregates information from and about China.

    Beijing’s methods are wide-ranging and links to the government are often difficult to prove, Xiao said. But whether it’s journalists with American-sounding names or an Indian influencer, the consistently pro-Beijing messages give them away.

    “The implicit message is the same — that the Chinese Communist Party works for its people,” Xiao said.

    Analysts at the cybersecurity firm Logically identified 1,200 websites that had carried Russian or Chinese state media stories. The sites often target specific audiences and have names that sound like traditional news organizations or defunct newspapers.

    Unlike Russia or Iran, which have displayed clear preferences in the U.S. presidential campaign, Beijing is more cautious and focused on spreading positive content about China.

    While the sites aren’t owned by China, they run Chinese content. When Logically looked at content specifically about the U.S. election, 20% could be traced back to Chinese or Russian state media.

    “There’s a decent likelihood that these articles could influence U.S. audiences without them even knowing where it comes from,” said Alex Nelson, Logically’s senior manager for strategy and analysis.

    According to the Gallup World Poll, more countries surveyed view the U.S. positively, but the share of countries where views of both the U.S. and China are negative overall is higher than 15 years ago, signaling the U.S. doesn’t appear to be making gains over China.

    Some U.S. officials want to increase spending to even the playing field. The House of Representatives this month approved a bill that would authorize $325 million annually through 2027 to counter China’s global influence, including its disinformation campaigns. The measure still needs Senate approval.

    “We are in a global competition for influence with China, and if you want to win it, then you cannot do it on a middle-power budget,” said Rep. Gregory Meeks, a Democrat from New York.

    Chinese President Xi Jinping has demanded a systematic buildup of Chinese narratives that would give his country a global voice “commensurate with” its international stature.

    Beijing has invested in state media such as the Xinhua news agency and China Central Television to convey its messages to global audiences in various languages and platforms. Media groups at the local level are creating “international communication centers” to build an overseas presence with websites, news channels and social media accounts.

    Beijing also has struck media partnerships worldwide, and the article Campbell read in the Solomon Islands is likely a result of those.

    China’s outreach is tied to the global race for economic dominance in electric vehicles, computer chips, AI and quantum computing, said Jaret Riddick, a senior fellow at Georgetown University’s Center for Security and Emerging Technology.

    “The countries that lead on emerging technologies will be the countries that have a great advantage going forward,” Riddick said.

    To tell its story, Beijing has not shied away from using fake personas. A 2023 State Department report detailed the case of a published writer named Yi Fan, originally described as a Chinese foreign ministry analyst. Yi morphed into a journalist, then became an independent analyst.

    Yi’s details changed, but the message did not. Through published commentaries and writings, Yi trumpeted close ties between China and Africa, praised Beijing’s approach to environmental sustainability and argued that China must counter distorted Western narratives.

    Then there was Wilson Edwards, a supposed Swiss virologist quoted in Chinese media as a COVID-19 expert who criticized the U.S. response. But Swiss officials found no evidence he existed.

    “If you exist, we would like to meet you!” the Swiss Embassy in Beijing wrote on social media.

    ___

    AP writer Amelia Thomson-DeVeaux contributed from Washington.

    [ad_2]

    Source link

  • Biden administration seeks to ban Chinese, Russian tech in US autonomous vehicles

    Biden administration seeks to ban Chinese, Russian tech in US autonomous vehicles

    [ad_1]

    NEW YORK (AP) — The Commerce Department said Monday it’s seeking a ban on the sale of connected and autonomous vehicles in the U.S. that are equipped with Chinese and Russian software and hardware with the stated goal of protecting national security and U.S. drivers.

    While there is minimal Chinese and Russian software deployed in the U.S, the issue is more complicated for hardware. There are more Chinese parts on U.S. vehicles than software, and software can be changed much faster than physical parts.

    Replacing hardware also could require complex engineering and assembly line changes. That’s why Commerce officials said the prohibitions on the software would take effect for the 2027 model year and the prohibitions on hardware would take effect for the model year of 2030, or Jan. 1, 2029, for units without a model year.

    The measure announced Monday is proactive but critical, the agency said, given that all the bells and whistles in cars like microphones, cameras, GPS tracking and Bluetooth technology could make Americans more vulnerable to bad actors and potentially expose personal information, from the home address of drivers, to where their children go to school.

    In extreme situations, a foreign adversary could shut down or take simultaneous control of multiple vehicles operating in the United States, causing crashes and blocking roads, U.S. Secretary of Commerce Gina Raimondo told reporters on a call Sunday.

