At first glance, race cars and electric go-karts have nothing in common except for a vaguely similar shape. Both are open-cockpit vehicles with wide wheels, and they both thrive on sharp turns—and that appears to be it. 

What many don’t realize is that go-karts are often the entry point for future Indy 500 drivers, and competitors also practice in the tiny vehicles to develop muscle memory. Several companies manufacture karts, and the most recent iteration of Honda’s version is the eGX go-kart concept, which is equipped with two 10-kilo (about 23 pounds) swappable battery packs good for about 45 minutes at a time. This battery technology allows the brand to test the dynamics of electric vehicles on a smaller scale before rolling it out to the much pricier race cars (and eventually apply this insight to passenger vehicles as well). 

Honda Accord, Civic, CR-V, and Odyssey owners might not realize it, but Honda’s passion starts with racing, and passenger cars reap the research benefits. Only two manufacturers make IndyCar engines, and Honda is one of them. In the last 30 years, Honda has claimed 18 IndyCar championships and 15 Indianapolis 500 wins. 

PopSci had a chance to pilot one of these eGX karts in the Indianapolis area over Indy 500 weekend. It was heart-pounding, arm-muscle-straining excitement, like a taste of the race itself (minus the yellow and red flags). We also got to speak with engineers to better understand Honda’s strategy for its entire product lineup, from power tools to cars. Here’s what we learned.  

Battery packs offer modularity and continuity

Kids interested in racing start with small go-karts and work their way up. If they have enough skill and a little luck, they’ll find themselves behind the wheel of a high-performance IndyCar or F1 machine. As they develop, drivers keep practicing with karts—albeit increasingly high-powered versions—that twist and squeal and mimic the experience of a road course race. 

“Karts are closer to the open-wheel experience than anything else,” says John Whiteman, commercial motorsports manager at Honda Performance Development. (In case you were wondering, an open-wheel car is one that has its wheels outside of the car versus underneath, like a passenger car.)

Honda Performance Development, or HPD for short, was founded in 1993 for the purpose of designing and developing racing engines along with chassis and performance parts for motorsports. HPD has a history of repurposing small engines to make gas-powered karts and quarter midgets (small racers that are about one-quarter scale of a full-size midget race car).

If you’ve ever been to an outdoor recreational karting track with friends and family, you’re familiar with the whine and buzz of the gas-powered version. Gas-powered kart engines are often shared with lawn mowers, made by other companies like Briggs and Stratton as well as HPD, and indoor tracks use electric karts so they’re not filling the air with toxic fumes. 

The eGX takes a typical electric go kart to the next level, employing two saddle packs on either side of the seat to house the lithium-ion batteries that power the kart. That way, the kart is balanced and maintains its grip with the road without adding rear bias or tip-over potential by loading the battery on one side. 

Whiteman says the swappable battery packs offer many upsides, including reduced maintenance costs and environmental benefits. Through this technology, HPD has learned more about energy storage, heat management, and vehicle weights and balances. These battery packs are already in use for small construction equipment like cordless rammers and compact excavators.

Along with reduced emissions and noise pollution, battery-pack-powered vehicles keep the equipment in commission continuously if you have a bank of these batteries that can be charging up while the others are in use. 

How race car research benefits Honda’s passenger cars

Ultimately, Honda and its HPD division are testing new ideas to find out how that translates to performance and customer satisfaction. Rebecca Johnson, HPD director of production and senior manager, says exploring electrification and sharing each division’s findings throughout the company creates opportunities to improve across the board. 

“We’re trying to train ourselves to be better at hybrids and battery packs for electrified racing,” Johnson says. “Let’s build something. Let’s make a car and let’s call it our laboratory, if you will, and let people ‘play’ and iterate on the design or technology. As we strive forward, we can put that together with what customers want.”

In 2024, the IndyCar series will run with hybrid units with 2.2-liter engines; currently, the power is all supplied by renewable race fuel. Honda is getting ready for this change by testing battery packs and a custom concept hybrid built with a tubular cage and sheet metal copied from a production CR-V crossover. It’s mind-boggling to ride in the Beast, as Honda calls it internally, as it looks like an SUV with a giant wing and sounds like a screaming hurricane inside. This is the future, and it’s pretty exciting. 

Johnson is steeped in racing culture, and she has her eyes trained forward as HPD works to maintain the visceral appeal of IndyCar and Formula One races while moving toward drastically reducing emissions.   

“We’re a racing company that happens to sell cars,” Johnson says. “Racing is in our DNA. If we can prove out tough things on a race track, we can surely make a good Civic. If you can do it at [IndyCar] level, then you should be very good at performance for a Civic owner. They want all the things that we want [for race cars] but on a different level.”

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Rejoice, Tacoma fans: The fourth generation of the beloved pickup is finally here, and there’s a lot to like. The midsize truck was redesigned from the ground up, retaining its off-road-capable bones and getting new skin, more power, and more options that should please truck buyers of all types. The last time the Taco, as it’s affectionately known, had a full workup was for model year 2016, so this has been a long-awaited update. 

In its popular TRD Pro trim, the new Tacoma includes brand-new seats for the driver and front passenger that ride on a shock absorber system. The purpose of these so-called IsoDynamic Performance Seats is to keep your head—and in turn, your eyes—steady and focused while driving (or riding in the right seat) on rugged terrain. If you’ve ever ridden a horse or performed in a marching band, you understand how important it is to keep your vision intact while moving. 

Let’s take a closer look at this and some of the Tacoma’s other new features. 

Shock-absorbing seats

When driving off-road, your entire body gets bounced around. Depending on the quality of your suspension system, you could be shaken like a James Bond martini. But wouldn’t it be better to float as though you’re moving in tune with the vehicle? Sheldon Brown, the chief engineer for the Tacoma, says the team started by plumping up the bolsters (the narrow pillows that surround your seat) in the seat and seat back, which snugs the occupant into the vehicle securely and comfortably. 

“We were looking to do something and provide better stabilization of the driver and the occupant in those high-speed or even some of the tactical off-road driving scenarios,” Brown told The Drive, which is owned by Recurrent Ventures, PopSci’s parent company. “If you think about, for example, a downhill skier or even if you look to the wild you see a cheetah chasing its prey. The eyes are focused and fixed, the body is moving but the head and the eyes are staying stable, so the goal here is to stabilize the upper torso, particularly the head.”

The Toyota engineering team started with a hot-formed steel tube to create the superstructure of the seats, and surrounded it with a lightweight reinforced resin for the seat pan and back frame. A swivel joint, spring-loaded ball joint, and articulation structure provides the flexibility and movement. The human body’s bone structure works closely with tendons and muscles for full range of motion; the new IsoDynamic Performance Seat is designed to move with those elements for a much less bone-jarring ride. 

Most notably, the seat can be customized to your liking. Airing it up is as simple as using a bicycle tire pump to achieve the level of pressure you like, and Toyota provides a set of recommended pressures based on your unique body mass. From there, you can tweak the comfort as desired. And, of course, you can turn off the adjustments entirely and it becomes a plain old truck seat. 

More power, more torque—and the manual remains

Available in a whopping eight variants—SR, SR5, TRD PreRunner, TRD Sport, TRD Off Road, Limited, TRD Pro, and Trailhunter—the 2024 Tacoma is offered with two different powertrains and myriad shiny new accessories straight from the factory. 

Starting with the base SR, the Tacoma gets a turbocharged 2.4-liter four-cylinder engine making 228 horsepower and 243 pound-feet of torque. Moving up to the SR5 and above, the same engine is tuned for 278 hp and 317 pound-feet of torque. Automatic and manual transmissions are available, and the manual option is largely attributed to Brown’s influence, as he is not just the engineer but a major Tacoma enthusiast. 

The star of the lineup is the i-Force Max hybrid powertrain. Engineers paired the turbo 2.4-liter engine with an electric motor and 1.87-kilowatt-hour battery for 326 horsepower and an impressive 465 pound-feet of torque. Standard on the TRD Pro and Trailhunter models and available on TRD Sport, TRD Off-Road, Limited variants, the i-Force Max is the most potent power combination ever offered on the Tacoma. 

“The great part about the hybrid system, which is what we just launched in the Tundra (and the motor and battery are identical, by the way) is instantaneous torque,” Brown told PopSci. “While we’re waiting for those turbos to spin up, which isn’t too long, it can really supplement the overall drive experience with an instant burst of power, especially when you’re towing or heavily laden.” 

With the i-Force Max, the truck has nearly double the torque numbers of the previous generation’s V6 capabilities. Gas mileage ranges from 19 miles per gallon to 21 miles per gallon for that model year. While we don’t know the EPA mileage ratings for the new Tacoma, Toyota has definitely made efforts to improve those numbers with a massive air dam in front that creates better aerodynamics. Don’t fret, though, off-roaders: it can be removed to increase ground clearance as necessary. 

Trailhunter vs TRD Pro

New for 2024 is the Trailhunter trim, designed for the ever-increasing overlanding population. Since 2020, the popularity of overlanding (in basic terms, camping in or near your car over long distances) has exploded, and Toyota is making the most of that trend with the Trailhunter. 

Before this trim debuted this year, the TRD Pro was the top of the line for ruggedness, but it’s built more for driving fast in the desert. The Trailhunter fills a need for go-everywhere adventurers with a whole catalog of accessories available straight from the factory, all of which can be rolled into a monthly payment versus purchasing piece by piece. Two years ago, the Trailhunter was teased at the Specialty Equipment Market Association annual trade show as a concept, and enthusiasts will be excited to see it in production. 

Toyota chose custom shocks from an Australian company called Old Man Emu to cushion the ride for both on- and off-road comfort. It’s also key for carrying a heavy load with lots of gear, which is what overlanders tend to do with on-board refrigerators from Dometic, rooftop tents, hydraulic lifts, and spare tires. For the uninitiated, Old Man Emu shocks were created Down Under, and are a popular choice to replace factored suspension components for other outdoors-focused brands like Land Rover

“In the Australian outback, Old Man Emu is the OG of overlanding,” Brown says. “They have a reputation for building good, reliable solutions for the aftermarket and we wanted to partner with them to work on the development together. This is a custom-tuned set that you can’t buy off the shelf.” 

The Trailhunter also boasts an onboard air compressor for airing up tires after an off-roading session, plus a fuel tank protector, mid-body skid plate, front bash plate, and rock sliders all designed to safeguard the truck from damage. 

Stay tuned, because the 2024 Toyota Tacoma is scheduled for dealerships later this year. As soon as we can get behind the wheel, we’ll tell you more about how it performs. 

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Dressed in a glorious shade of green called Verde Fangio Metallic, the all-new Alfa Romeo Tonale slalomed through the city streets of Milan. After dodging pedestrians and cyclists in a dance that seemed natural to Italians and startling to visitors, we drove it onto country roads leading to Alfa Romeo’s prime proving grounds at the Circuito di Balocco test track. It was time to test out the brand’s first hybrid and its first compact crossover: the Tonale.

Alfa Romeo has a 113-year history of building beautiful, powerful cars with an abundance of style. Can its new hybrid pass the test with both established and new fans of the brand? We drove one in Alfa Romeo’s homeland to find out.

The two-tone Tonale: one engine, one motor

The brand’s first all-new vehicle in five years, the Tonale is a follow-up to the popular Stelvio SUV. Situated squarely in the popular compact SUV class, the Tonale competes with gas-powered luxury models like the BMW X1 and Mercedes-Benz GLA as well as the Volvo XC40 plug-in hybrid.

Equipped with a 1.3-liter gas engine up front and a 90-kilowatt electric motor at the rear, the Tonale boasts 285 horsepower and 347 pound-feet of torque. Whether driving on twisty roads or straightaways, I found the Tonale has plenty of vigor, and the responsive steering made for a great drive. The crossover also has a generous sprinkling of Italian charm, which sets it apart from others in the category. 

Drive mode selections include Alfa Romeo’s traditional D, N, and A options, which stands for Dynamic, Natural, and Advanced. Each has its own distinctive personality. Spin the dial to Dynamic for access to the full suite of power and to the highest level of brake regeneration, which sends juice to the battery. Natural is the middle-of-the-road option for daily driving, and Advanced offers a more fuel-efficient choice by running the Tonale in battery-only mode for about 30 miles.

