Cars – Page 2

After 20% range reduction, I’m waiting for Jaguar to buy my car back

BEV, Cars, EV, I-Pace, jaguar, Jaguar I-Pace, recall / Tim Belzer / February 15, 2025

The waiting is the hardest part

Given that we know our I-Paces are doomed, owners really want to put this episode behind us and move on to new cars. But Jaguar has us in an indefinite holding pattern, and it’s frustrating.

In December, a Jaguar representative told me that a process specialist would reach out “within in the next few weeks to come to a final resolution.”

“Welp, here we are… Jan 2nd, and nothing from JLR on the buyback process or timeline,” wrote user copyNothing on the I-Pace Forum. “I hope this isn’t indicative of how things will proceed, but I’m not holding my breath that things will be easy.”

I’m not holding my breath, either. My last four emails to Jaguar—December 16, January 7, January 23, and February 12—all got the same reply: hang tight. “We do not have a current time frame for when a process specialist will reach out to you, but rest assured one will be following up with you shortly,” a Jaguar Land Rover case manager told me in an email.

A few I-Pace owners in California, which has the nation’s toughest lemon law, have reported progress with the repurchase. In the middle of January, I-Pace Forum user pan+kro posted that their buyback had been approved by JLR, and they expected to get around $38,000 for the car. This leads to another burning question.

How much for this gently used I-Pace?

The process would be less nerve-wracking if we had an idea of what Jaguar would offer to buy the cars back. As with every car, each day makes the I-Pace worth a fraction less than it was the day before—after all, each time you drive your car, it depreciates in value. But mileage isn’t the only factor in determining the value of a used car.

I headed over to Edmunds.com and discovered that my I-Pace would fetch $24,428 in a private sale. Ouch.

To determine a used car’s value, Edmunds takes historical data, dealer transactions, consumer feedback, and depreciation trends into account, along with mileage. Unfortunately for me, none of those data points work in the favor of I-Pace owners. Indeed, the battery defect is a major culprit in depressing the value of 2019 I-Paces. I asked Edmunds how Jaguar might come up with a fair valuation for the buybacks, especially as its actions are responsible for helping to depress prices.

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Hyundai’s NACS adapter for EVs will be free to all existing owners

Cars, hyundai, NACS / Kris Guyer / February 14, 2025

Hyundai Ioniq 5s with NACS (J3400) ports, as opposed to the CCS1 style, are starting to roll out of its factory in Savannah, Georgia. It’s the first manufacturer to sell electric vehicles with native NACS ports—other than Tesla, that is, and you’ll be able to read about our first drive in the model year 2025 Ioniq 5, as well as the new, off-roady Ioniq 5 XRT next week. But we’ve got some good news for owners of any existing Hyundai EVs out there—if your car has a CCS1 port, then next month, you’re eligible for a free CCS1-NACS adapter.

Hyundai wasn’t the first OEM to ink a deal with Tesla to gain access to the Supercharger network, but it is ahead of Ford, General Motors, and Rivian in swapping to the Tesla-style charge ports. Existing owners get access to the large charging network, too, but they’ll need an adapter to make use of the smaller NACS plugs.

And those will be available next month, Hyundai told us. What’s more, they’re going to be gratis, or free as in beer. As long as you have a VIN, the automaker will send you the adapter, which you’ll be able to order once the website goes live in March.

Ford briefly showed similar generosity to its EV owners last year, offering its NACS adapters for free—at least until late June, at which point it started charging $200 for them. GM never even bothered with the free giveaway; instead it asks $225 for the NACS adapter.

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Common factors link rise in pedestrian deaths—fixing them will be tough

Cars, pedestrian deaths, road deaths, road safety / Kris Guyer / February 12, 2025

American roads have grown deadlier for everyone, but the toll on pedestrians has been disproportionate. From a record low in 2009, the number of pedestrians being killed by vehicles rose 83 percent by 2022 to the highest it’s been in 40 years. During that time, overall traffic deaths increased by just 25 percent. Now, a new study from AAA has identified a number of common factors that can explain why so many more pedestrians have died.