    “This is not about trade or economic advantage,” Raimondo said. “This is a strictly national security action. The good news is right now, we don’t have many Chinese or Russian cars on our road.”

    But Raimondo said Europe and other regions in the world where Chinese vehicles have become commonplace very quickly should serve as “a cautionary tale” for the U.S.

    Security concerns around the extensive software-driven functions in Chinese vehicles have arisen in Europe, where Chinese electric cars have rapidly gained market share.

    Imported Chinese-owned vehicle brands had 7.6% of the market for electric vehicles in Europe in 2023, more than doubling from 2.9% in 2020, according to the European Automobile Manufacturers’ Association. The share of all electric vehicles imported from China is still higher when Western-owned brands manufactured in China, such as BMW and Tesla are included: some 21.7%.

    “Who controls these data flows and software updates is a far from trivial question, the answers to which encroach on matters of national security, cybersecurity, and individual privacy,” Janka Oertel, director of the Asia program at the European Council on Foreign Relations, wrote on the council’s website.

    Vehicles are now “mobility platforms” that monitor driver and passenger behavior and track their surroundings.

    A senior administration official said that it is clear from terms of service contracts included with the technology that data from vehicles ends up in China.

    Raimondo said that the U.S. won’t wait until its roads are populated with Chinese or Russian cars.

    “We’re issuing a proposed rule to address these new national security threats before suppliers, automakers and car components linked to China or Russia become commonplace and widespread in the U.S. automotive sector,” Raimondo said.

    It is difficult to know when China could reach that level of saturation, a senior adminstration official said, but the Commerce Department says China hopes to enter the U.S. market and several Chinese companies have already announced plans to enter the automotive software space.

    The Commerce Department added Russia to the regulations since the country is trying to “breathe new life into its auto industry,” senior administration officials said on the call.

    The proposed rule would prohibit the import and sale of vehicles with Russia and China-manufactured software and hardware that would allow the vehicle to communicate externally through Bluetooth, cellular, satellite or Wi-Fi modules. It would also prohibit the sale or import of software components made in Russia or the People’s Republic of China that collectively allow a highly autonomous vehicle to operate without a driver behind the wheel. The ban would include vehicles made in the U.S. using Chinese and Russian technology.

    The proposed rule would apply to all vehicles, but would exclude those not used on public roads, such as agricultural or mining vehicles.

    U.S. automakers said they share the government’s national security goal, but at present there is little connected vehicle hardware or software coming to the U.S. supply chain from China.

    Yet the Alliance for Automotive Innovation, a large industry group, said the new rules will make some automakers scramble for new parts suppliers. “You can’t just flip a switch and change the world’s most complex supply chain overnight,” John Bozzella, the alliance’s CEO, said in a statement.

    The lead time in the new rules will be long enough for some automakers to make the changes, “but may be too short for others,” Bozzella said.

    Commerce officials met with all the major auto companies around the world while it drafted the proposed rule to better understand supply chain networks, according to senior administration officials, and also met with a variety of industry associations.

    The Commerce Department is inviting public comments, which are due 30 days after publication of a rule before it’s finalized. That should happen by the end of the Biden Administration.

    The new rule follows steps taken earlier this month by the Biden administration to crack down on cheap products sold out of China, including electric vehicles, expanding a push to reduce U.S. dependence on Beijing and bolster homegrown industry.

    _____

    AP Business Writers David McHugh in Frankfurt, Germany, and Tom Krisher in Detroit contributed to this report.

    [ad_2]

    Source link

  • First Ride: Can-Am Pulse Electric Motorcycle

    First Ride: Can-Am Pulse Electric Motorcycle

    [ad_1]

    The dual-sport Origin has a city range of 90 miles and a combined range of 70 miles. Riding flat out at average speeds above 55 mph, I saw about 50 miles of range. That’s enough of a difference to notice it in day to day use. The off-road knobby tires probably didn’t help those numbers, either.

    Both bikes come with the same 8.9-kWh battery pack. In the city, the Pulse delivers 11.2 miles per kWh. That slightly bests the efficiency of the nearest competitor, the Zero S ($14,995 and up) which delivers 154 miles of city range from a 14.4-kWh capacity battery and has an efficiency rating of 10.7 miles per kWh.

    And, if you prefer retro styling, let’s not forget Maeving, which WIRED loves, with its new sportier city EV option, the RM1S, that has a 70 mph top speed and 80 miles max range, but with two important advantages: The batteries are removable and swappable, and it costs under $9,000—considerably less than the Can-Ams.