The driver can drill down even further for more options to customize the ride. Choosing Comfort is the default suspension partner to Natural and Advanced mode, providing a softer feel. Sport mode (the preset calibration for Dynamic mode) stiffens the ride, meaning better control when you want more of a track-like experience. Alfa Romeo calls it a “dual stage valve electronic suspension” and says it’s intended to offer the driver a choice between performance and comfort.

On the track, I put it through its paces myself, and also slid into the passenger seat with a professional driver behind the wheel. That’s an unusual twist; most crossovers are marketed for staid comfort, not necessarily adventurous, quick turns and acceleration. 

Maximizing energy from the Tonale’s battery 

Driving the Tonale, I noticed that it was regenerating the battery quickly as I coasted downhill from the mountain passes on the drive route in Dynamic mode. Domenico Bagnasco, head of high-performance vehicles for Alfa Romeo, told me that the vehicle never depletes the battery completely. When the battery starts to run low, the Tonale automatically defaults to Natural mode to recharge it. If you start in Advanced to experience the all-electric range, it will switch over silently and seamlessly. Also, a touch of the e-Save button under the gear shifter helps preserve the battery’s energy by prioritizing the gas engine. 

Bagnasco has a history in performance and engineering for both Fiat and Alfa Romeo, serving as the Abarth racing model chief engineer and product development manager for Europe, the Middle East, and Asia. That means he had a hand in the delightful Fiat 124 Spider Abarth, a Miata look-alike with a spunky ride. With the Tonale, he’s putting that experience to use and expanding upon what he’s learned from previous iterations of a long list of Italian models. 

He also shared the details of the Tonale’s brake-by-wire system, which means stepping on the brake pedal triggers an electronic signal that activates a microprocessor. Brake-by-wire systems utilize electronic sensors and actuators instead of the mechanical and hydraulic components of traditional braking setups. As a result, braking is designed to be smoother and more predictable instead of predicated solely on the uneven pressure of your foot. For the Tonale, brake action also helps recapture energy. 

Brake-by-wire systems are fairly standard fare, especially on hybrid vehicles like the Audi e-Tron and Porsche Taycan. This technology takes stopping power to the next level, compiling input from your surroundings and anticipating braking needs. For instance, if the car senses that you’re headed for a collision based on your speed and that of the car in front of you, the brake-by-wire system can apply maximum braking power for you. And it’s lighter: Dominique says the electronic brake saves 10 pounds overall.

The serpent is a plug

The crossover also includes a generous suite of driver-assist features, including adaptive cruise control, blind-spot monitoring, lane departure assist, and more. It’s also equipped with over-the-air software update capacity, Amazon Alexa, and wireless Apple CarPlay and Android Auto. All of that gilds the performance aspects of this new plug-in hybrid. Even the storied Alfa Romeo logo tells the tale in a version that’s etched onto the driver’s side rear window; the head of the biscione serpent has been stylized into a plug. 

Starting at $44,590 (including destination charges) and ranging up to nearly $60,000 with all the options on the top-level Veloce trim, the Tonale is available in dealerships now. 

The Tonale, up against its competitors, feels like the difference between a pony ride at a county fair and a pedigreed mare at a steeplechase. Sure, the Tonale could be just another compact crossover on the market. But it’s an Alfa Romeo, and there is something magical about it.

The post There’s something magical about driving Alfa Romeo’s first hybrid appeared first on Popular Science.

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If you have Face ID set up on your iPhone, you can unlock your device by showing it your visage instead of using a pin code or a thumb print. It’s a familiar aspect of smartphone tech for many of us, but what about using it to get in your vehicle?

The Genesis GV60 is the first car to feature this technology to unlock and enter the car, pairing it with your fingerprint to start it up.

How does it work? Here’s what we discovered.

The Genesis GV60 is a tech-laden EV

Officially announced in the fall of 2022, the GV60 is Genesis’ first dedicated all-electric vehicle. Genesis, for the uninitiated, is the luxury arm of Korea-based automaker Hyundai. 

Built on the new Electric-Global Modular Platform, the GV60 is equipped with two electric motors, and the result is an impressive ride. At the entry level, the GV60 Advanced gets 314 horsepower, and the higher-level Performance trim cranks out 429 horsepower. As a bonus, the Performance also includes a Boost button that can kick it up to 483 horsepower for 10 seconds; with that in play, the GV60 boasts a 0-to-60 mph time of less than four seconds.

The profile of this EV is handsome, especially in the look-at-me shade of São Paulo Lime. Inside, the EV is just as fetching as the exterior, with cool touches like the rotating gear shifter. As soon as the car starts up, a crystal orb rotates to reveal a notched shifter that looks and feels futuristic. Some might say it’s gimmicky, but it does have a wonderful ergonomic feel on the pads of the fingers.

Embedded in the glossy black trim of the B-pillar, which is the part of the frame between the front and rear doors, the facial recognition camera stands ready to let you into the car without a key. But first, you’ll need to set it up to recognize you and up to one other user, so the car can be accessed by a partner, family member, or friend. Genesis uses deep learning to power this feature, and if you’d like to learn more about artificial intelligence, read our explainer on AI.

The facial recognition setup process

You’ll need both sets of the vehicle’s smart keys (Genesis’ key fobs) in hand to set up Face Connect, Genesis’ moniker for its facial recognition setup. Place the keys in the car, start it up, and open the “setup” menu and choose “user profile.” From there, establish a password and choose “set facial recognition.” The car will prompt you to leave the car running and step out of it, leaving the door open. Gaze into the white circle until the animation stops and turns green, and the GV60 will play an audio prompt: “facial recognition set.” The system is intuitive, and I found that I could set it up the first time on my own just through the prompts. If you don’t get it right, the GV60 will let you know and the camera light will turn from white to red.

After the image, the GV60 needs your fingerprint. Basically, you’ll go through the same setup process, instead choosing “fingerprint identification” and the car will issue instructions. It will ask for several placements of your index finger inside the vehicle (the fingerprint area is a small circle between the volume and tuning roller buttons) to create a full profile.

In tandem, these two biometrics (facial recognition and fingerprint) work together to first unlock and then start the car. Upon approach, touch the door handle and place your face near the camera and it will unlock; you can even leave the key in the car and lock it with this setup. I found it to be very easy to set up, and it registered my face on the first try. The only thing I forgot the first couple of times was that I first had to touch the door handle and then scan my face. I could see this being a terrific way to park and take a jog around the park or hit the beach without having to worry about how to secure a physical key. 

Interestingly, to delete a profile the car requires just one smart key instead of two.

Not everyone is a fan of this type of technology in general because of privacy concerns related to biometrics; Genesis says no biometric data is uploaded to the cloud, but is stored securely and heavily encrypted in the vehicle itself. If it is your cup of tea and you like the option to leave the physical keys behind, this is a unique way of getting into your car. 

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Buzzwords like autonomy, artificial intelligence, electrification, and carbon fiber are common in the automotive industry, and it’s no surprise that they are hot topics: Manufacturers are racing to gain an advantage over competitors while balancing cost and demand. What might surprise you, however, is just how much 180-year-old agriculture equipment giant John Deere uses these same technologies. The difference is that they’re using them on 15-ton farm vehicles.

A couple of years ago, John Deere’s chief technology officer Jahmy Hindman told The Verge that the company now employs more software engineers than mechanical engineers. You don’t have to dig much deeper to find that John Deere is plowing forward toward technology and autonomy in a way that may feel anachronistic to those outside the business.  

“It’s easy to underestimate the amount of technology in the industries we serve, agriculture in particular,” Hindman told PopSci. “Modern farms are very different from the farms of 10 years ago, 20 years ago, and 30 years ago. There are farms that are readily adopting technology that makes agriculture more efficient, more sustainable, and more profitable for growers. And they’re using high-end technology: computer vision, machine learning, [Global Navigation Satellite System] guidance, automation, and autonomy.”

PopSci took an inside look at the company’s high-tech side at its inaugural 2023 John Deere Technology Summit last month. Here’s how it’s all unfolding.

Where it started—and where it’s going

John Deere, the OG founder behind the agricultural equipment giant, started as a blacksmith. When Deere, who was born in 1804, moved from his native Vermont to Illinois, he heard complaints from farmer clients about the commonly used cast-iron plows of the day. Sticky soil clung to the iron plows, resulting in a substantial loss in efficiency every time a farmer had to stop and scrape the equipment clean, which could be every few feet.

Deere was inspired to innovate, and grabbed a broken saw blade to create the first commercially successful, “self-scouring” steel plow in 1837. The shiny, polished surface of the steel worked beautifully to cut through the dirt much more quickly, with fewer interruptions, and Deere pivoted to a new business. Over 180 years later, the company continues to find new ways to improve the farming process.

It all starts with data, and the agriculture community harnesses and extrapolates a lot of it. Far beyond almanacs, notebooks, and intellectual property passed down from generation to generation, data used by the larger farms drives every decision a farm makes. And when it comes to profitability, every data point can mean the difference between earnings and loss. John Deere, along with competitors like Caterpillar and Mahindra, are in the business of helping farms collect and analyze data with software tied to its farm equipment. 

[Related: John Deere finally agrees to let farmers fix their own equipment, but there’s a catch]

With the uptake of technology, farming communities in the US—and around the world, for that matter—are finding ways to make their products more efficient. John Deere has promised to deliver 20 or more electric and hybrid-electric construction equipment models by 2026. On top of that, the company is working to improve upon the autonomous software it uses to drive its massive vehicles, with the goal of ensuring that every one of the 10 trillion corn and soybean seeds can be planted, cared for, and harvested autonomously by 2030.

Farming goes electric

In February, John Deere launched its first all-electric zero-turn lawn mower. (That means it can rotate in place without requiring a wide circle.) Far from the noisy, often difficult-to-start mowers of your youth, the Z370R Electric ZTrak won’t wake the neighbors at 7:00 a.m. The electric mower features a USB-C charging port and an integrated, sealed battery that allows for mowing even in wet and rainy conditions.

On a larger scale, John Deere is pursuing all-electric equipment and has set ambitious emissions reduction targets. As such, the company has vowed to reduce its greenhouse gas emissions by 50 percent by 2030 from a 2021 baseline. To grow its EV business more quickly, it will benefit from its early-2022 purchase of Kreisel Electric, an Austrian company specializing in immersion-cooled battery technology. Krieisel’s batteries are built with a modular design, which makes it ideal for different sizes of farm equipment. It also promises extended battery life, efficiency in cold and hot climates, and mechanical stability.

Even with a brand-new battery division, however, John Deere is not bullishly pushing into EV and autonomous territory. It still offers lower-tech options for farmers who aren’t ready to go down that path. After all, farm equipment can last for many years and tossing new technology into an uninterested or unwilling operation is not the best route to adoption. Instead, the company actively seeks out farmers willing to try out new products and software to see how it works in the real world. (To be clear, the farms pay for the use of the machines and John Deere offers support.)

“If it doesn’t deliver value to the farm, it’s not really useful to the farmer,” Hindman says.

See and Spray, launched last year, is a product that John Deere acquired from Blue River Technology. The software uses artificial intelligence and machine learning to recognize and distinguish crop plants from weeds. It’s programmed to “read” the field and only spray the unwanted plants, which saves farmers money by avoiding wasted product. See and Spray uses an auto-leveling carbon fiber boom and dual nozzles that can deliver two different chemicals in a single pass.

Another new technology, ExactShot, reduces the amount of starter fertilizer needed during planting by more than 60 percent, the company says. This product uses a combination of sensors and robotics to spritz each seed as it’s planted versus spraying the whole row; once again, that saves farmers an immense amount of money and supplies.

Right to Repair brings victory

Just one machine designed for farmland can cost hundreds of thousands of dollars. Historically, if equipment were to break down, farmers had to call in the issue and wait for a technician directly from John Deere or an authorized repair shop for a repair. Many farms are located far away from city centers, which means a quick fix isn’t in the cards. That could be frustrating for a farmer at any time, particularly in the middle of a hectic planting or harvest season. 