Firstly, no, it’s not because there are more SUVs on the road, although these larger and taller vehicles are more likely to kill or seriously injure a pedestrian in a crash. And no, it’s not because everyone has a smartphone, although using one while driving is a good way to increase your chances of hitting someone or something. These and some other factors (increased amount of driving, more alcohol consumption) have each played a small role, but even together, they don’t explain the magnitude of the trend.

For a while, researchers started seeing that the increased pedestrian death toll was almost entirely happening after dark and on urban arterial roads—this has continued to be true through 2022, the AAA report says.

Together with the Collaborative Sciences Centre for Road Safety, AAA conducted a trio of case studies looking at road safety data from Albuquerque, New Mexico; Charlotte, North Carolina; and Memphis, Tennessee, to drill down into the phenomenon.

And common factors did emerge. Pedestrian crashes on arterial roads during darkness were far more likely to be fatal and were more common in older neighborhoods, more socially deprived neighborhoods, neighborhoods with more multifamily housing, and neighborhoods with more “arts/entertainment/food/accommodations” workers. As with so many of the US’s ills, this problem is one that disproportionately affects the less affluent.

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Tariffs will “blow a hole” in the US auto industry, says Ford CEO

Cars, Ford, tariffs / Mike M. / February 11, 2025

The US has had to pause some of these new tariffs almost immediately, and the proposed 25 percent tariffs against any Canadian or Mexican imports have been delayed for a month. But yesterday, the president imposed 25 percent tariffs on any imported steel or aluminum. When last in office, Trump also imposed tariffs on steel (25 percent) and aluminum (10 percent), igniting a trade war and cutting US steel imports by far more than domestic steel production was able to rise to meet it.

“Let’s be real honest: long-term, 25 percent tariffs across the Mexican and Canadian border would blow a hole in the US industry that we have never seen,” Farley said, pointing out that the tariffs would “give free rein” to OEMs that import their vehicles from Japan, South Korea, or Europe.

As the CEO of Polestar told Ars last week, the main thing automakers want is clarity. The last they want is chaos, where the rules have changed from one day to the next based on whim. At the conference, Farley had a similar message. “They need to understand there’s a lot of policy uncertainty here, but in the meantime, we’re scrambling to manage the company as professionals,” he said.

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Perfecting Honda’s 2026 F1 powertrain is “not so easy,” says racing boss

Cars, F1, honda, IMSA, racing / Mike M. / February 11, 2025

The new rules have been extremely attractive to carmakers. In addition to causing Honda to reconsider its exit, Ford is also coming back (developing the hybrid system for Red Bull Powertrains), and both Audi and Cadillac are also entering the sport, although the American brand won’t have its own engines ready until 2028.

Audi and Cadillac will both count as new engine suppliers, so they are allowed some extra development resources. However, Honda is counted as an existing manufacturer and doesn’t get any special treatment.

When I asked Watanabe how the work was progressing, he said, “Not so easy. We are struggling. Now we are trying our best to show the result next year,” he said. “Everything is new. [The] motor is new, [developing] 350 kW—it’s a very compact one that we need. And also the lightweight battery is not so easy to develop. Also the small engine with big power. So everything is very difficult, but we try our best.”

Getting it right will be vital—although Aston Martin now has the advantage of legendary designer Adrian Newey among its staff. Newey is on record saying that the 2026 rules have a “big chance” of being an engine formula, where each car’s aerodynamics are far less important, unlike today’s situation.

Trickle-down

OEMs go racing to raise their profile and sell more cars, but they also do it as a way to learn how to make their products better. Honda and HRC are no exception to that. But concrete examples of technology transfer from track to road are rare these days—it’s more about cross-pollination between engineers.

“There is a group within Honda that shares technical information yearly. It’s not just the racing; it’s all across Honda, so I think there’s been some interest in the technology and software we’ve developed,” Fu said. “Whether it trickles down to road cars… it’s a big jump from a race car to road cars, but I think some of the fundamental technical ideas can propagate down there.”