    Both Can-Am bikes are equipped with a Level 2 AC (SAE J1772) charging port. Charging is available up to 6.6 kW. Can-Am says that the motorcycles will charge up from 20 to 80 percent in roughly 50 minutes. When asked about future versions supporting NACS (SAE 3400, aka the Tesla port), Can-Am stated it would adapt in step with the evolution of the market and would offer adaptors if needed.

    The all-electric Pulse, left, and the taller Origin are here to remind riders that Can-Am makes bikes.

    Photograph: Can-Am

    Active Regen Braking and Backing Up

    One particularly interesting feature Can-Am has added to its bikes is active regenerative braking. Passive regenerative braking on electric bikes has been around for years. The rider twists off the accelerator and the bike slows itself using the electric motor. The happy byproduct of this system is that the motor sends the electricity created by this deceleration back into the battery.

    But Can-Am has added something else to the mix. On its two bikes, this active regeneration means that, after rolling off the throttle, the rider can twist the throttle beyond its neutral position up to roughly 6 degrees to enable additional regen braking. It’s an interesting solution to the challenge of how to best increase the efficiency of a motorcycle without adding regen to the traditional friction brakes.

    [ad_2]

    Roberto Baldwin

    Source link

  • Proposed Ban Would Be a ‘Death Sentence’ for Chinese EVs in the US

    Proposed Ban Would Be a ‘Death Sentence’ for Chinese EVs in the US

    [ad_1]

    After officially hiking tariffs on Chinese electric vehicle imports earlier this month, the US government is getting even more serious about keeping China-made autos out of the country. On Monday, the US Commerce Department proposed a new rule that would ban some Chinese- and Russian-made automotive hardware and software from the US, with software restrictions starting as early as 2026.

    The Biden administration says the move is needed for national security reasons, given how central technology is to today’s increasingly sophisticated cars. In announcing the proposed ban, Commerce Secretary Gina Raimondo cited vehicles’ internet-connected cameras, microphones, and GPS equipment. “It doesn’t take much imagination to understand how a foreign adversary with access to this information could pose a serious risk to both our national security and the privacy of US citizens,” she said.

    The US government’s move comes as China has dramatically increased the number of affordable vehicles, and especially electric ones, it makes and sells overseas. Chinese auto exports grew by more than 30 percent in just the first half of this year, setting off alarm bells in Europe and the US, where officials worry inexpensively made Chinese vehicles could overwhelm domestic industry. The US and Europe had moved to make it harder and more expensive for China to sell its autos in those regions, but the Chinese automakers have responded by setting up manufacturing bases in Eastern Europe, Africa, and Mexico—all of which might one day provide a loophole to allow more Chinese-designed and engineered vehicles into new Western markets.

    Still, the proposed rule focuses on security rather than competition. Raimondo had previously raised the specter of foreign actors using hijacked connected car technology to cause mayhem on the US public roads. “Imagine if there were thousands or hundreds of thousands of Chinese connected vehicles on American roads that could be immediately and simultaneously disabled by somebody in Beijing,” she said in February.

    That situation isn’t quite realistic, given how few Chinese and Russian firms supply automotive software or hardware in the US right now. A proposed software and hardware ban is more preemptive than a response to any immediate security risk, says Steve Man, the global head of auto research at Bloomberg Intelligence, a research and advisory firm. “PRC and Russian automakers do not currently play a significant role in the US auto market, and US drivers right now are safe,” a senior Biden administration official told WIRED.

    Because the rule would apply to any connected vehicle, not just electric ones, it would create even stronger prohibitions against Chinese-made auto tech. “If the 100 percent tariffs on made-in-China EVs were a wall, the proposed ban on connected vehicles would be a death sentence for China EV Inc. aiming to enter the US,” says Lei Xing, the former chief editor at China Auto Review and an independent analyst. Under such a rule, he says, the prospects of seeing Chinese EVs on sale in the US in the coming decade is “nearly zero.”

    [ad_2]

    Aarian Marshall, Zeyi Yang

    Source link

  • GM’s CEO on electric vehicles: “This is one of the most exciting times in our industry”

    GM’s CEO on electric vehicles: “This is one of the most exciting times in our industry”

    [ad_1]

    During her ten years as CEO of General Motors, Mary Barra has made big investments in software and driverless cars. At a 2021 trade show, Barra said, “At General Motors our vision for the future is a world with zero crashes, zero emissions, and zero congestion. The key to unlock that vision is electrification.”

    But it was her promise three years ago to stop selling gas-powered vehicles by 2035 – and GM’s ability to live up to it – that will likely define her legacy.