At the beginning of this year, John Deere and the American Farm Bureau Federation signed a memorandum of understanding stating that farmers and independent repair shops can gain access to John Deere’s software, manuals, and other information needed to service their equipment. This issue has been a point of contention for farmers, and a new law in Colorado establishes the right to repair in that state, starting January 1 of next year. 

However, that comes with a set of risks, according to John Deere. The company says its equipment “doesn’t fit in your pocket like a cell phone or come with a handful of components; our combines can weigh more than 15 tons and are manufactured with over 18,500 parts.”

In a statement to DTN, a representative from John Deere said, “[The company] supports a customer’s decision to repair their own products, utilize an independent repair service or have repairs completed by an authorized dealer. John Deere additionally provides manuals, parts and diagnostic tools to facilitate maintenance and repairs. We feel strongly that the legislation in Colorado is unnecessary and will carry unintended consequences that negatively impact our customers.”

The company warns that modifying the software of heavy machinery could “override safety controls and put people at risk” and creates risks related to safe operation of the machine, plus emissions compliance, data security, and more. There’s a tricky balance that both benefits farmers who want control over their investments and potentially puts those same farmers—or anyone in the path of the machinery—in peril if the software is altered in a way that causes a failure of some kind. Of course, that’s true for any piece of machinery, even a car. 

[Related: John Deere tractors are getting the jailbreak treatment from hackers]

Farming machinery has come a long way from that first saw blade plow John Deere built in 1837. Today, with machine learning, the equipment can detect buildup and adjust the depth on its own without stopping the process. Even in autonomous mode, a tractor can measure wheel slip and speed, torque and tire pressure, and that helps farmers do more in less time. 

In the life cycle of farming, technology will make a big difference for reducing waste and emissions and offering better quality of life. Watching the equipment in action on John Deere’s demo farm in Texas, it’s clear that there’s more bits and bytes on those machines than anyone might imagine.

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Jeep established its roots back in the 1940s, and the brand quickly established itself as a 4×4 expert. Rugged and utilitarian, Jeep has been an icon of off-roading ever since. For its next act, the automaker is getting electrified. Jim Morrison, senior vice president and head of the Jeep brand in North America, says it has established its line in the sand. 

“We’ve said we will be the greenest SUV brand and by 2025 all of our vehicles will be electrified,” Morrison says. “We expect half our sales to be electrified by 2030.”

Jeep’s plan includes four all-electric SUVs in North America and in Europe by 2025. The automaker debuted sneak peeks of two of those vehicles—the Jeep Recon EV and Wagoneer EV (code name Wagoneer S)—via its YouTube channel back in September of last year.

Remember, electrified in an automotive context is different from fully electric: Electrified refers to using motors to enhance and support gas-powered models for better efficiency and fewer emissions, while fully electric is a pure EV, with no internal combustion engine whatsoever. Jeep will offer both types, at least for now. Stellantis, Jeep’s parent company, has ranked at the bottom of the EPA’s 2022 rankings [PDF] for fuel efficiency and carbon emissions between 2016 and 2021; Stellantis includes brands like Chrysler, Alfa Romeo, and Dodge. Each of these brands is finally getting a hybrid version—Dodge unveiled the hybrid Hornet in March and Alfa Romeo is about to launch its first electrified model, the Tonale—so improvement is on the table. 

The electrified plans are well on its way: the Wrangler 4xe, Jeep’s first plug-in hybrid vehicle, made its debut for model year 2021 and the Grand Cherokee was offered as a PHEV for 2022. Since then, both have registered impressive sales, with the Wrangler 4xe taking the crown as America’s best-selling PHEV for 2022. How will the electrification of Jeep affect its off-roading credibility? 

Here’s how it’s working in the real world. 

The Jeep Magneto concept

At its 57th Easter Jeep Safari in Moab, Utah this March, the brand showed off its newest batch of concepts intended to inspire Jeep owners to enhance and accessorize, and to entice non-Jeep owners to dream. (The Easter Jeep Safari is typically a nine-day event with day-long 4×4 trail rides throughout—basically, it’s like summer camp for off-roaders.) One of those was the Magneto 3.0 concept, a fully-electric variant of the popular Wrangler SUV. The Magneto name sounds like a superhero badge, and it’s definitely a way for the automaker to see how far it can go. 

“Magneto has been our test bed and pushed the extremes for 4×4 capability and electrification,” Morrison tells PopSci. “Over these years, we have been learning more and more about how electrification is accepted by our customers. Magneto 3.0 is exponentially better than 1.0; we learned that instant torque is cool with 1.0, then we learned you can modify it with 2.0, adding 40-inch tires and Dana 60 axles. This year, we took it up to 900 hp with Magneto 3.0, and it’s an absolute beast off road.” 

The automaker says the third time’s the charm with this version, as it expands upon the improbable combination of a six-speed manual transmission with a battery-electric powertrain. I got behind the wheel of Magneto 2.0 in Moab last year with Morrison in the passenger seat, and was impressed by the concept’s rock crawling ability; it held up to the capability everyone expects of a Jeep. 

The sounds of (off-roading) silence

Driving a Magneto and a 4xe, what I noticed most of all was the quiet. In the Magneto, of course, the vehicle is nearly silent, but it’s just a concept at this point and not available to the masses. Details on the upcoming Jeep Recon EV are slim so far, and we’ll be waiting to see what features and range it will include.

Unlike an all-electric Jeep, the Wrangler 4xe or Grand Cherokee 4xe are available now. The vehicles default to the hybrid system, and operating it in E-Save mode on the asphalt conserves the electric capacity for the trails. In the Wrangler 4xe or Grand Cherokee 4xe (those two models boast 21 all-electric miles for the Wrangler 4xe and 26 all-electric miles in the Grand Cherokee), drivers can run nearly the entire Rubicon Trail in California if they want to. 

Off-roading competitor and owner of Barlow Adventures in Arizona, Nena Barlow, has led Jeep tours at the Easter Jeep Safari and tested all three versions of the Magneto on the trails. She’s also a six-time Rebelle Rally competitor, and won the last two years in a Wrangler 4xe. Barlow also cited silence as a key benefit to driving an electrified off-roader, not just for the reduction in noise pollution but for the driving advantages, being more in tune with her vehicle. 

“The power with electric motors is just amazing in terms of the torque, the control, and the quiet,” says Barlow. “Even in the 4xe, being able to run obstacles in electric mode has spoiled me. I kind of get irritated by engine noise now; I want to hear what my tires are doing.”

When tackling challenging terrain, it’s a huge advantage to be able to hear your tires. Drivers can hear if they’re slipping off a rock and evaluate how well the rubber is connecting to the road. There’s a crunching sound on loose terrain, and a different noise when you’re at that threshold of losing adhesion, Barlow says. 

Morrison’s daily driver is a 4xe, and he says the wildlife near his home pay him no mind. “You’re just driving around and suddenly you’re face to face with a deer,” he says. “It’s fun to go off road and connect with nature.” 

Does an electrified Jeep provide enough power?

Some have asked Barlow why she would choose the Wrangler 4xe and not the beastly 6.4-liter V8-carrying Wrangler Rubicon 392 for the Rebelle Rally. The 4xe has the same amount of torque (470 pound-feet) but less horsepower (270 hp versus 470 hp) than the 392, but the 4xe gets twice the range out of one tank of gas. 

Those worried about scraping up the battery pack needn’t fret, because the bellies are well protected. In fact, Barlow has been renting out Wrangler 4xe models to tourists for the past couple of years, and she says if renters can’t find a weak spot, no one can. 

What you’ll notice while off-roading in an electrified Jeep is the pure power to take on big hills with no hesitation. In electric mode, the vehicle pushes forward smoothly and without lag, holding on an ascent without much effort. The bigger challenge may be the charging infrastructure, which Jeep is addressing with solar-powered charging stations at its Badge of Honor trailheads.

“I believe the 4xe is the future,” Barlow says. “It has all the power and great range, and that’s the way we need to be going.” 

Correction on April 25, 2023: This article has been updated to clarify Jeep’s plans for all-electric vehicles, including the Recon EV and Wagoneer EV.

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Boasting 576 horsepower and 545 pound-feet of torque, the new Kia EV6 GT is thrilling. Press your finger on the GT button on the steering wheel and, like electrified magic, the crossover seems to catapult into hyperspace. The company boldly proclaims that the EV6 GT can go toe to toe with the Ferrari Roma or the Lamborghini Huracán Evo Spyder RWD, accelerating from 0-60 miles per hour in 3.4 seconds. Take a moment and let that comparison sink in.

In fact, this vehicle was recently recognized with the 2023 World Performance Car title at this year’s World Car Awards. After having the EV6 GT in my possession for a test drive, I can report that it has certainly earned its accolades. 

Planning to build a crossover with supercar-like chops is no accident or stroke of luck—this is how Kia’s EV strategy has developed behind the scenes. 

Planning for a winner

Stunners like the EV6 GT have been on the books for years now, a glimmer in Kia’s eye long before it was a reality. 

The EV-dedicated chassis on which the EV6 was engineered was announced back in 2017, which means the design was in the works well before that. The Korean company’s long-term strategy is paying off: Late last year, the Environmental Protection Agency (EPA) reported that Kia achieved the largest reduction in CO₂ emissions in the U.S. market for its 2016 to 2021 vehicles. After the Biden Administration’s newest edict to drastically reduce emissions from vehicles was revealed last week, Kia and its parent company Hyundai Motor Group appear to be way ahead of the curve.

Twenty-five years ago, Kia was better known for making inexpensive cars that were more like uninteresting appliances than the attractive vehicles earning accolades now. Its rise to popularity is no accident, as the company has steadily poured money into research and development in its domestic market in Korea, which spills over into the rest of the world. For example, Hyundai Motor, Kia, and Hyundai MOBIS (Hyundai’s global parts company) are banding together to invest $18 billion into EVs. The goal: to catapult Hyundai Motor Group into the global top three global automakers by 2030 with a planned total lineup of 31 EV models. 

Every year, the EPA issues a trend report on the industry’s fuel economy and emissions, and in its most recent report it called out Kia’s performance as exceptional. The automaker recognized that its fuel economy and emissions had been improving year over year, but it wasn’t anticipating doing as well as it did in the report.

“To be frank, it was a little bit of a surprise,” says Steve Kosowski, the company’s manager of long-range strategy and planning. “We knew we were doing well, but seeing it in the EPA report was a nice pat on the back for the company.”

At the intersection of EV product and portfolio planning, regulatory compliance, and charging infrastructure, Kosowski has a job that involves peering ten years into Kia’s future. Soothsayers like Kosowski tackle the tricky prospect of figuring out where the company should spend its time and money, straddling the line between practical planning (production vehicles) and wishful thinking (concept cars and futuristic prognostication). 

With future-predicting analysts like Kosowski on board, the automaker doesn’t have just an inkling about which cars are going to be a success; they have enough data to support their predictions. 

None of this means that Kia is happy to sit back and bask in its achievements. At its 2023 CEO Investor Day on April 5, 2022, Kia ramped up its electrification target even more, announcing it was aiming for 1.6 million EV sales by 2030.

Getting (way) beyond boring crossovers

Any and all success the company is seeing now is due to its meticulous planning and analysis at a micro and macro level, and the product planners read the tea leaves to see what trends are unfurling. Generally, Kosowski says, product planners start at a high level, looking at industry volumes and analyzing trends to get a forecast that is as targeted as possible.

“The first big step is to understand the regulatory requirements,” Kosowski says. “That gives you a really good calculus on how many EVs you need to sell, how many trucks you can sell, and so on. I like to look at it like a wheel: you have the consumer research spoke, the supplier spoke, the dealer spoke, and you start to get a flavor for what people like and want and what they’re willing to pay for.”

Kia seems to be cranking out hit after hit, riding on the wave of success from its Telluride SUV, which also raked in awards across the industry for its affordable, well-designed package. With SUVs taking the lion’s share of attention in the market—two in three Kia vehicles sold in 2022 were SUVs, and the company’s SUV lineup continues to expand with hybrid and plug-in hybrid options—the company is well positioned for the EV surge.

“Electrified utility was an important signal 10 years ago,” Kosowski says. “Buyers love the torque and efficiency, and they feel like they’re part of the solution [to the challenges of climate change].”