“From the F1 project, we can learn how to improve the hybrid system itself, and of course, we can learn how to create high-efficiency batteries and motors for the future. That’s why we decided to reparticipate in Formula 1,” Watanabe said.

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Tesla turns to Texas to test its autonomous “Cybercab”

Cars, robotaxis, Tesla / Mike M. / February 10, 2025

If you live or drive in Austin, Texas, you might start seeing some new-looking Teslas on your roads later this summer. Tesla says it wants to start offering rides for money in the two-seater “Cybercab” that the company revealed last year at a Hollywood backlot. California might be the place with enough glitz to unleash that particular stock-bumping news to the world, but the Golden State is evidently far too restrictive for a company like Tesla to truck with. Instead, the easygoing authorities in Texas provide a far more attractive environment when it comes to putting driverless rubber on the road.

During the early days of its autonomous vehicle (AV) ambitions, Tesla did its testing in California, like most of the rest of the industry. California was early to lay down laws and regulations for the nascent AV industry, a move that some criticized as premature and unnecessarily restrictive. Among the requirements has been the need to report test mileage and disengagements, reports that revealed that Tesla’s testing has in fact been extremely limited within that state’s borders since 2016.

Other states, mostly ones blessed with good weather, have become a refuge for AV testing away from California’s strictures, especially car-centric cities like Phoenix, Arizona, and Austin, Texas. Texas amended its transportation code in 2017 to allow autonomous vehicles to operate on its roads, and it took away any ability for local governments to restrict testing or deployment. By contrast, companies like Waymo and the now-shuttered Cruise were given much more narrow permission to deploy only in limited parts of California.

Texan highways started seeing autonomous semi trucks by 2021, the same year the Texas House passed legislation that filled in some missing gaps. But Tesla won’t be the first to start trying to offer robotaxis in Austin—Waymo has been doing that since late 2023. Even Volkswagen has been driving driverless Buzzes around Austin in conjuction with MobilEye; ironically, Tesla was a MobilEye customer until it was fired by the supplier back in 2016 for taking too lax an approach to safety with its vision-based advanced driver assistance system.

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Citing EV “rollercoaster” in US, BMW invests in internal combustion

bmw, Cars, Electric vehicles, EV, EVs, internal combustion, PHEVs, syndication / Paul Patrick / February 10, 2025

“We anticipated that people wouldn’t want to be discriminated against because of the power train,” Goller said. “We’ve gone the path which others are now following.”

Analysts say BMW is better positioned than rivals to meet the EU’s tougher emissions targets without selling EVs at deep discounts. It is also less exposed to Trump’s tariff war since 65 percent of its cars sold in the US are built locally, and it is also a net exporter from the US.

“From an operational standpoint, I think BMW, outside China, is very well placed,” said UBS analyst Patrick Hummel. “They’re pretty much where they need to be in terms of the EV share in the mix.”

Jefferies analyst Philippe Houchois has described BMW, which has in the past drawn criticism from investors for hedging its bets on power train technology, as “the most thoughtful [original equipment manufacturer] over the years.”

This year, the group will launch its Neue Klasse platform for its next generation of EVs, with longer range, faster charging, and upgraded software capabilities, which Houchois said would “consolidate a lead in software-defined vehicles, multi-energy power train, and battery sourcing.”

But China has proved challenging to the Munich-based carmaker. BMW and Mini sales in the world’s largest automotive market fell more than 13 percent last year to 714,530 cars, a more severe slump than rivals such as Mercedes-Benz and Audi.

Analysts at Citigroup have warned that BMW remains vulnerable to China, where intensifying price pressure in an overcrowded market has been forcing carmakers to discount prices. Sliding sales in the country, where BMW still delivers just under a third of its cars, “remains our key concern,” the Citi analysts said.

Goller acknowledged China was unlikely to return to the explosive economic growth that first attracted foreign carmakers to flood into the country.

“But we still see a growing market… and therefore, our ambition is clearly that we want to participate in a growing market,” he said.

Goller added that it shouldn’t come as “a shock” that Chinese brands were rapidly taking domestic marketshare from foreign carmakers.

“The cars are really good from a technology perspective,” he said. “But we are not afraid.”