    Asked if she anticipates GM will be all-electric by 2035, Barra replied, “For our light-duty vehicles, yes. We’ll be guided by the consumer, but the plans that we have in place will get us there.” Nonetheless, in the face of slowing EV sales, Barra said, “I don’t think we ever thought it was gonna be linear.”

    cadillac-escalade-iq-at-gm-milford-proving-ground.jpg
    The Cadillac Escalade IQ electric vehicle on the test track at GM’s Milford Proving Ground in Milford, Mich. 

    CBS News


    Wall Street darling Tesla still dominates the market with nearly half of the EVs on the road in the United States. But their market share is shrinking. And with nine all-electric cars and trucks currently available, and four more on the way, GM seems determined to catch up.

    “Sunday Morning” was the first to drive GM’s highly-anticipated and soon-to-be-released electric Cadillac Escalade IQ. Starting around $130,000, with a range of at least 460 miles per charge, it includes features like the semi-autonomous Super Cruise, which allows hands-free driving on many roads.

    mary-barra-kris-van-cleave.jpg
    GM CEO Mary Barra and correspondent Kris Van Cleave take a Cadillac Escalade IQ out for a spin. 

    CBS News


    For a peak at what else is around the corner, GM invited us for a rare look inside its century-old Milford Proving Ground. A 45-minute drive from the company’s headquarters in Detroit, the Proving Ground has long been a hub for automotive innovation. GM conducted the industry’s first rollover test, and the first crash test using those famous dummies, all right here.

    Today, the 4,000-acre site is home to more than 140 miles of every kind of test track imaginable, from off-road to brick road, even an honest-to-goodness race track.

    Tony Roma, the executive chief engineer for Corvette, took us for a spin in the new ZR1. With 1,064 hp and a top speed over 200 mph, it’s the fastest Corvette ever. On this day we managed to hit 170.

    gm-corvette-zr1.jpg
    The GM Corvette ZR1. 

    CBS News


    Van Cleave asked, “With all of the computer modeling you guys do now, why is any of this necessary?”

    “You still need to stress the components to correlate the models,” Roma replied.

    Every detail of the ZR1 is being perfected at Milford, from the handling to that signature Corvette sound. “We put a lot of effort into the sound – the startup sound, the sound when it’s accelerating,” Roma said. “We’ll do 50 or 60 different iterations. It’s like tuning an instrument.”

    “On some level, does a Corvette always need to be a gas-powered vehicle?” asked Van Cleave. “Can you have that sound and that feel [with a hybrid]?”

    Roma replied, “We talk about this a lot. I talk about this with enthusiasts, my friends, other engineers.”

    Last year, GM’s introduction of its hybrid Corvette, the E-Ray, was met with some initial skepticism. But that has not dampened speculation that an all-electric Corvette isn’t far behind, fueled in part by President Biden, who said in 2021, “I have a commitment from Mary. When they make the first electric Corvette, I get to drive it!”

    gm-hybrid-corvette-e-ray.jpg
    GM’s hybrid E-Ray Corvette. 

    CBS News


    According to Roma, “We’re not going to apply electrification just for the sake of it. We don’t put technology on just for technology’s sake. It kind of has to earn its way in, has to make the car better in some way that our customers are going to respond to.”

    Most Americans have so far been reluctant to make the switch and plug in. Last year, electric vehicles made up only about eight percent of new car sales; and government subsidies aimed at speeding the transition have become a contentious issue on the campaign trail.

    Barra was surprised that EVs have become a political issue: “I never thought the propulsion system on a vehicle would be,” she said. “Again, I think one of the strengths of General Motors is we’re giving people choice. We’re not telling you what you have to have. We’re saying, if you want this, we have it.”

    Adoption of EVs is happening fast in other countries, and most analysts believe it will eventually catch up here, leaving Detroit in a lurch if they aren’t ready to compete.

    Barra believes the legacy car makers can move fast enough: “I absolutely believe yes, we can, and I think yes, we are,” she said. “Our workforce is quite young. Most of our technical talent has been with the company less than five years – I would say about 40 percent. They’re joining because they want to be part of the company that is going to change and lead in the move to electric vehicles.”

    “So, too soon to ask you about your legacy?” asked Van Cleave.

    “I think legacy is what someone else writes,” she said. “I hope everybody knows, I love this company, I believe in the team.”

    Barra is GM’s second-longest-serving CEO, but she’s showing no sign of slowing down. And for good reason: the future of this iconic American company is riding on whether or not she’s right about the road ahead.

    “I think this is one of the most exciting times in our industry,” Barra said. “There’s so much change right now that – for an engineer – it just makes it super-exciting.”