On top of that, Kia and Hyundai vehicles on the global EV platform are capable of charging up in less than 20 minutes. That’s faster than many EVs on the market and goes a long way toward adoption. Soon, Kia’s three-row EV9 SUV will become available, opening up competition in the highly desirable family segment. 

Now, if Kosowski and his prognosticating colleagues can map out a way to shore up the infrastructure so that range isn’t a concern, the EV future will roll out as smoothly as Kia hopes it will. 

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In August of last year, Toyota announced an additional investment of $2.5 billion in its new battery plant in Liberty, North Carolina. That’s on top of the $1.29 billion the company started with in November of 2021 when the new facility was established. And it’s well before the first battery is made on site, with production scheduled for 2025. It’s Toyota’s first-ever battery plant in North America and will qualify the brand’s vehicles for the $7,500 federal rebate for EVs.

Toyota isn’t waiting on its US battery timeline before pushing its newest plug-in hybrid to the market: the 2023 Prius Prime. Now sporting a larger 13.6 kilowatt-hour battery and a giant boost in all-electric range over the previous generation, the 2023 Prius Prime is the best version the brand has ever launched. And, in our opinion, the best in the Prius lineup.

Here’s what we know about Toyota’s newest plug-in hybrid.

Launched in 1997, the original Prius was touted as the world’s first mass-produced hybrid passenger vehicle. Over the last two decades or so, the Prius’ status has held steady, attracting celebrity fans and making a name for itself as a pioneer. Toyota has taken its learnings from the Prius and created a whole family of hybrid vehicles, boasting fuel efficiency while allaying range anxiety for those who want electrification but don’t wish to go all electric.

The Prius Prime, which was introduced in 2012, is the plug-in version of the popular hybrid. The Prime offers a key advantage over the typical Prius: it offers all-electric driving. For 2023, the Prius Prime SE now comes with up to 44 miles of all-electric range, a whopping 75 percent more than the 2022 offers. The XSE and XSE Premium models are boosted to up to 39 miles, as they are a bit heavier than the SE version.

The 44-mile number is notable because it exceeds the average number of miles Americans commute every day. According to research from AAA, people in the US drove about 33 miles per day in 2021, but the US Department of Transportation says that number was closer to 37 per day as of May of 2022 as the pandemic effect started to abate.

[Related: Hyundai’s new Ioniq 6 is a long-range EV with Art Deco vibes]

Toyota says it takes about 11 hours to recharge the Prius Prime with a household 120-volt outlet. Practically, you could plug in your car and a coffee maker at the same time. For faster charging, it takes four hours using a 240-volt outlet or home charger. And, of course, once the all-electric range runs out, the hybrid kicks in and you’ll enjoy fuel efficiency of about 52 miles per gallon in the SE trim or 48 mpg in the XSE and XSE Premium versions. 

The automaker launched its reborn 2023 Prius hybrid at the end of 2022. It has significantly more power – Toyota increased the horsepower by 60 percent, from 121 to 194, and the Prius is showing off its improvements in a sleek new body. As a follow up, the Prius Prime takes that a step further. Using the same 2.0-liter, four-cylinder engine as the regular Prius, the Prime squeezes out 220 horsepower. 

Aside from the power surge, why would anyone choose the Prius Prime over a regular Prius? By the numbers,  the latter offers more overall range (644 miles versus 600 miles) and a lower price tag (the Prius is $28,545 versus the Prius Prime at $33,445). Plus,  the Prime is available only with front-wheel drive while the Prius is offered with electric all-wheel drive. Aside from that 44-mile all-electric range, the Prime’s advantage comes down to speed. 

With an all-electric battery pack pushing the Prius Prime, the car can zoom from zero to 60 miles per hour in a swift 6.6 seconds. For reference, that’s 0.4 seconds faster than a Prius and only slightly slower than Toyota’s GR86 sports car. Consider that the manufacturer’s RAV4 Prime, which has a 0-60 time of 5.7 seconds, is second only to the Supra sports car in Toyota’s lineup. That may explain why dealerships have a hard time keeping RAV4 Prime models on the lot, and the same is likely to be true for the Prius Prime. 

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The sleek new all-electric Ioniq 6 looks very different from the original Ioniq EV. It doesn’t even look like the Ioniq 5, for that matter. It’s based on Hyundai’s Prophecy concept, which was unveiled in 2020. But the Ioniq 6 is measurably more aerodynamic than that concept or the Ioniq 5, with design inspiration from the fantastical, Art Deco 1930s-era Stout Scarab.

Looks are only sheet-metal deep, however, and the technological underpinnings are what makes Hyundai’s newest EV so interesting. The inner workings of the Ioniq 6 include an updated battery module with improved cooling functions and so-called “hairpin wiring” that packs more energy into a smaller space.

Here’s how all those things work together to create more range and power for this EV.

Aerodynamics and “Pop-Tart” battery cells

When Hyundai launched the Ioniq 5 nearly two years ago, it was a big improvement over the original Ioniq EV from 2016, which topped out at 100 miles per hour and offered only 124 miles of range. The Ioniq 6 has taken things up another notch, maxing out at an impressive 361 miles of range with the rear-wheel-drive Long Range version of the EV. That’s 58 miles better than the best of the Ioniq 5 options and nearly triple the range of the original.

How did Hyundai make that kind of progress over a quick couple of years? One key factor is the aerodynamic improvements, on display with a swoopy ducktail in the back, active air flaps, and a low-to-the-ground nose. The coefficient of drag, which quantifies the aerodynamics, is 0.21 for the Ioniq 6, compared with 0.29 for the boxier Ioniq 5. (For efficiency, you want that number to be as low as possible.) At its starting price of $42,715, the Ioniq 6 has no business showing off a drag coefficient that is better than cars that cost three times as much, but it does.

Another important element is the battery design, which in the case of the Ioniq 6 is built into Hyundai’s Electric-Global Modular Platform (E-GMP). Also used as the underpinning platform for the Ioniq 5, this versatile platform acts as the ground floor for a row of battery modules.

“Each battery module is made up of individual cells that are stacked neatly, like a stack of Pop-Tarts,” Dean Schlingmann, Hyundai manager of electrified management systems explains. “We can vary the number of modules and configurations depending on the segment and what the goals are for that vehicle.”

With the packaging improvements Hyundai has made to the battery module, the automaker has been able to reduce the part count significantly, which lightens the vehicle overall. Energy density increased by 7 percent. 

“We can cram more electrons in [the battery], which means more EV range or [heating and air conditioning] usage, wherever you want to use it,” Schlingmann says. 

Amping up the density with flat wires

For all intents and purposes, Schlingmann says, the Ioniq 6 motor is identical to the Ioniq 5’s, but with improvements to the motor winding design. Hyundai uses hairpin winding technology, named for the metal pins used in a salon for elaborate hairstyles, and this technology is widely known to be more efficient, with a higher power density and performance under a variety of hot and cold settings.

“Instead of using a perfectly round wire that goes through some of the winding gaps in the motor housing, we have more of a flat, rectangular wire. The [hairpin wiring] fills the gaps in the spaces around the motor itself more efficiently,” Schlingmann explains. “The more dense you can get the wire (or the more fill you can achieve in those gaps) the more power or performance—or whatever characteristic you’re looking to push with the motor—you can do so more effectively.”

The effectiveness lends itself to other applications, as well. Schlingmann helped develop the vehicle-to-load (V-to-L) capability for the Ioniq 6. This function takes advantage of Hyundai’s bidirectional power capability and allows access for customers to 110-volt power. There is an interior outlet available in Limited trim, and users can also export power with a V-to-L connector accessory. 

Schlingmann personally tested several plug-in devices with the Ioniq 6: air compressors and even a welder, which like an air compressor is not recommended but shows that pickup trucks aren’t the only electric vehicles that can power up a house. If you want to plug in a blender and whip up a smoothie on the road, you can do that. It might not be the ideal camping vehicle because of its ground clearance, but it could be useful for camping at less-remote sites. 

Range is the magic word

At $42,715, Hyundai’s Ioniq 6 is priced to compete with the Tesla Model 3, which starts at $44,380. The EPA says the Model 3 will get 272 miles of EPA-estimated driving range with the base rear-wheel-drive model, and up to 358 miles with the Long Range model (compared to the Ioniq 6’s max range at 361 miles). 

Both of these EVs can charge up quickly. In 15 minutes, Tesla’s SuperCharger network can pump 200 miles of range back into a Model 3. The Ioniq 6 can go from 10 percent to 80 percent charged in 18 minutes. Automakers are eager to kick the ball down the road and get customers to start buying EVs, and that charge-up time makes a difference.

Most trims of the new Ioniq 6 are on sale now at dealerships.

Read our full review, here.

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The Dodge brand leans heavily into performance, with commercials talking about “the brotherhood of muscle” and cars with names like “Demon” and “Hellcat.” So it’s no surprise that when releasing its first electrified vehicle, Dodge came up with a crossover to meet the market demand for family-friendly vehicles that includes a concession to in-your-face swagger. The new vehicle is called the Hornet, and it’s available in both a gas-only (GT) and a plug-in hybrid version (R/T).

Chris Piscitelli, one of the designers of the all-new Hornet, says the vehicle’s stinging-insect namesake is “a nasty little thing.” He says that with a mischievous grin, clearly happy with the association; the five-seater exudes intentional personality. In both drive and looks, the Hornet exhibits the Dodge legacy in the form of a small SUV that feels more like a hot hatch than a family car. 

The Hornet R/T (that stands for road/track) offers a unique feature called PowerShot. When the driver chooses Sport mode and pulls both paddle shifters (for changing gears in manual mode) simultaneously, the system tacks on a bonus 30 horsepower. Then, stepping on the accelerator and mashing it down through a palpable click triggers a mechanism called a detent that tells the car to get moving. Pronto.

Dodge’s first electrified vehicle

This is Dodge’s first foray into electrification, and the brand is not taking any chances with its reputation. In its base iteration, the Hornet G/T is propelled by a 2.0-liter turbocharged inline four-cylinder engine that Dodge labeled the Hurricane4. As a plug-in hybrid, the Hornet R/T combines a turbo four-cylinder 1.3-liter engine and a single electric motor mounted to the rear axle, and together it’s good for 288 horsepower and 383 pound-feet of torque. During the presentation, Dodge representatives said the Hornet’s closest competitor is the Mazda CX-5, which gets 256 horsepower and 320 pound-feet of torque.

Dodge vehicle synthesis senior manager Brian Del Pup has worked with the automotive companies under the Stellantis umbrella (including Dodge and Chrysler) for the last two decades or so. He says the team pushed the Hornet to be as true to the brand as possible, stretching the limits of what a typical crossover—like a Subaru Outback or a Honda HR-V—might be.

“A lot of [crossovers] are appliances, and people buy them to get from point A to point B and that’s it,” Del Pup tells PopSci. “There’s a lot of things that we did with this vehicle to make it fun and make it stick out. It’s a plug-in hybrid, but that wasn’t the focus. The focus was, ‘Hey, how much performance can we get out of this architecture?’ And ‘How can we make it perform like a sports car?’ It had to feel and drive like a Dodge.”

Part of that vision included the PowerShot for the Hornet PHEV, complete with the detent that requires mashing the pedal to the floor. Other vehicles use that type of tactile click to indicate the pedal is near the end of travel, and it announces the initiation of a more aggressive maneuver. 

During testing, Del Pup was sitting in the passenger seat and encouraged me to press the accelerator more firmly until I could feel it; soon we were traveling at a much higher rate of speed as though we were experiencing a tiny wrinkle in time. 

Boosting the power, 15 seconds at a time

In the Hornet R/T, a PowerShot activation shaves 1.5 seconds from the 0-to-60 time for a total of 5.6 seconds from a dead stop. That said, the feature doesn’t offer a never-ending buffet of power boosts. Depending on the battery health and state of charge, the actual boost will vary, and it lasts for about 15 seconds. 

“[PowerShot works best] at a higher state of charge and when the battery is at temperatures that high-voltage batteries like, which is around 72 degrees,” Del Pup explains. “When you deviate from that, it will still allow a PowerShot, but it may take some away based on where the system is.”

