Ford has issued a recall for 462,000 vehicles worldwide over the possibility that their rearview cameras could suffer from faulty video output. According to the Associated Press and Reuters, the recall covers some 2020 to 2023 model Ford Explorers and Lincoln Aviators, as well as a bunch of 2020 to 2022 model Lincoln Corsairs. The affected vehicles come with 360-degree cameras that display live view footage on the in-car entertainment touchscreen console. The majority of the affected cars — over 382,000 — are in the US.
According to a document (PDF) from the National Highway Traffic Safety Administration (NHTSA), the agency contacted Ford in late 2021 about allegations that the live view camera was showing a blue image instead of what was happening outside. That came after an earlier recall in 2021 for the same problem. Ford worked with suppliers to analyze those reports, but it wasn’t until December 2022 that the automaker was able to replicate the issue in the laboratory and in-vehicle, which is most likely why Ford has only issued a recall now.
Apparently, 2,115 warranty reports had been submitted about this issue as of November 30th, 2022. Also, the automaker is aware of 17 minor accidents that allegedly occurred due to the vehicles’ rear camera blue screen problem, but it hasn’t heard of any injuries. Reuters said even the vehicles that were recalled in 2021 are part of this recall, so dealers can also update their image processing module software.
“An unwavering commitment to innovation has consistently guided Mercedes-Benz from the very beginning,” Dimitris Psillakis, President and CEO of MBUSA, said in Thursday’s press statement. “It is a very proud moment for everyone to continue this leadership and celebrate this monumental achievement as the first automotive company to be certified for Level 3 conditionally automated driving in the US market.”
Level 3 capabilities, as defined by the National Highway Transportation Safety Administration (NHTSA), would enable the vehicle to handle “all aspects of the driving” when engaged but still need the driver attentive enough to promptly take control if necessary. That’s a big step up from the Level 2 systems we see today such as Tesla’s “Full Self-Driving,” Ford’s Blue Cruise, and GM’s Super Cruise. All of those are essentially extra-capable highway cruise controls where the driver must maintain their attention on driving, typically keeping their hands on or at least near the wheel, and be responsible for what the ADAS is doing while it’s doing it. That’s a far cry from the Knight Rider-esque ADAS outlook Tesla is selling and what Level 2 autonomy is actually capable of.
Mercedes’ Drive Pilot system can, “on suitable freeway sections and where there is high traffic density,” according to the company, take over the bumper-to-bumper crawling duties up to 40 MPH without the driver needing to keep their hands on the wheel. When engaged, the system handles lane-keeping duties, stays with the flow of traffic, navigates to destinations programmed into the Nav system, and will even react to “unexpected traffic situations and handles them independently, e.g. by evasive maneuvers within the lane or by braking maneuvers.”
To perform these feats, the Drive Pilot system relies on a suite of sensors embedded throughout the vehicle including visual cameras, LiDAR arrays, radar and ultrasound sensors, and audio mics to keep an ear out for approaching emergency vehicles. The system even compares its onboard sensor data with what it is receiving from its GPS to ensure it knows exactly where on the road it actually is.
Drive Pilot is only available on the 2024 S-Class and EQS Sedan for now. Those are already in production and the first cars should reach the Vegas strip in the second half of this year.
It might not be long before every ridesharing car in New York City is electric. Mayor Eric Adams has outlined an agenda that will require “high-volume for-hire” vehicles at Uber, Lyft and similar companies to be zero-emissions by 2030. There will be “no new costs” for drivers, the administration says. The initiative would build on the city’s plans to electrify its own fleet.
Adams didn’t detail how this transition would take place. The Vergenotes that the Taxi and Limousine Commission, which already regulates NYC ridesharing, would likely be responsible for implementing the EV strategy.
At least some companies are already onboard with the idea. Uber “applaud[s]” Adams’ plan, according to a statement, while Lyft says it’s “excited” to work with the city. It’s not a difficult target for them, however. Uber and Lyft were already planning to go completely electric by 2030. They also have programs in place to encourage EV adoption across the US, such as Uber’s rentals through Hertz as well as Lyft’s incentives. Pressure elsewhere might also leave services with little choice. California will require that most ride-hailing cars are EVs by 2030, for instance.