          
    For more info:

          
    Story produced by Mark Hudspeth and Kathryn Krupnik. Editor: Remington Korper. 

    [ad_2]

    Source link

  • Used EV prices in the DC market are down 27%, bargains, but beware – WTOP News

    Used EV prices in the DC market are down 27%, bargains, but beware – WTOP News

    [ad_1]

    Vehicle search site iSeeCars.com said the average price of a used 1- to 5-year-old EV in the D.C. market has dropped 27.4% over the past 12 months.

    Used vehicle prices in the D.C. market have fallen dramatically over the past year.

    Vehicle search site iSeeCars.com says the average price of a used 1- to 5-year-old EV has dropped 27.4% over the past 12 months, or the average equivalent of $9,728. That compares to a drop of just 5.3% for similarly-used gas-powered vehicles.

    iSeeCars said the accelerating decline in used EV prices reflects a continuing drop in demand and a slowdown in sales for new models.

    For shoppers considering a used EV, it means some good prices. But used EVs also come with used batteries, and that can be a cost-probative replacement.

    “Having some level of the batteries’ condition, maybe have a health report which they’ve developed, having some kind of analysis to see what its health is probably a smart way to go because you don’t want to buy a used EV and end up having to replace the battery pack,” said iSeeCars executive analyst Karl Bauer.

    The dramatic drop in resale value for used EVs is also something for buyers or brand new models to consider.

    “Our data says that electric vehicles are only driven about 10,000 miles a year, while gas vehicles are driven about 12,000. So you are getting 20% less use out of an electric vehicle, while also taking a bigger hit out of resale value,” Bauer said.

    The average price of a used Tesla Model 3 in the D.C. market is now $25,977. Almost all used EV prices hover around the $25,000 mark, which may actually be a sweet spot for the used EV market.

    “So will the average price of a 1- to 5-year-old used EV drop down to about $25,000 and stabilize? There is the government incentive on used EVs. If you buy one for $25,000 or less you can get a $4,000 credit on a used EV purchase. That might very well help them stabilize under $25,000 on the used EV market,” Bauer said.

    Below are the top five used EV vehicles with the biggest 12-month price drop in the D.C. market, courtesy iSeeCars:

    (Courtesy iSeeCars)

    Get breaking news and daily headlines delivered to your email inbox by signing up here.

    © 2024 WTOP. All Rights Reserved. This website is not intended for users located within the European Economic Area.

    [ad_2]

    Jeff Clabaugh

    Source link

  • Papé Kenworth Enters Dealer Agreement With Mullen Automotive

    [ad_1]

    Papé Kenworth is thrilled to announce its newest partnership agreement with Mullen Automotive, Inc. Papé Kenworth and Mullen, an electric vehicle manufacturer, are partnering to bring commercial EV inventory and service to the Western US. Based in Eugene, OR, Papé Kenworth is Mullen’s seventh franchise dealer partner and will cover fleet opportunities for the Company’s full line of commercial electric vehicles. The initial vehicle order for Papé Kenworth includes the Mullen Class 3 EV cab chassis truck. 

    With over 28 locations, Papé Kenworth is the West’s premier, full-service truck dealer carrying Kenworth and more, with a massive parts inventory and reliable service department. Papé Kenworth is dedicated to providing reliable, durable trucking equipment solutions that help customers meet their operational needs and uptime standards. To further meet the needs of customers adapting to evolving regulations, Papé provides zero-emissions and electric trucks for a wide range of applications. By offering Mullen’s innovative commercial EV lineup across Papé Kenworth’s extensive footprint, this partnership aims to increase the availability of commercial EVs across the Pacific and Western regions.

    “We are excited to welcome Mullen to our commercial EV lineup. This addition allows us to not only meet our customers’ needs and maintain high uptime standards, but also to partner with our customers as they adapt to changing regulations,” said Dave Laird, Papé Kenworth president.

    “Pape Kenworth is a hallmark dealer and distributor with unmatched experience supporting the nation’s fleet to meet their equipment and logistics needs.” said David Michery, CEO and chairman of Mullen Automotive. “Their extensive reach and expertise in the commercial vehicle industry will play a crucial role in introducing Mullen’s commercial EVs to a broader market.”

    About Papé Kenworth: Papé Kenworth has been your dedicated partner in trucking and transportation. With over 30 locations and an extensive service and parts network, you can count on Papé Kenworth to be your trusted partner for the resources and top-quality vehicles you need to navigate clean energy solutions and regulations. Papé Kenworth is proud to offer the latest innovations in electric and hydrogen-fueled trucks. These cutting-edge vehicles reduce emissions and provide efficient and reliable performance for your transportation needs.