It also requires a 15-second cooldown period between activations. Unlike a video game, however, it doesn’t limit the total number of PowerShots per drive. 

Plugging the Hornet R/T into a Level 2 charger fills up the battery in about 2.5 hours, Dodge says. The 15.5-kilowatt-hour battery pack is capable of 30 miles of all-electric driving under ideal conditions, which is about three miles short of the average American commute (according to AAA). The EPA hasn’t released fuel economy numbers for the R/T, but we expect those to beat the 21 miles per gallon city/29 miles per gallon highway numbers from the Hornet GT. 

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Nestled in the heart of California’s high-tech Silicon Valley is the Alliance Innovation Lab, where Nissan, Renault, and Mitsubishi work in partnership. The center is a cradle-to-concept lab for projects related to energy, materials, and smart technologies in cities, all with an eye toward automotive autonomy.

Maarten Sierhuis, the global director of the laboratory, is both exuberant and realistic about what Nissan has to offer as electric and software-driven vehicles go mainstream. And it’s not the apocalyptic robot-centric future portrayed by Hollywood in movies like Minority Report.

“Show me an autonomous system without a human in the loop, and I’ll show you a useless system,” Sierhuis quips to PopSci. “Autonomy is built by and for humans. Thinking that you would have an autonomous car driving around that never has to interact with any person, it’s kind of a silly idea.”

Lessons from space

Educated at The Hague and the University of Amsterdam, Sierhuis is a specialist in artificial intelligence and cognitive science. For more than a dozen years, he was a senior research scientist for intelligent systems at NASA. There, he collaborated on the invention of a Java-based programming language and human behavior simulation environment used at NASA’s Mission Control for the International Space Station.

Based on his experience, Sierhuis says expecting certain systems to fail is wise. “We need to figure there is going to be failure, so we need to design for failure,” he says. “Now, one way to do that—and the automotive industry has been doing this for a long time—is to build redundant systems. If one fails, we have another one that takes over.”

[Related: How Tesla is using a supercomputer to train its self-driving tech]

One vein of research has Nissan partnering with the Japan Aerospace Exploration Agency (JAXA) to develop an uncrewed rover prototype for NASA. Based on Nissan’s EV all-wheel drive control technology (dubbed e-4ORCE) used on the brand’s newest EV, Ariya, the rover features front and rear electric motors to navigate challenging terrain. 

Sierhuis calls the Ariya Nissan’s most advanced vehicle to date. It is a stepping stone toward combining all the technology the lab is working on in one actual product. He and the team have switched from using a Leaf to an Ariya for its hands-on research, even simulating lunar dust to test the system’s capabilities in space.

‘There is no autonomy without a human in the loop’

There is an air of distrust of autonomous technology from some car buyers, amplified by some high-profile crashes involving Tesla’s so-called “Full Self-Driving” vehicles.

“It’s hard for OEMs to decide where and how to bring this technology to market,” Sierhuis says. “I think this is part of the reason why it’s not there yet, because is it responsible to go from step zero or step one to fully autonomous driving in one big step? Maybe that’s not the right way to teach people how to interact with autonomous systems.”

From the lab team’s perspective, society is experiencing a learning curve and so the team is ensuring that technology is rolled out gradually and responsibly. Nissan’s approach is to carefully calibrate its systems so the car doesn’t take over. Computing is developed for people, and the people are at the center of it, Sierhuis says, and it should always be about that. That’s not just about the system itself; driving should still be fun.

“There is no autonomy without a human in the loop,” he says. “You should have the ability to be the driver yourself and maybe have the autonomous system be your co-driver, making you a better driver, and then use autonomy when you want it and use the fun of driving when you want it. There shouldn’t be an either-or.”

[Related: Why an old-school auto tech organization is embracing electrification]

The Ariya is equipped with Nissan’s latest driver-assist suite, enhanced by seven cameras, five millimeter-wave radars and 12 ultrasonic sonar sensors for accuracy. A high-definition 3D map predicts the road surface, and on certain roads, Nissan says the driver can take their hands off the wheel. That doesn’t mean a nap is in order, though; a driver-attention monitor ensures the driver is still engaged.

New driver assistance technologies raise questions about the relationship between technology and drivers-to-be: What if someone learns how to drive with a full suite of autonomous features and then tries to operate a car that doesn’t have the technology; are they going to be flummoxed? Ultimately, he says, this is a topic the industry hasn’t fully worked through yet.

Making cities smarter

The Alliance Innovation Lab is also studying the roads and cities where EVs operate. So-called “smart cities” integrate intelligence not just into the cars but into the infrastructure, enabling the future envisioned by EV proponents. Adding intelligence to the environment means, for example, that an intersection can be programmed to interface with a software-enabled vehicle making a right-hand turn toward a crosswalk where pedestrians are present. The autonomous system can alert the driver to a potentially dangerous situation and protect both the driver and those in the vicinity from tragedy.  

Another way to make cities smarter is by improving the efficiency of power across the board. According to the Energy Information Administration (EIA), the average home consumes about 20 kilowatt-hours per day. Nissan’s new Ariya is powered by an 87-kilowatt battery, which is enough to power a home for four days. Currently, Sierhuis says, we have a constraint optimization problem: car batteries can store a fantastic amount of power that can be shared with the grid in a bi-directional way, but we haven’t figured out how to do that effectively.  

On top of that, car batteries use power in larger bursts than inside homes, and the batteries have limited use before they must be retired. However, that doesn’t mean the batteries are trash at that point; on the contrary, they have quite a bit of energy potential in their second life. Nissan has been harnessing both new and used Leaf batteries to work in tandem with a robust solar array to power a giant soccer stadium (Johan Cruijff Arena) in Amsterdam since 2018. In the same year, Nissan kicked off a project with the British government to install 1,000 vehicle-to-grid charging points across the United Kingdom. It’s just a taste of what the brand and its lab see as a way to overcome infrastructure issues erupting around the world as EVs gain traction.

Combining EV batteries and smart technology, Nissan envisions a way for vehicles to communicate with humans and the grid to manage the system together, in space and here on Earth.

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Lexus, Toyota’s luxury arm, just started delivering its first all-electric vehicle to dealerships in the US. Starting at $59,650, the RZ 450e is offered in two flavors—Premium and Luxury—and it will play a starring role in the Lexus lineup as the brand works toward an all-electric product offering by 2035. Highlights for this new car include a steer-by-wire system with a controller that looks like it belongs in a commercial jet; radiant heaters to warm your feet and legs where a glovebox usually sits; and silky-smooth acceleration that distinguishes the RZ from its competitors.  

Here’s what sets it apart and what it’s like behind the yoke—more on that detail in a bit.

Two motors

The public got its first glimpse of the RZ 450e when it was unveiled last spring. The RZ was built with some familiar parts and design elements borrowed from Toyota’s bZ4X, including the “skateboard” platform the Subaru Solterra also uses. Automakers build EVs on these flat surfaces as a painter uses a blank canvas, creating unique structures unencumbered by engine and transmission placement. The lithium-ion battery is distributed under the subfloor of the vehicle, establishing an even weight balance and sports car feel when cornering.  

Effectively, that’s where the resemblance ends. The RZ employs two motors instead of one (as in the bZ4X or Solterra), and combined, the dual-motor setup delivers a total of 308 horsepower. Even more importantly, the RZ is tuned for luxury customers with incredibly smooth acceleration and a quiet cabin enhanced by active sound control, which balances unwanted cabin noise with directed sound frequencies. When testing it recently in Provence, France, my driving partner and I found we could carry on a conversation in normal voices with no problem, even on somewhat bumpy rural roads.

Inside the cabin, Lexus is now using more bio-based sustainable materials like plant-based “polyester,” or simulated suede (Lexus calls it Ultrasuede) replacing the yards of leather from previous model years. The RZ’s 14-inch touchscreen was first seen in the Lexus NX when the brand finally replaced the often-criticized touchpad that held court in the console of many Lexus vehicles. Apple CarPlay and Android Auto are standard, and Wi-Fi connectivity is available for up to five devices. 

A panoramic moonroof is also standard in both trims of the RZ. At the base Premium level, the roof has a special coating called low-e, or low emissivity, to keep the interior cool by blocking some wavelengths of light. Or, you could jump up to the Luxury variant for upgraded dimmable glass that Lexus calls Dynamic Sky. In either case, Lexus opted to remove the motor-driven automatic shade present in many cars with a glass roof. By doing so, the RZ affords more head room and more importantly, it shed 12.8 pounds from the total vehicle weight. 

Steer-by-wire

Also unique to the RZ is an optional steer-by-wire system that Lexus is calling a “game changer.” It’s not the first car to include a U-shaped steering control, typically called a yoke in the aircraft world. A couple of years ago, Tesla dabbled with yoke steering and then offered a retrofit traditional steering wheel for those who didn’t like it. Lexus is not going down that road for good reason: the steering systems are completely different. 

The RZ’s steer-by-wire option is not just a reshaped wheel in the way Tesla attempted. There is no mechanical link between the steering wheel and steering rack with a steer-by-wire setup, as it would be in a car with a traditional steering system. Instead, information is relayed electronically (“by wire”). While a traditional steering wheel can be turned all the way around for a total of about 720 degrees, the steer-by-wire controller tips only 150 degrees in either direction.

“Up until now, there have been other [steer-by-wire systems] but this actually extends the capability by far,” Lexus assistant chief engineer Yushi Higashiyama told PopSci. “Of course, there will be customers who prefer the traditional steering system. The reason why the RZ team took on the challenge of implementing the steer-by-wire system is because that’s also taking on the challenge of the future of electrification and what’s coming next.”

Lexus representatives advised us to take it slow the first time out to get used to the difference in motion, but we found it to be very intuitive and easy to adjust to. Making a 90-degree turn required a gentle twist instead of a hand-over-hand turn, and I thought the steering felt more like a direct connection from my arm motion to the car itself. The RZ is engineered such that the steering ratio adjusts depending on how fast you’re driving, which is intended to feel agile at low speeds and stable at higher speeds.

Before you get too excited about it, know that the steer-by-wire option won’t be available at launch. Lexus has not revealed when it will offer the alternative steering choice; all that the representatives will reveal right now is “not yet.” Incidentally, this feature is called One Motion Grip—OMG, for short—in Europe, and Lexus decided that abbreviation would not play as well in the US market.

Does the RZ offer enough range? 

Because it’s an EV, range anxiety is still a concern for buyers in the US. The Biden administration’s new rollout of standards for EV charging stations, powered by $7.5 billion in federal funding, is aimed at standardizing charging stations across the country. That should help alleviate apprehension, but the market has plenty of room to grow. Still, it may be a surprise to some that the RZ was launched with a range of 220 miles with the standard 18-inch wheels, or 196 miles with the upgraded 20-inch wheels. Bigger wheels mean less rolling resistance and decreased range. 

With a DC fast charger, the RZ’s battery can top up from zero to 80 percent in about 30 minutes. At home with a Level 2 charger, expect it to recharge from zero to 100 percent in roughly 9.5 hours. 

Lexus knows that the RZ’s range is lower than some of its competitors, but Aono says that most RZ buyers will opt for home charging, and that the range is still far above what they need on a daily basis. To entice potential customers who might be skittish about buying an EV, the brand is offering a new benefit called Lexus Reserve. This dealer-led program allows RZ owners to borrow any other available Lexus car from the dealership for free for a total of 30 days over the first three years. That way, if an RZ owner wants to take an extended road trip that exceeds the range, they can borrow a gas-powered GX SUV, for example, to bring the family.

“Americans’ daily average is 40 miles,” Aono says. (According to research from AAA, that number was about 33 in 2021.) “Are you going to be driving 200 miles [in a day]? Probably not. Instead of worrying about that, you can swap your vehicle. We want to make sure our customers are comfortable.”

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Concept cars are designed to be flights of fancy—showpieces that give automakers the chance to put their creativity on display. Quite often, a concept car represents just a blip on a timeline and a blast of buzzy excitement, later shelved in a museum for all of us to marvel at a company’s foresight or folly. 