Drivers may face challenges, however. EVs are currently more expensive than their combustion engine counterparts, and workers may have trouble affording them even if the maintenance costs are ultimately lower. EV prices are declining, but it may be a while yet before they’re truly affordable to a driver base struggling to improve pay.
There’s also the question of infrastructure. A 2022 study led by the National Renewable Energy Laboratory estimated that NYC would need over 1,000 150kW fast charging stations to adequately power 20,000 rideshare and taxi cars, even if 15 percent of drivers could top up overnight. The mayor’s proposal would electrify “100,000-plus” rides — the city may need a major investment in charging facilities to make the switch.
You might not want to count on getting a Cybertruck this year despite promises to the contrary. During a conference call discussing Tesla’s latest earnings, company chief Elon Musk said mass production of the electric pickup won’t begin until 2024. He still expects manufacturing to kick off “sometime this summer,” but warned that output would be “very slow” early on. Tesla is still in the midst of installing assembly equipment.
Tesla unveiled the Cybertruck in 2019, but has delayed its release multiple times. The company also warned that the final specs and pricing will change. The EV was originally supposed to start at $39,900 in its single-motor configuration and climb to nearly $70,000 for the tri-motor version. While the automaker is still taking deposits, it’s no longer promising specific configurations. The pandemic, a rough economy, longstanding supply chain issues and design tweaks are all expected to influence what you can ultimately buy.
This isn’t a new problem for Tesla. Production of the Model 3 started in July 2017, but was very limited until mid-2018 as the company struggled to clear factory bottlenecks. The Cybertruck poses unique challenges, however. Its signature cold-rolled steel body is said to be extra-tough, but also requires manufacturing techniques not normally used for cars. Most production is expected to take place at the Giga Texas factory near Austin, which formally opened last April.
The revised timeline may create problems. The Cybertruck is already entering a fiercer competitive landscape that includes the Ford F-150 Lightning, GMC Hummer EV and Rivian R1T. By the time Tesla’s production is in full swing, it will likely have to take on the Ram 1500 EV and Chevy Silverado EV as well as more affordable versions of existing trucks. An electric pickup is no longer the novelty it was four years ago, and it’s not clear if the finished Cybertruck will offer major advantages over its rivals.
GM might make an electric truck for those who think the GMC Hummer and Chevy Silverado are simply too huge. As Autoblognotes, the industry journal Automotive Newshas seen a prototype small electric pickup at a GM-organized workshop. The EV would reportedly make even the hybrid Ford Maverick seem enormous with two doors, a low-slung profile and a bed 4ft to 4.5ft long. It would start below $30,000, making it a bargain compared to the $39,900 Silverado.
The design isn’t guaranteed to enter production, and it’s not even clear which GM brand would carry the pickup if it moves forward. Affordable EV design director Michael Pevovar told Automotive News the company creates prototypes like these to “get a reaction” and either improve the result or scrap it. If the prototype is too small but otherwise well-received, GM could use another platform to make it larger.
There are incentives for GM to go ahead. The small pickup market is relatively hot at the moment. Autoblog points out that the was Maverick outselling the larger Ranger and the Expedition SUV as of last summer, while Hyundai’s Santa Cruz (more of an El Camino revival than a classic truck) outperformed the Accent compact and Venue mini-SUV. GM would not only have something to offer in the category, but could stand out as the only brand with an all-electric model.
As it is, there’s a rush to produce more affordable EVs. Chevy’s own Equinox EV is expected to start around $30,000, while Tesla and other brands are also pursuing lower-priced vehicles in the years ahead. A lower-priced pickup would help GM’s EVs reach a much wider audience, not to mention help meet expectations of a profitable electric division in 2025.