    About Papé Group: Papé is the premier capital equipment provider in the West. For over 85 years, Papé has worked to maximize customers’ uptime through top-quality equipment, convenient maintenance service, and the best customer service. Based in Eugene, Oregon, this fourth-generation family-owned company is dedicated to providing customers with quality products and unmatched service. Papé Group consists of 8 brands with 160 locations in 85 cities across the Western United States, with over 815 service bays and 1600 technicians. As the leading supplier of construction, logging, material handling, landscaping, trenching, and farm equipment, as well as semi-trucks and warehouse products, Papé makes good on providing customers with end-to-end solutions.

    About Mullen: Mullen Automotive Inc. is a Southern California-based company that owns and partners with several synergistic businesses, all working towards the same goal of creating clean and scalable electric vehicles and energy solutions. Born out of the founder, David Michery’s, vision, the mantra perpetually fueling all of our efforts is the ability to “Imagine What’s Possible.”

    Mullen’s commercial EV lineup includes the Mullen ONE, Class 1 EV cargo van and Mullen THREE, Class 3 EV cab chassis truck, purpose-built to meet the demands of urban last-mile delivery. Both vehicles are available for sale and in full compliance with U.S. Federal Motor Vehicle Safety Standards, EPA and CARB certifications.

    Source: Papé Kenworth

    [ad_2]

    Source link

  • Seeking to counter China, US awards $3 billion for EV battery production in 14 states

    Seeking to counter China, US awards $3 billion for EV battery production in 14 states

    [ad_1]

    WASHINGTON — The Biden administration is awarding over $3 billion to U.S. companies to boost domestic production of advanced batteries and other materials used for electric vehicles, part of a continuing push to reduce China’s global dominance in battery production for EVs and other electronics.

    The grants will fund a total of 25 projects in 14 states, including battleground states such as Michigan and North Carolina, as well as Ohio, Texas, South Carolina and Louisiana.

    The grants announced Friday mark the second round of EV battery funding under the bipartisan infrastructure law approved in 2021. An earlier round allocated $1.8 billion for 14 projects that are ongoing. The totals are down from amounts officials announced in October 2022 and reflect a number of projects that were withdrawn or rejected by U.S. officials during sometimes lengthy negotiations.

    The money is part of a larger effort by President Joe Biden and Vice President Kamala Harris to boost production and sales of electric vehicles as a key element of their strategy to slow climate change and build up U.S. manufacturing. Companies receiving awards process lithium, graphite or other battery materials, or manufacture components used in EV batteries.

    “Today’s awards move us closer to achieving the administration’s goal of building an end-to-end supply chain for batteries and critical minerals here in America, from mining to processing to manufacturing and recycling, which is vital to reduce China’s dominance of this critical sector,” White House economic adviser Lael Brainard said.

    The Biden-Harris administration is “committed to making batteries in the United States that are going to be vital for powering our grid, our homes and businesses and America’s iconic auto industry,” Brainard told reporters Thursday during a White House call.

    The awards announced Friday bring to nearly $35 billion total U.S. investments to bolster domestic critical minerals and battery supply chains, Brainard said, citing projects from major lithium mines in Nevada and North Carolina to battery factories in Michigan and Ohio to production of rare earth elements and magnets in California and Texas.

    “We’re using every tool at our disposal, from grants and loans to allocated tax credits,” she said, adding that the administration’s approach has leveraged more $100 billion in private sector investment since Biden took office.

    In recent years, China has cornered the market for processing and refining key minerals such as lithium, rare earth elements and gallium, and also has dominated battery production, leaving the U.S. and its allies and partners “vulnerable,” Brainard said.

    The U.S. has responded by taking what she called “tough, targeted measures to enforce against unfair actions by China.” Just last week, officials finalized higher tariffs on Chinese imports of critical minerals such as graphite used in EV and grid-storage batteries. The administration also has acted under the 2022 climate law to incentivize domestic sourcing for EVs sold in the U.S. and placed restrictions on products from China and other adversaries labeled by the U.S. as foreign entities of concern.

    “We’re committed to making batteries in the United States of America,” Energy Secretary Jennifer Granholm said.

    If finalized, awards announced Friday will support 25 projects with 8,000 construction jobs and over 4,000 permanent jobs, officials said. Companies will be required to match grants on a 50-50 basis, with a minimum $50 million investment, the Energy Department said.

    While federal funding may not be make-or-break for some projects, the infusion of cash from the infrastructure and climate laws has dramatically transformed the U.S. battery manufacturing sector in the past few years, said Matthew McDowell, associate professor of engineering at Georgia Institute of Technology.