A concept, by definition, is an idea; in this case, a concept car is an idea that takes the temperature of the public to see how buyers might react to a set of features and designs. Automakers don’t necessarily release a concept every year, and they have to balance the cost of building a vehicle that may or may not ever see the light of the production line. While it’s true that some concepts fade into oblivion, others become successful models that carry many of the same characteristics as the concept. Even those that are wildly futuristic and wacky lay the groundwork for innovations to come. 

Most recently, truck maker Ram announced the 1500 Rev, the production version of its Revolution EV concept. The Revolution (not the Rev) was unveiled at the Consumer Electronics Show in January, with some exciting features, like coach doors (which open at the center like French doors in a home), and a glass roof that adjusts its tint electronically. But when the production version launched at the Chicago Auto Show in February, some expressed disappointment in how much it looked like its gas-powered sibling. Where were the cool removable third-row seats from the concept? Where was the storage tunnel to hold long objects?

To be fair, automakers—especially when they’re large, public companies—are beholden to not just manufacturing and safety regulations but their shareholders. In the case of the Ram 1500 Rev, the company will build the production vehicle on the new all-electric architecture from its parent company Stellantis instead of the one used by the gas version of the 1500 truck.

Otherworldly concepts

There’s a long history of wild concept cars, many of which never became actual production models.

Consider the otherworldly Berlinetta Aerodynamica Tecnica series commissioned by luxury automaker Alfa Romeo in the mid-1950s. These three cars featured unusual, gorgeous bodies that evoke sea creatures in motion. And somehow, all of them survived in remarkable shape and sold as a set for more than $14 million at auction in 2020. These concepts, which never became production vehicles, were more art than realism, unlike recent modern offerings. 

In 2021, Genesis unveiled its X Concept EV, a sleek coupe with wraparound parallel LED lights defining its curves. Last year, it followed up with the X Concept convertible that peeled back the top and showed off more futuristic details. To our great joy, Automotive News reported that the X Convertible recently got the green light for official production. 

Also under the Hyundai Motor Group, Kia introduced a streamlined concept in 2011 that eventually gave way to the Stinger, which was widely lauded by the industry as a game-changer for the Korean manufacturer. Engineered by a former BMW vice president of engineering and sketched out by celebrated former Audi designer, the Stinger was finally launched to the world in 2017. It was taller than the concept and included more buttoned-down design features on the outside, but under the hood the performance was impressive, especially the 365-horsepower GT model. A moment of silence for the now-discontinued Stinger, please. Hope springs eternal, as rumors of an all-electric Stinger have been swirling. 

On the gas-powered side, the raw and rowdy Dodge Viper started life as a concept showcased for the first time at the 1989 Detroit auto show. Using an existing truck engine as its base, the concept evolved over three years into the 1992 Viper RT/10 and delighted fast-car enthusiasts for more than two and a half decades until it was discontinued in 2017. 

From Revolution to Rev

In the same automotive manufacturing family as the Viper, the Ram 1500 Rev moved quickly from concept to production. And while the Rev may not be exactly the same as the Revolution, it retains the benefit of sharing some parts with the gas-powered Ram 1500 pickup. That will both speed production and keep the cost on the manageable side. Ford did the same thing for its F-150 Lightning, which is purposely built to feel familiar to F-150 customers to avoid alienating its loyal base. 

The 1500 Rev will not be equipped with the removable jump seats from the concept, which could have turned the Ram pickup into the first third-row truck. Ryan Nagode, Ram/SRT’s chief designer for interiors, was inspired to add the track seating when he noticed parents hauling around stadium seats to make hours of sitting on the bleachers at their kids’ sporting events more comfortable. He wondered if something like that could be incorporated into the truck and successfully integrated the idea into the cabin of the Revolution concept. 

“There have been vehicles in the past with jump seats, and I think there is a lot of reality built into these ideas,” Nagode told PopSci at the Concept Garage of the Chicago Auto Show in February. “Obviously, some of these things take a little pushing and pulling with the engineering team, but I think it’s not far-fetched.” 

Alas, those seats won’t be included in the Rev, but the seeds of creativity could feasibly show up sometime in the future. 

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You may not have heard of the Speciality Equipment Market Association, but SEMA, as it is known, hosts a massive event annually to showcase the hottest parts and technology in the automotive industry. But with cars changing, and new types of vehicles emerging in the space, the 60-year-old organization debuted SEMA Electrified in 2019 to highlight gas-free machines and parts. Since then, the section has grown from a handful of features to 60 exhibits encompassing 21,000 square feet.

That’s a big leap for an organization that was founded by a bunch of performance equipment makers making a living from gas-guzzling hot rods. And yet it makes sense, says SEMA director of vehicle technology Luis Morales. Everything about the EV market is growing, including the aftermarket for spare parts, accessories, and components. It only makes sense to give these cars their share of the automotive spotlight—even if some of the event’s audience may be anti-electric.

“There are going to be diehard gas or diesel fans who may be hesitant to convert, and that’s fine. We love where we came from,” Morales told PopSci. “Then again, we also want to bring in all the new options that are coming out to the market.”

Encouraging electrification in the aftermarket

Long before the Prius and other electrified cars were even a twinkle in Toyota’s eye, SEMA formed as an alliance of manufacturers in 1963. Then, gas-powered vehicles were in full swing while alternative fuels were a far-off futuristic idea. As hybrid and electric technology started to take off, leaders at SEMA started to notice not just new powertrains but innovations like portable battery packs and full conversion kits.

SEMA vice president of marketing RJ de Vera points to California-based EV West as an example of a company seeing incredible success selling electric car parts, conversion kits that turn a gas-powered car into an EV, and charging accessories. Interest in full conversions is growing as parts for older gas-powered cars become scarce; after all, an electric motor is made up of just a few components, while combustion engines can contain hundreds of parts. 

Conversion kits are a hot aftermarket item, de Vera says, some with wait lists that are two or three years long. EVs don’t require an engine, fuel tank, or fuel pumps, for example, and really just one moving part: the motor. 

[Related: Chevy’s first electrified Corvette, the E-Ray, is a heavyweight built to be quick]

“That seems to be more and more of an interest point for a lot of enthusiasts that are doing a restomod,” de Vera says. Restomod is the process of revamping a classic car with more modern technology.  “They might be thinking it’s going to be such a pain to get the original engine or get gaskets or things that are no longer made, especially for quirkier vehicles. An EV conversion becomes a lot more enticing because the powertrain is so simple.”

Discovering enthusiasm within the EV market

As recently as the 2018 SEMA show, EVs were scarce and aftermarket parts even more so. However, slowly, then all at once, interesting new niche companies emerged. For instance, companies like Juice Technology, which was founded less than a decade ago, are now selling portable EV chargers that weigh just a few pounds and are capable of charging even at temperatures as low as -22 degrees F or as high as 122 degrees Fahrenheit. That’s music to an EV owner’s ears, since temperature fluctuations can affect range and charging in a big way. A portable charger for an EV means that it can be toted around for emergencies like a charging bank for a smartphone; it’s meant to offer a bit of a respite from range anxiety with a quick burst of power to get you to the next charging station. 

“Range anxiety is the reason everybody is focused on getting a car with the most mileage they can get per charge, and that drives up the price of the vehicle, which can make EVs a little bit less attractive to the consumer,” Morales says. Portable chargers could ease that. Plus, it’s kind of an old automotive practice, but just in a slightly newer form. 

“If you look at the overland scene, for example, there are trucks that go camping 30 or 40 miles off road. You’ll notice that they carry their spare fuel, just in case they run low on fuel,” he adds. “[These portable chargers] can get you out of a situation where you need to get to a charging station as opposed to calling a tow truck.”

Whether it’s devices, parts, alternative fuels and powertrains, or new technology, SEMA leadership is striving to embrace it all. Not to mention there’s a lot of room for small startups to think creatively, chip away at current challenges, and grow fast in the space. 

“It’s not just about [internal combustion] vehicles or EV vehicles,” de Vera says. “It’s really about the culture of being a proud vehicle owner and having that passion for automotive culture as well as aftermarket customization and modification. And that’s really our message: to make sure that the love for cars and modifying cars and customizing them stays around for generations.” 

Correction on March 6, 2023: This article has been updated to correctly describe SEMA as the Speciality Equipment Market Association, not the Speed Equipment Manufacturers Association.

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Take a closer look at a Toyota Tundra pickup truck, and among other places, you’ll see ridges embedded in the housings of the taillights and headlamps. The shape of these 2- to 3-inch lumps evoke a distant memory of the submarine game piece in a Battleship board game, and might go unnoticed if you’re not looking for them.

But once discovered, you can’t unsee them, and you’ll find yourself hunting for them on everything from the Toyota Tacoma to the brand’s Sienna minivan. Technically, they’re called aero stabilizing fins, or ASFs, but Toyota aerodynamics and ride handling specialists Cory Tafoya and Jesse Rydell say they’re affectionately called fish fins.

Here’s how they work, and why engineers use them on vehicles. 

Small but mighty engineering 

Odds are that you’ve noticed tiny symmetrical dimples all the way around any average golf ball. These depressions have a purpose: Unlike a ping-pong ball, which must travel only short distances, golf balls are designed to soar into the air for hundreds of yards at a time. The dimples reduce air friction, directing disruptive air around the back to reduce drag and create a smoother flight. 

“There’s no question a multi-layer cover and technologically advanced core will help your game,” Jonathan Wall wrote for Golf.com. “But without those dimples on the cover, you’re basically driving a Lamborghini with a Ford Pinto engine.” 

In the automotive world, modern race cars employ a longitudinal “shark fin” along the spine, not for a fierce look but to maintain stability by directing airflow and pressure properly. Off the track, everyday drivers on US highways and city streets don’t need that kind of performance, but they definitely appreciate stable, smooth driving dynamics, and that requires a slightly different tool to direct airflow. These components, also sometimes called vortex generators, do something a bit counterintuitive: by creating air vortices, they help the air hug the sides of the vehicles. 

In general terms, a fish fin, or ASF, causes the flow of air to follow the side surface of the vehicle more closely, affecting the ride in a positive way. With extensive testing in the wind tunnel and on the track, they started to find that even though those fins were very small, they were having a noticeable improvement on ride and handling, Rydell tells PopSci.

“If we can avoid random disruption of airflow, it has an effect on the dynamics of the vehicle,” says Tafoya. “The high-level idea is to control the air in a way that’s consistent every time you drive it, or to try to make it as consistent as possible. And if we can keep that airflow close to the vehicle, we can manage what the driving dynamics feel like.”

‘I drove two and a half hours for this piece of plastic?’

The first time Mike Sweers, the executive chief engineer for the Toyota Tundra, Sequoia, Tacoma, and 4Runner vehicle programs, saw these aero stabilizers, he couldn’t believe his eyes. He had been called to Japan for meetings, and one of his teams invited him to the proving grounds, far from the office. When Sweers arrived, the team presented a new solution that they said could reduce body roll and increase stability of the Tundra as it passed large vehicles, like 18-wheel trucks. 

“’The vehicle becomes much more stable if we put these wings on the vehicle,’ they told me,” Sweers remembers. “And I’m thinking, ‘oh, this sounds great,’ and I’m looking at graphs and data and that, and I’m thinking they’re going to take me out and they’re going to have some big aircraft wing on the side of the truck, right? Then the guy reaches in his pocket [and pulls out an ASF] and says, ‘This is our proposal.’” 

Sweers thought to himself, “I drove two and a half hours for this piece of plastic; are you kidding me?’” But as he placed the fish fins on the truck, tested it on the track, and pulled it off and tested it again, he was convinced. He spent four hours on the track that day, noting the stability while passing or experiencing crosswinds. 

Balancing road noise, drag, and driving dynamics

Tafoya says he sees the influence of the fish fins on straight stability, as they generate disruption in the airflow that creates a tighter stream around the vehicle. It may seem paradoxical that a lump creating disruption in airflow channels can direct the air, but that’s exactly what it does. With that tighter airstream, drivers feel a more precise steering field. 

“Sometimes, people will allude to some vehicles not having a very defined center or feel it’s kind of vague in the steering,” he says. “And [ASFs] actually do help to improve those characteristics too.”

Employing a wind tunnel for testing, Toyota engineers use smoke visualization (smoke trails that demonstrate air flow) to see where the flow is fastest. That helps the engineers decide where to place the fish fins to maximize efficiency. 