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The EV transition hits some snags at Porsche and Audi

Audi, Cars, EV adoption, porsche / Kris Guyer / February 7, 2025

Now Audi has gone a little further, abandoning its almost-new nomenclature in the process. As naming conventions go, Audi at least tried to keep things a little logical when it told everyone last summer that henceforth, odd-numbered Audis—A3, A5, Q5, Q7, and so on—would be internal combustion or hybrids, and even-numbered Audis—A4, A6, Q6, Q8—would be electric, or e-tron.

This was the case when we went to see some of those new Audis in the studio last summer. There was an all-new gasoline-powered A5, which comes in a handsome fastback sedan or even more handsome Avant (station wagon) version, that won’t come to the US.

There’s also an all-new, fully electric A6, available as a sedan but also as a handsome fastback sedan and even more handsome Avant. This one also isn’t coming to America.

As of this week, things are back to where they used to be. Forget the odd and even distinction; for now, it means nothing again. A gasoline-powered A6 will break cover on March 3, Audi says. And as for names? “A” means a low floor, and “Q” means a high floor (i.e., SUV or crossover).

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Polestar CEO says the brand’s tech makes the US a “great market for us”

Cars, Polestar / Kris Guyer / February 5, 2025

Being an EV-only brand in 2025 looks to be a harder job than once anticipated, and for Polestar that’s doubly hard given the company is owned by China’s Geely, and therefore highly exposed to a string of recent protectionist moves by the US Congress and successive administrations to limit US exposure to Chinese automakers and their suppliers.

Lohscheller didn’t sound particularly pessimistic when we spoke earlier this week, though. “The US in general is a big market in terms of size. I think customers like emission-free mobility. They like also technology. And I think Polestar is much more than just [an] EV. We have so much technology in the cars,” he said.

Referring to the Polestar 3, “It’s the first European Software Defined vehicle, right? So not only can we do the over-the-air bit, we can make the car better every day. And I mean, the German OEMs come probably in four years’ time,” Lohscheller said.

As for the new landscape of tariffs and software bans? “I always think it’s important to have clarity on things,” he said. Now that the impending ban on Chinese connected-car software is on the books, Polestar has begun looking for new suppliers for its US-bound cars to ensure they’re compliant when it goes into effect sometime next year.

“But our US strategy is very clear. We manufacture locally here. That makes a lot of sense. I think we have great products for the US market… I see a renaissance of the dealers. Many people are saying ‘direct [sales] is the way to go, that’s the solution of everything.’ I don’t think it is. It is an option, an alternative, but I think dealers, being close to your customers, offer the service, and we have an excellent network here,” he said.

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Why it makes perfect sense for this bike to have two gears and two chains

bicycles, buffalo bicycle s2, buffalo bicycles, Cars, engineering, SRAM, world bicycle relief / Mike M. / February 4, 2025

Buffalo S2 bike, seen from the drive side, against a gray background, double kickstand and rack visible. — Credit: World Bicycle Relief

The S2 model aimed to give riders an uphill climbing gear but without introducing the complexities of a gear-shifting derailleur, tensioned cables, and handlebar shifters. Engineers at SRAM came up with a solution that’s hard to imagine for other bikes but not too hard to grasp. A freewheel in the back has two cogs, with a high gear for cruising and a low gear for climbing. If you pedal backward a half-rotation, the outer, higher gear engages or disengages, taking over the work from the lower gear. The cogs, chains, and chainrings on this bike are always moving, but only one gear is ever doing the work.

Seth at Berm Peak suggests that the shifting is instantaneous and seemingly perfect, without clicking or chain slipping. If one chain breaks, you can ride on the other chain and cog until you can get it fixed. There might be some inefficiencies in the amount of tension on the chains since they have to be somewhat even. But after trying out ideas with simplified internal gear hubs and derailleurs, SRAM recommended the two-chain design and donated it to the bike charity.

Two people loading yellow milk-style crates of cargo onto Buffalo bicycles, seemingly in the street of a small village. — Credit: World Bicycle Relief

Buffalo S2 bikes cost $165, just $15 more than the original, and a $200 donation covers the building and shipping of such a bike to most places. You can read more about the engineering principles and approach to sustainability on World Bike Relief’s site.