    McDowell said he is excited about the next generation of batteries for clean energy storage, including solid state batteries, which could potentially hold more energy than lithium ion.

    [ad_2]

    Source link

  • Edmunds: How automakers are making recalls easier

    Edmunds: How automakers are making recalls easier

    [ad_1]

    Vehicle recalls are an important part of automotive safety. But they can also be quite a hassle for owners. Taking your vehicle to the dealership for an unexpected repair or fix is just one more thing you have to plan for. Pleasingly, things are changing. With many of the newest vehicles, some recalls can be taken care of simply by turning your car on.

    According to the National Highway Traffic Safety Administration, there were 894 vehicle safety recalls in the United States for 2023. While many recalls require hardware updates, there are others for which an over-the-air, or OTA, software update is the remedy. Edmunds’ car experts review what you need to know.

    What’s an OTA Update?

    An OTA update is pushed out to vehicles via a wireless connection and typically installed automatically, much like getting an update on your smartphone or personal computer. For instance, the 2023 Tesla Model Y has 12 recalls listed on the NHTSA site; at least half of them list OTA updates as the solution. That’s a win-win for the automaker and the consumer because offering a quick and no-cost repair helps the automaker maintain positive customer satisfaction ratings.

    “Vehicles have advanced to a degree we’ve never seen before,” Ivan Drury, an auto analyst at Edmunds, said in an interview with ABC News. He says high-tech features such as self-driving capability and backup cameras are included in a wide swath of issues that recalls cover.

    Today, there are two main categories for software updates. The first refers to the infotainment system, a noncritical segment that receives nice-to-have updates on a regular basis. Drive control, the second category, encompasses driver assist and critical operating systems; those updates are necessary for safe driving.

    More Software Updates Ahead

    Automaker Kia has a robust lineup of electric vehicles and a solid OTA strategy for simple infotainment update rollouts. “With the launch of EV9, we have been able to do multiple software updates to improve the regular functioning software capability,” says Kia connected car expert Sujith Somasekharan. “For example, we improved the battery charging pad to make it more efficient. Updates improve the functionality of the car.”

    General Motors’ latest vehicles are also designed to improve over time with software updates to features like the Super Cruise hands-free driving system, remote commands and infotainment. “Over-the-air updates can enhance performance, cybersecurity and convenience, all from the comfort of home,” says Baris Cetinok, GM senior vice president of software and services product management. “As our technology evolves, GM customers will continue to have the choice of in-person assistance through our extensive dealership network.”

    OTA updates are not just for all-electric vehicles either. For certain 2024 Buick Encore GX, Envista and Chevrolet Trax vehicles, a November 2023 recall describes an issue with the driver information display going blank and prescribes a software update to fix it.

    Dealer Visits Will Still Be a Part of Ownership

    It’s great to know that vehicle OTA updates will increasingly make life easier for consumers. But don’t delete your dealership’s phone number quite yet. The majority of recalls still necessitate an in-person fix. For instance, an airbag deployment issue or engine problem is going to mean a hands-on session with the service department.

    Also, knowing what’s actually a recall or just a software update is tricky. Not every recall is a software update and not every software update is a recall. It’s a different kind of recall if it’s simply an OTA update patch. After all, software updates are pushed out to smartphones all the time. But you can be sure of this: as cars — and especially electric vehicles — become more software-focused, these OTA updates will take a more outsized role than ever.

    Edmunds Says

    Software updates are changing the game for vehicle owners across the board. When a recall is a simple fix, it’s a major time saver. We expect to see the recall process continue to evolve.

    ____________

    This story was provided to The Associated Press by the automotive website Edmunds.

    Kristin Shaw is a contributor at Edmunds.

    [ad_2]

    Source link

  • GM offering adapters to help electric vehicle owners access Tesla chargers

    GM offering adapters to help electric vehicle owners access Tesla chargers

    [ad_1]

    General Motors is now offering adapters to help its electric vehicle owners access Tesla chargers.

    The Detroit automaker said Wednesday that it is opening up access to more than 17,800 Tesla Superchargers for its customers, with the use of a GM approved NACS DC adapter. Customers in the United States will be able to buy the adapter for $225 through GM vehicle brand mobile apps.

    By using the Tesla Supercharger network, GM EV vehicle owners will have access to more than 231,800 public Level 2 and DC fast chargers in North America.

    “Enabling access to even more publicly available fast chargers represents yet another way GM is focused on further improving the customer experience and making the transition to electric more seamless,” Wade Sheffer, vice president of GM Energy, said in a statement.