Some cars seem oddly well-suited to Uber (Toyota Prius, anyone?), but the company is now taking things a step further. Uber chief Dara Khosrowshahi told guests at a Wall Street Journal event that his firm is now teaming up with car manufacturers to des…
Don’t worry if Mercedes’ insistence on EQ branding for electric cars seems arbitrary — the naming scheme might not last much longer. Sources speaking to the German daily Handelsblatt claim Mercedes will drop the EQ brand as soon as late 2024, when it’s expected to debut its next wave of compact cars. Simply put, the company won’t have much use for the label when more and more of its cars will be electric.
Mercedes first used the EQ name on production cars with 2019’s EQC SUV. Since then, the company has applied the branding to both electrified versions of conventional designs like the EQB as well as unique models like the EQS SUV. Concept cars like the long-range EQXX have similarly stuck to the nomenclature.
In a statement to Reuters, a Mercedes spokesperson said it was “too early” to divulge plans. However, the representative said the automaker would “adapt” the use of the EQ brand as it transitioned to an all-EV lineup by 2030. The identification still plays a key role in the company’s current electric vehicle strategy, the spokesperson added.
If the report is true, the rethink won’t come as a surprise. While car manufacturers have frequently used names to highlight electric powerplants, such as the Chevy Bolt and Ford Mustang Mach-E, they’re starting to rely on more traditional monikers as EVs become more commonplace. Chevy’s upcoming electric Blazer is one example. EVs will eventually become the default, and companies won’t get to use the presence of an electric motor as a selling point.
Lucid had such lofty goals for 2022. It originally planned to build 20,000 vehicles during the year. But, due to supply chain issues and a shortage of parts, it had to revise down the target to between 12,000 and 14,000 and then again to between 6,000 and 7,000 units. Ultimately, though, Lucid ended up beating that annual guidance.
The automaker says it built 7,180 vehicles in 2022 and it delivered 4,369 of them. During the October-December period, it produced 3,493 vehicles (an increase of 53 percent over the previous quarter) and delivered 1,932. The company started delivering the Lucid Air in Europe in December.
We’ll find out more about what this means for Lucid’s bottom line when the company reveals its Q4 financial results on February 22nd. In any case, beating the annual guidance, even after it significantly slashed the target, is a positive sign that the automaker is overcoming its production issues. Meanwhile, Lucid will soon start taking reservations for its Gravity electric SUV, with deliveries slated to start in the US and Canada in 2024.
Five years after debuting at CES 2018, Hyundai’s e-Corner technology is closer to reality. Following its most recent appearance at CES 2021, the system was on display at last week’s show. And this time around, rather than building a dedicated prototype…
To be clear, I still own a car. While I might wish I were hardcore enough to live car-free, I’m not. But instead of owning two or more vehicles (like most American households do), my family now just has one. We bought the RadRunner Plus from Rad Power Bikes after we sold our second car, but I should note that two factors made that move feasible: My husband and I both started working from home, and we moved to a neighborhood that’s only a three-minute walk from our kid’s school. So if I feel a touch of pride in swapping a car for an e-bike, I realize I’m in a fortunate situation that doesn’t apply to everyone.
That said, this bike is rad. It’s fun to ride, it can carry a lot of cargo and takes on hills with seemingly zero effort. I feel like what keeps more people from adopting the bike as a routine form of transport are sweatiness and cargo space. No one wants to show up wherever they’re going looking like they just got out of a sauna, and most of us need to carry around more stuff than what fits in a small bag. The RadRunner solves both issues. If you don’t want to pedal a single stroke, the throttle and 750-watt motor will oblige. If you need space for your kid, your coffee and a bag of groceries, you can configure the bike to handle them all at once (though the accessories are going to cost you).
Amy Skorheim / Engadget
Rad Power offers three cargo bikes: the RadRunner 2, the RadRunner Plus and the RadWagon. They all have a 45-mile range, a 750-watt motor and an integrated rear rack. The Runner 2 and the Runner Plus are the same size, while the Wagon has an extended (and noticeable) rear rack. When I was first thinking about investing in an electric bike, I saw someone riding one around town with a huge orange rear rack that provided enough room for two school-age kids on the passenger seat. Turns out that was a RadWagon, and while I ultimately went for the smaller Plus model, I’m glad that my Wagon sighting led me to investigate the brand further.