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The Mercedes-AMG GT 63 S E Performance is quite a name, quite a car

car review, Cars, Mercedes-AMG GT 63 S E Performance four-door / Kris Guyer / February 4, 2025

The powertrain has been tuned for power delivery, not maximum efficiency—that isn’t the job of a car wearing the AMG badge—and has an almost-dizzying amount of drive modes, suspension settings, and levels of battery regeneration, all configurable from Mercedes’ flat UI infotainment system that can be a little busy to look at but which remains very intuitive (and comes with rather excellent voice recognition). In fact, this might be the least-distracting implementation of MBUX I’ve encountered so far.

When you first start the AMG GT 63 S, it defaults to electric mode, as long as the battery has some charge in it. Top speed is capped at 87 mph (140 km/h), and the electric motor has more than enough torque to make using this mode perfectly pleasant. Your neighbors will appreciate the silence as you leave in the morning, too. There are three levels of lift-off regen, up to the highest setting, which is a one-pedal driving mode.

The Mercedes-AMG GT 63 S engine bay. Jonathan Gitlin

Comfort fires up the V8 as necessary but will defer to the electric motor whenever possible. It upshifts the nine-speed transmission early, and with the dampers set to Comfort as well, this is the mode you’d use with passengers on board. Because the car is meant to be a performance hybrid, the powertrain will use spare engine power to recharge the battery pack whenever it can and will fully charge the pack in about 30 minutes of driving.

One mode maintains the battery’s state of charge, another is for slippery conditions, and then there’s Sport, Sport+, and Race. These offer escalating levels of performance, with more boost from the electric motor supplementing the raucous V8, faster shift times from the transmission, sharper throttle maps, and more regenerative braking. Finally, there’s an individual mode for you to pick your own settings.

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Driving the Ford Mustang Dark Horse R makes every other pony feel tame

Cars, Ford Mustang, Ford Performance / Kris Guyer / January 31, 2025

The steering wheel is track-spec, too, a Sparco steering wheel that replaces the big, leather-wrapped one in the road car. Behind that, the 12.4-inch digital gauge cluster is gone. A MoTeC display instead stands proud, the sort that you’d expect to find in a real race car, which this, of course, very much is.

It surely shifts like a race car, with linkage connected to an upright plastic shift knob. It offers no semblance of padding and communicates everything that’s happening in the transmission through your fingertips, though the clutch action is far lighter than the one on your average track toy. This made it a breeze to swing out of the pit lane at Charlotte Motor Speedway, far easier than the hair-trigger clutch on most track-only machines.

The shift action is delightfully short, too, and though that MoTeC gauge cluster had a sweeping tachometer running across the top, I didn’t need it. The sound of that Coyote and the way it shook my core made it pretty clear when it was time to grab another gear.

I did a lot of running up and down those gears as I swung the Dark Horse R through the twisty infield at Charlotte, gradually gaining confidence in pushing the car and its Michelin Pilot Sport Cup 2 tires a bit more. As I began to feel the limits, it was pretty clear that the car’s manually adjustable Multimatic DSSV suspension and alignment had been configured in a very safe way.

When I cranked that Sparco steering wheel over aggressively mid-turn, the car just fell into terminal understeer, patiently plowing straight ahead until I wound back to a more reasonable steering angle. Given that this Mustang has neither traction nor stability control, with 500 hp going straight through the limited-slip rear differential and to the road with no digital abatement, that was probably for the best, especially because I had just a handful of laps to get comfortable.

The back half of a Ford Mustang Dark Horse R — Credit: Tim Stevens

Needless to say, the experience left me wanting more. Buyers of this $145,000 track toy are in for a real treat, especially those lucky enough to compete in the race series. The Mustang Dark Horse R gives all the right feels and experience of a proper racing machine like the GT3 or GT4 flavors, but at a much more attainable cost. It’s familiar enough to be manageable but still unbridled enough to deliver the proper experience that any would-be racer wants.

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