    Last year the White House announced that Tesla would make some of its charging stations available to all U.S. electric vehicles by the end of 2024. The plan was to make at least 7,500 chargers from Tesla’s Supercharger and Destination Charger network available to non-Tesla EVs by this year, the White House said.

    The plan to open the nation’s largest and most reliable charging network to all drivers is a potential game-changer in promoting EV use, a key component of President Joe Biden’s pledge to fight climate change. Biden has set a goal that 50% of new U.S. car sales be electric by 2030, and he has promised to install 500,000 chargers across America and build a network of fast-charging stations across 53,000 miles of freeways from coast to coast.

    GM said that approved NACS DC adapters will be made available to U.S. customers first, followed by Canadian customers later this year.

    The company is not the only automaker to start using Tesla’s network. In February Ford announced that its EV owners could use much of Tesla’s network, as long as they used an adapter that the company provided for free and began shipping in March. Rivian said in 2023 that it would be joining Tesla’s network this year, with existing vehicles needing an adapter. The company said at the time that vehicles made in 2025 and beyond would come standard with a Tesla charging port.

    [ad_2]

    Source link

  • Edmunds: How automakers are making recalls easier

    Edmunds: How automakers are making recalls easier

    [ad_1]

    Vehicle recalls are an important part of automotive safety. But they can also be quite a hassle for owners. Taking your vehicle to the dealership for an unexpected repair or fix is just one more thing you have to plan for. Pleasingly, things are changing. With many of the newest vehicles, some recalls can be taken care of simply by turning your car on.

    According to the National Highway Traffic Safety Administration, there were 894 vehicle safety recalls in the United States for 2023. While many recalls require hardware updates, there are others for which an over-the-air, or OTA, software update is the remedy. Edmunds’ car experts review what you need to know.

    An OTA update is pushed out to vehicles via a wireless connection and typically installed automatically, much like getting an update on your smartphone or personal computer. For instance, the 2023 Tesla Model Y has 12 recalls listed on the NHTSA site; at least half of them list OTA updates as the solution. That’s a win-win for the automaker and the consumer because offering a quick and no-cost repair helps the automaker maintain positive customer satisfaction ratings.

    “Vehicles have advanced to a degree we’ve never seen before,” Ivan Drury, an auto analyst at Edmunds, said in an interview with ABC News. He says high-tech features such as self-driving capability and backup cameras are included in a wide swath of issues that recalls cover.

    Today, there are two main categories for software updates. The first refers to the infotainment system, a noncritical segment that receives nice-to-have updates on a regular basis. Drive control, the second category, encompasses driver assist and critical operating systems; those updates are necessary for safe driving.

    Automaker Kia has a robust lineup of electric vehicles and a solid OTA strategy for simple infotainment update rollouts. “With the launch of EV9, we have been able to do multiple software updates to improve the regular functioning software capability,” says Kia connected car expert Sujith Somasekharan. “For example, we improved the battery charging pad to make it more efficient. Updates improve the functionality of the car.”

    General Motors’ latest vehicles are also designed to improve over time with software updates to features like the Super Cruise hands-free driving system, remote commands and infotainment. “Over-the-air updates can enhance performance, cybersecurity and convenience, all from the comfort of home,” says Baris Cetinok, GM senior vice president of software and services product management. “As our technology evolves, GM customers will continue to have the choice of in-person assistance through our extensive dealership network.”

    OTA updates are not just for all-electric vehicles either. For certain 2024 Buick Encore GX, Envista and Chevrolet Trax vehicles, a November 2023 recall describes an issue with the driver information display going blank and prescribes a software update to fix it.

    It’s great to know that vehicle OTA updates will increasingly make life easier for consumers. But don’t delete your dealership’s phone number quite yet. The majority of recalls still necessitate an in-person fix. For instance, an airbag deployment issue or engine problem is going to mean a hands-on session with the service department.

    Also, knowing what’s actually a recall or just a software update is tricky. Not every recall is a software update and not every software update is a recall. It’s a different kind of recall if it’s simply an OTA update patch. After all, software updates are pushed out to smartphones all the time. But you can be sure of this: as cars — and especially electric vehicles — become more software-focused, these OTA updates will take a more outsized role than ever.

    Software updates are changing the game for vehicle owners across the board. When a recall is a simple fix, it’s a major time saver. We expect to see the recall process continue to evolve.

    ____________

    This story was provided to The Associated Press by the automotive website Edmunds.

    Kristin Shaw is a contributor at Edmunds.

    [ad_2]

    Source link