The decision to go for the smaller model was easy (I don’t have two kids or carry all that much stuff), but deciding between the RadRunner 2 and the RadRunner Plus was a little tougher. The former costs $1,500, which is expensive enough, and the Plus adds another $400 to the sticker price. The biggest difference is probably the drivetrain, with a single speed on the Runner 2 and seven speeds on the Plus. The Plus also comes with a cushioned back seat, fenders, an improved headlamp and a control panel with a display that includes an odometer, current speed, battery life and pedal assist levels (the control panel on the 2 doesn’t have a display). The Plus also comes in silver, and it’s very possible that color was the final deciding factor for me.
Amy Skorheim / Engadget
Before pushing the buy button, I did take a cursory glance at other brands, but no one else seemed to match the level of enthusiasm Rad Power owners put into their reviews. I also liked the large number of accessories they offer. (I’m a sucker for accessories.) Case in point, I bought the front basket, the center console and a basic milk crate and some bolts from Amazon for the back basket, since Rad Power seems to always be out of theirs. I haven’t installed the front basket yet (it requires some light brake rewiring and I just haven’t gotten around to it). The center console is cool, especially the cup holder part, but it negates the sideways step-in benefit of the moped-style frame, so I don’t use it often. So far, the rear milk crate is what I get the most use out of. For kid transport, I got the Thule kid’s seat which fits kids up to 40 pounds, and a grab bar to use with the padded passenger seat once he outgrows the Thule.
Assembly is straightforward with an easy video that walks you through installing the front tire, handlebars, headlight and seat. Rad Power recommends consulting a bike repair person to help, but that wasn’t necessary for me. I liked that the battery came charged enough to get a few rides in. After paying $1,800, it would have been a bummer to have to wait to play with my new toy.
Amy Skorheim / Engadget
Riding it takes a little adjustment if you’re accustomed to a manual road or gravel bike. First of all, your riding position changes. If you tend to adopt the aggressive, forward-leaning bike messenger position, it might feel a little odd to sit so upright. I’ll admit I felt a little “uncool” the first time I rode it. But that feeling disappeared once I started thinking of the Plus as a moped rather than a bike – more like Roman Holiday, less like Miss Gulch.
The motor kicks in after a half turn of the pedals and you can increase your pedal assist from the light push of a level one to a very zippy level four. There’s also the throttle, which pushes you along with zero pedaling on your part. I find that I use the throttle most after coming to a full stop, particularly at intersections. It engages immediately and quickly propels the bike forward, getting me across traffic safely, with none of the slow start up you have to muscle through on a regular bike. Once going, I mostly rely on pedal assist levels two and three to keep the pace. One thing I noticed is that this bike does not coast. That’s not surprising as it weighs over 75 pounds and has 3.3-inch wide tires, but pedaling more or less constantly made me modify my riding style.
Turns are a little different as well. Where you might feel like a cohesive unit on a road bike, leaning into the turns Tour de France-style, on the Plus, turns are a two-step process: you turn the wheel, then you go in that direction. I was a little wobbly at first but here, too, I got the hang of it. With all that power behind you, it’s nice to know the brakes are solid. There were times when I got going around 25 miles per hour, and the brakes brought me to a stop in a way I felt was safe. I should note that after you reach 20 miles per hour, you won’t get any sort of motor assist. That’s because Rad Power bikes are limited to comply with the legal limits for e-bikes in many states.
Amy Skorheim / Engadget
In the end, the little differences are just things to get used to, and I got acclimated pretty quickly – especially when facing a 250-foot elevation gain over the course of a ride. I was a little disappointed when I realized the 300-pound weight limit means that my husband and I will never be able to ride the same bike together. Given that I don’t know many couples with a combined weight of under 300 pounds, I feel like this might be true for many adults over 30. Still, this bike has opened up an ideal alternate form of transportation, one in which I can carry lots of cargo plus a kid, while getting only minimally sweaty.