And as it turns out, designers and engineers interface fairly often to talk about these small pieces of plastic. There’s a balance to ensure that factors like road noise and the amount of drag on the vehicle are not affected. 

“We have it down to where we know kind of what areas we can apply [ASFs] and avoid disruption to other functions,” Tafoya says. “Surprisingly, for such a small feature it takes a lot of time in negotiation.” 

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Ford’s 2024 Mustang Dark Horse is the automaker’s turn-it-up-to-11 version of its iconic muscle car. With a powerful 5.0-liter engine cranking out 500 horsepower, this iteration of the seventh-generation Mustang is made for speed, and for track enthusiasts.  It’s packed with goodies like an interactive digital interface in the cabin along with special ducts to keep the Brembo performance brakes cool. 

The new Blue Ember metallic paint is available only on the Dark Horse, and the color-shifting blue-to-purple finish evokes a mood ring if your mood is “go fast but be chill about it.” This Mustang features blue-themed Recaro sport seats that sit low inside, and a hollow shift knob crafted from blue lightweight titanium, if you choose the manual transmission option. 

But the showstopper is the set of sleek carbon fiber wheels wrapped in track-ready Pirelli P Zero tires. Here’s what these high-tech wheels are all about.

Light, strong rims equals more speed

The Dark Horse is the first performance variant of the Mustang in more than two decades, and Ford opted to equip it with super-light carbon fiber wheels, which are more often spotted on pricey supercars. Ford says it’s the first time a Mustang has worn carbon fiber wheels other than the Shelby GT350 and GT500 (those ended production in 2020 and 2022, respectively), and they look great on the Dark Horse. 

Ford partnered with an Australian company called Carbon Revolution for the 19-inch wheels; this is the first time the brand is using five-spoke single-piece carbon-fiber rims.. At a shade over 20 pounds each, these carbon fiber wheels are about 37 percent lighter than the standard aluminum wheels available on the Dark Horse. Less overall weight increases speed, so the wheels take the potential speed of the Mustang up a notch. 

Carbon fiber is a polymer, which is a class of materials made of repeating chains of molecules. It’s extremely strong and light, which is why race car builders and supercar companies use it extensively. It’s also expensive, so companies like McLaren invest a fair amount of money to create carbon fiber tubs, which are the frame-like structures on which their cars are made. In fact, the British company spent more than 50 million dollars to build the McLaren Composites Technology Center to create lightweight carbon fiber and composites to save weight and generate more energy-efficient cars. 

Mass production automakers like Ford use carbon fiber sparingly to maintain an attractive price point. You’ll see this material surrounding gear shifters, on dashboards, and in door sills, but using it in greater quantities is reserved for a much smaller number of cars. For instance, the one-off Hellucination was built for Ralph Gilles, the lead designer for Stellantis (the parent company for Dodge, Jeep, Chrysler, Alfa Romeo, Fiat, and others), and featured a striking carbon fiber body encasing a supercharged V8. That’s not something you’ll see too often on the street. 

A plasma arc spray 

Carbon Revolution used a plasma arc spray process on the inside of the front wheels to protect them from brake heat. Inspired by aerospace technology, where it’s often used on turbine engine blades, the plasma arc spray process is also used on open-wheel race cars for durability.

“The process of plasma spraying is when powdered material like metals and ceramics are fed into a plasma flame spraying machine,” explains Carbon Revolution founder and chief technology officer Ashley Denmead. “The process melts the powder with very high temperatures and sprays it at the target part to be coated. The molten powder particles then solidify again when they hit the target and cool down on impact. The coating created for the wheels is multiple layers of different materials. The resultant coating reflects the brake heat away and also prevents conduction of it into the wheel while minimizing the weight penalty.”

This process results in wheels made for driving fast and braking hard, and Ford’s Dark Horse wheels were subject to a slew of testing. Carbon Revolution says it adheres strictly to Ford’s stringent wheel testing criteria, which uses more than 200 tests for structural and environmental validation.

Interestingly, only the front wheels are treated, and Denmead explains to PopSci that it’s not that they forgot about the back wheels. The front brakes generate much more heat, and in the process of testing the team determined with Ford that only the front wheels needed this thermal management.

“During repeated hard driving on track, with a lot of heavy braking it is possible that the brakes would get so hot (up to 1800°F) that they could damage the resin in the wheels,” Denmead says. “This sort of driving would likely far exceed what most people would do even on a track day, but it is important for us and our customers that our high-performance wheels can perform all day long on the track and the road.”

The Dark Horse will be available this summer. Count us in to put it to the test. 

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You can barely throw a rock in America without hitting a Honda Accord. More than 12.5 million Accords have been sold in North America since 1982, and Honda says 98 percent of those were built in the USA. The latest iteration of Honda’s Accord is now available, and it packs in some new tech upgrades along with improvements to the hybrid powertrain.

Here’s what’s new under the hood, and what it’s like to drive it.

Solid lines, subtle updates

There have been ten previous generations of Accords, and this model kicks off its eleventh. The 2023 Accord is a product of Honda’s intention to amp up its hybrid sales. Honda is actively chasing a 50 percent sales target for the hybrid versions of the Accord, and of its six trims, only the two lowest of the bunch are offered with a gas-only, no-electric-motor option. It’s clear that Honda is checking a box for gas-only fans as a transition, while gently steering its customers away from the lesser trim levels.

And for good reason: While it looks and feels very familiar, the newest Accord hybrid has been to the gym. It’s pumped up with a strengthened core and tweaked powertrain that’s more efficient.

The freshest Accord in the stable is longer and broader than the previous generation, giving Honda’s cash-cow sedan a sleeker profile and a livelier front end that one might attribute to a sportier vehicle. That’s due, in part, to structural updates to the chassis with new brace bars that increase the rigidity of the ride; the result is a smoother ride that absorbs mild bumps in the road like a member of a top-tier college marching band glides across the football field at halftime.  

The lineup starts at $28,390 for the gas-only Accord LX model. Then, the first hybrid skips over the EX (also a gas-only model) up to the Sport for $32,990. At the top of the lineup, the Touring trim is decked out with all the goodies, along with the hybrid powertrain, for $38,985 and up.

Engineered with electrification in mind

Behind the wheel, I expected a pleasant ride, and I wasn’t disappointed. The Accord hasn’t lasted for 11 generations for nothing, after all. It’s an all-around favorite, with solid fuel economy figures (44-48 mpg combined for the hybrid and 32 mpg combined for the gas-only trims) and plenty of value packed in for the price.

Testing out the new Accord Touring in each of its three main drive modes (Normal, Eco, and Sport), I found that Normal makes the most sense for the majority of the time. Reserve the Eco mode only for long highway drives when you’re already moving at a good clip, because the stunted acceleration is a bummer otherwise. Sport mode was the most exciting, with a zip that made it easy to pass and merge from highway ramps onto the freeway. It also adds a weightier feel to the steering, which firms up the driving experience.

[Related: Pete Buttigieg on how to improve the deadly track record of US drivers]

Honda opted to equip the hybrid models (Sport, EX-L, Sport-L, and Touring) with an all-new 2.0-liter four-cylinder engine paired with the same two-motor hybrid-electric system that debuted in the 2023 Honda CR-V. Together, the Accord hybrid is good for 204 horsepower and 247 pound-feet of torque. Gas-only models may be cheaper, but they sacrifice horsepower, torque, and fuel efficiency in the exchange.

The two-motor hybrid system includes an electric generator motor, which supplies power to the battery; an electric propulsion motor to drive the front wheels; an Atkinson-cycle gas engine that feeds power to the battery and propulsion motor; a new, smaller intelligent power unit that protects and controls the battery; and a power control unit that acts as the brains of the hybrid system. 

There’s a prominent button on the console with an “e” printed on it in stylized script, and pushing it notifies the Accord to maximize your electric drive mode as much as possible, defaulting to electric over gas.

“[Pressing the button] doesn’t necessarily make the vehicle more efficient,” says Chris Martin, a communications manager with American Honda. “Let’s say you are trying to pull quietly out of your driveway or out of your neighborhood. You have to manage the throttle carefully to avoid activating the gas engine, and by pushing this button the car is going to require you to give it a little bit more throttle before it engages the gas engine. Kind of like a quiet mode.”

What’s different about the 2023 Accord hybrid system?

Previously, Honda situated the two motors in-line longitudinally, with the generator motor connected directly to the engine and the propulsion motor connected to the front wheels. Engineers for the new Accord hybrid nestled the two electric motors side-by-side instead (in the same configuration used in the new CR-V) allowing for the propulsion motor to be bigger and stronger. Honda eschewed heavy rare-earth metals for this system, which contributes to a higher top speed. The new 2.0-liter four-cylinder engine brings a promise of reduced emissions, with 22 percent less nitrogen oxides and 24 percent less total hydrocarbon emissions.

Martin says the entire core package has been improved in many ways, with an eye on improving handling and making the car quieter, smoother, and safer. The Accord chassis itself is responsible for many of the improvements that improve the drive versus the prior model. 

While Honda’s hybrids don’t claim one-pedal driving—the brand calls it “one-pedal like”—the Accord hybrid comes close. (One-pedal driving allows the driver to use just the accelerator without moving their foot to the brake, as the car slows or even stops as soon as they lift their foot off the accelerator. That’s a big benefit in stop-and-go traffic, when a light tap to the accelerator is all you need to move forward.) The new Accord features paddle shifters on the left and right side that control the amount of braking regeneration up to six levels; on the maximum regeneration setting the vehicle will slow considerably when you take your foot off the accelerator. The four-wheel disc brakes are slightly squishy, so prepare to press down a little further than expected.

On the technology front, the new Accord receives over-the-air software updates, making it easy for Honda to push out updates and plug any potential problems. Honda gifted its sedan with a camera offering a 90-degree field of view in the front, which is nearly double the amount on the previous Accord. And the radar was relocated behind the Honda logo on the grille, which bumped up its field of detection from 50 degrees to an astonishing 120 degrees. This, combined with updated driver-assist technology, helps to avoid collisions and more easily discerns objects from people and signs, for example. 

Honda uses a Google built-in system that’s standard on the top Touring trim, including Google Maps and Google Play enhanced by a speech-to-text service that also controls interior functions like climate control. 

Tip-toeing into the EV age

Much like Toyota has been saying for several years, as well as supercar makers like Lamborghini, Honda is not rushing headlong into the EV age with the purpose of being first. The brand seems content to take it slow. Honda has said publicly that it’s committed to 100 percent electric vehicles by 2040. The pathway to get them there, though, is not just to start selling all EVs right now, Martin says. Their first EV will be the Prologue in 2024, which Martin refers to as a “toe in the water for the next generation of EVs.”

Last year, Honda launched the CR-V hybrid and hoped to incentivize customers to make the switch with attractive two-year lease deals. That stopgap allows the brand to hold onto electric-hungry customers, marking time until the all-electric Prologue SUV is ready for its debut. 

“We’ve got more than the Prologue coming,” Martin says with a wink in his voice. “We haven’t announced a lot of things, but obviously as we’re going to be selling a hundred percent [EVs] by 2040 there are a lot of other products in the pipeline.”

In the meantime, car buyers can climb into the muscular 2023 Accord and enjoy both the legacy this sedan offers plus all of the new technology and engineering Honda brought to the table.

The post Honda’s newest Accord hybrid is a sleek, brawny beast appeared first on Popular Science.

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The name Lamborghini evokes powerful acceleration and large engines, with oodles of cylinders and a sound to match. But the supercar builder isn’t blind to the electrification movement. And while Lamborghini is not yet phasing out its thundering herd of combustion engines, the brand is moving towards a compromise that feels true to itself: internal combustion plus an electric motor. 

In 2019, Italy’s Raging Bull automaker teased its future with a hybrid, the V12 Sián FKP 37. The vehicle went above and beyond with 819 horsepower, the company’s most powerful model ever. However, with a $3.5 million price tag, it wasn’t made for the masses (nor even an average Lamborghini buyer). Only 63 were made in honor of the year Lamborghini was founded, and collectors snapped them up quickly. The Sián, which means “lightning” in Italian, contains a 48-volt electric motor that adds 34 horsepower to V12; it was made to showcase the brand’s capabilities and show a hint of what’s to come. Here’s what’s next.

Vitamin V12 deficient

The leadership team is making it clear that it’s not the right time for the Raging Bull to go all electric. All in due time, Lamborghini CEO Stephan Winkelmann says.

“If you would have asked me five or six years ago, I would have been convinced that hybridization would happen, but I’d have my doubts on the execution and acceptance,” Winkelmann told PopSci. “Now, it’s a generational issue. We have a lot of young fans who are telling us we’re on the right path in terms of sustainability.”

While an all-electric vehicle is slated to be revealed in 2028, Lamborghini is first launching a hybrid-powertrain successor to its top-of-the-line Lamborghini Aventador sports car before the end of Q1 2023. 

[Related: Behind the wheel of the thunderous Lamborghini Aventador]

“We have to take care that we have this kind of emotional attachment, but always the technology will find a way,” Lamborghini chief technical officer Rouven Mohr told PopSci. “Even if I personally like the combustion [engine], it would be a mistake to think that there will be no tipping point.”

Mohr says they are not following the engine-downsizing trend, pairing a smaller powerplant with an electric motor to compensate for power. The plan is to take existing internal-combustion vehicles and add power in the form of electricity, so the electric motor isn’t a replacement but an enhancement, with the benefit of hopefully fewer CO2 emissions.  

Rumors hold that the follow up to the Huracán, which is more compact and less expensive than the Aventador, will be a V8 hybrid, which is a smaller engine than the current V10. Whether or not the whispers are true, Lamborghini isn’t yet willing to say. It’s too soon to talk about that, Winkelmann told PopSci.

The heart of the bull

In the last couple of years, the automotive market has flipped inside out. The pandemic affected the supply chain in ways no one anticipated, but even more surprising to Lamborghini was the uptake of luxury products in the aftermath. Lamborghini broke its own sales records for 2022, delivering 9,233 vehicles worldwide: that’s a stunning ten percent over the sales figures for 2021. Lamborghini launched its SUV, the Urus, in 2017, which has been an explosive seller for the brand. Winkelmann says 80 percent of its new customers are Urus buyers; breaking into the SUV segment also helps attract more female buyers.

In the meantime, in 2021 Lamborghini shared the details of its Direzione Cor Tauri (“Heart of the Bull”) program, which lays out a roadmap for a nearly two billion dollar cash infusion. This, the highest-ever investment in the company’s history, translates directly to the development of hybrid and all-electric cars to get the Italian automaker primed for the switch to EVs in the next few years. That funding will be welcome as the automaker shifts its design and production to include electrification. Software and its upkeep will be another significant line item as driver-assist technology advances.

[Related: Behind the wheel of McLaren’s hot new hybrid supercar, the Artura]

Machine learning, for example, will allow engineers to do new things. Imagine there’s a kind of algorithm Lamborghini could use to train its motorsports teams to be better drivers on the track. “You can have an intelligent stability control, for example, that understands exactly your driving style, analyzes it, and helps you enter the corners [more efficiently],” Mohr said.

It may seem incongruous to tie advanced driver-assist tech to a supercar for people who love to geek out on cars and live to drive. What’s the attraction of a car that takes over for you when a car like a Lamborghini Huracan—or even the Urus SUV—is designed for the sheer pleasure of driving it? The technologies Lamborghini is looking at can enable a driver to improve their driving skills and enjoy the limits of the car, Mohr says.

The sounds of silence

For the 2023 Rolex 24 endurance race at Daytona International Speedway this month, Lamborghini fielded five teams: four in the GT Daytona class and one in the GT Daytona Pro category. The distinctive sound of the Raging Bull Huracáns echoed across the lanes, its voice calling out clearly. One of those teams was the only all-female lineup, the Iron Dames, piloting a can’t-miss-it hot pink Huracán. 

Motorsports like this endurance race give manufacturers a chance for research and development in high-stress situations for the cars. It also gives them an ear to the ground to listen to the fan base and get more insight on what’s needed to improve. 

What Lamborghini is hearing now is that the younger generation is demanding more sustainability, and they want to see change. The other is an open question about a personality crisis for supercars when EVs take over. EVs are much quieter than combustion engines, and that will affect not just motorsports events but everyday satisfaction while driving the cars. 

Mohr, who grew up admiring a poster of a purple Lamborghini Diablo on his wall, says he’s not about to let the brand lose its grip on the super sports car community. While both he and Winkelmann say they don’t have an answer to the sound question quite yet, they know it’s going to be uniquely Lamborghini. 

Mohr says people often suggest to him that he might have enjoyed working for Lamborghini 20 years ago instead of today, but he disagrees. “I say no, because from the engineering perspective, you now have much more freedom,” Mohr says. “To influence this kind of new generation of cars, this is a good change. I want to ensure that in 20 years I still like to buy cars, and if they are only boring cars, it will be really a mess. Because at the moment, to be honest, there are a lot of boring cars on the market that I will not buy. And I can see that in the electric world the dream of Lamborghini is continuing on. It’s pretty exciting.” 

The Huracán and other models by the Bull remain a touchstone goal for many, and Mohr welcomes the challenge to make sure it lives up to its reputation as it shifts into hybrid, and eventually all-electric, mode. 

“The favorite part of my job is the fact that I can influence the dream cars,” Mohr tells PopSci. “Because at the end of the day, every Lamborghini is a dream. It’s not like [with] volume manufacturers, they [launch] a kind of icon of the brand every 20 years. In our case, you work permanently with dreams.”

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It was just a few short years ago that Chevrolet debuted the first mid-engine version of its venerable all-American Corvette. After more than six decades punctuated with whispers and rumors, the mid-engine ‘Vette was finally a reality, and it was all-new from the ground up for model year 2020. That eighth generation (commonly called C8) Corvette was touted as the quickest one in history, leveraging better weight distribution and improved responsiveness.

Now Chevy has done it again, launching a new sports car on January 17 that shakes up the market. The 2024 Corvette E-Ray is electrified for the first time in the car’s history, moving the General Motors company toward its electrification goals. 

Here’s how we got here.

Seven decades of power

General Motors set hearts aflutter back in 2015 when it filed an application to patent the name E-Ray. Eight years later, the hybrid sports car is finally a reality. In fact, the E-Ray was launched 70 years to the day after the first Corvette prototype debuted at Motorama in New York City on January 17, 1953. Every one of the first batch of Corvettes was white with a red interior, only available with a convertible top.

While the Corvette is best known for its roaring V8, the first ‘Vette was built on a modified passenger car chassis and was propelled by a 3.9-liter inline-six engine called the “Blue Flame.” In 1955, Chevy upped the ante with a 4.3-liter V8 making 195 horsepower paired with a three-speed manual.

[Related: Behind the wheel of the most technically advanced Corvette on the market]

In 1966, the Corvette was the first to get the 427 cubic-inch engine, one of several powertrain options that included a 300-horsepower small-block 327 cubic-inch engine along with the larger 427, which came in 350-, 390-, and 425-horsepower versions. With stats like these, it’s no surprise that the Corvette’s appeal has grown through the decades with everyone from early astronauts like Alan Shepard to President Joe Biden counted as fans.

In 2019, the last year of the front-engine Corvette, the car was available with a 6.2-liter naturally aspirated V8 in 455- and 460-horsepower flavors. The Z06 came with a supercharged version making 650 horsepower and the even fiercer ZR1 was good for 755 horsepower and 715 pound-feet of torque. 

As for the forthcoming E-Ray, it pairs the 6.2-liter V8 from the gas-powered mid-engine 2022 model (called Stingray, a term that has been in the Corvette family since the 1960s) with an electric motor for a total power output of 655 horsepower and 630 pound-feet of torque. This combination gives the E-Ray all-wheel drive, and the brand says the E-Ray is the quickest production Corvette in history, boasting an impressive zero-to-60 miles per hour time of 2.5 seconds.

The E-Ray is a heavyweight 

That very first Corvette weighed less than 2,900 pounds. Over the decades, Chevy’s sports car has steadily gained heft, tipping the scales at about 3,600 pounds in 2020. Electrified powertrains like the one in the E-Ray are heavier than gas-only engines, requiring revised calculations for everything from the frames to the axles to the wheels and tires.

Chevrolet says the coupe version of the E-Ray will weigh in at 3,980 pounds, and the convertible adds 76 pounds for a total of 4,056. That’s a heavyweight sports car, compared to McLaren’s plug-in hybrid Artura at 3,303 pounds. It’s still lighter (and exponentially less expensive) than the ultra-exclusive all-electric $2 million Rimac Nevera, which is 4,750 pounds.

[Related: Strapping into the 2020 Chevrolet Corvette Stingray to take turns at 1.3 Gs]

Starting at about $60,000, the reimagined mid-engine 2020 Stingray was a shockingly affordable American stunner. The E-Ray, however, starts at a whopping $104,295 and tops out at $120,000 or more with options. 

While it may not be as destined to be as affordable for the masses as the gas-only Stingray, it still handily beats the price of rivals such as McLaren’s Artura and the Ferrari 296 GTB. Plus, the E-Ray doesn’t require a plug like the McLaren and Ferrari; the E-Ray’s small 1.9-kilowatt battery pack regenerates energy when the car slows and brakes. Unlike an all-electric vehicle, the hybrid E-Ray leans heavily on the gas-powered engine and uses the battery to increase torque and conserve fuel. 

Stealth mode and more

The E-Ray will also have a lower and wider stance; it’s 3.6 inches wider overall than the Stingray and offers a bit more elbow room. Plus, the tech of the new electric motor will affect how this iconic vehicle sounds.

Believe it or not, the delightful roar of a V8 isn’t music to everyone’s ears. When in hybrid mode, the Corvette will retain its distinctive growl. However, those who prefer a less-flashy approach in the neighborhood will appreciate Stealth Mode, which is a quiet all-electric drive mode that operates up to 45 miles per hour (let’s hope that doesn’t surprise pedestrians). 

EVs are quiet by nature, but automakers like Ford have created ways to make gas-powered vehicles quieter as well. You might remember the debut of Ford’s “Good Neighbor Mode” on the 2018 Mustang, which muffled the muscle car’s voice by adapting the active exhaust function.

As the US continues to explore new ways to bolster the EV infrastructure in terms of charging stations and alternate energy, the E-Ray is timed perfectly. While this iteration doesn’t ever need to be charged because it’s a hybrid, we expect to see an all-electric version next. 

In the meantime, expect to see the 2024 Corvette E-Ray available for sale later this year.

The post Chevy’s first electrified Corvette, the E-Ray, is a heavyweight built to be quick appeared first on Popular Science.

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Colorado State University freshman Danika Fickler has drag racing in her blood—and her name. Her middle name, Carrera, is Spanish for “race,” and it was given to her by her drag-racing champion parents. Fickler’s father, Kyle, notched his most recent National Hot Rod Association (NHRA) win in 2019 at Heartland Motorsports Park in Topeka, Kansas and her mother, Debra, won her class at the same track from 2005 to 2007. In many ways, that track is their home. Kyle and Debra even honeymooned there, and now Danika Fickler is making a name for herself in the family business.

If you’re a drag racing fan, you’re familiar with a variety of vehicles on the strip in 75 classes from street roadsters, to souped-up sedans, coupes, trucks, and more. All of it is governed by the NHRA, which sets the rules for drag racing at facilities across North America. That includes Fickler’s home track, Heartland. 

Here’s a look at Fickler’s career so far as well as the Blazer’s history—and the tech that makes it go. 

400 horsepower (or more)

Piloting a 1986 Chevrolet S-10 Blazer, Fickler, who is 19 years old, spent part of her senior year of high school racing. Heartland Motorsports Park started a new High School Points class two years ago, and she signed up, eager to continue her trajectory as a racer. She and the Blazer found their way to an NHRA championship event in September of last year as she finished out her season and got ready to start college, so it’s been a great vehicle for her. But what really makes it special is that Fickler bought it from her godmother Beth Hyatt, a fixture in the drag racing scene herself.

Hyatt’s husband Tim, who died in 2015, had built out the Blazer with all the muscle it needed to be a hot rod. While the body, brakes, and fuel tank are original, just about everything else is built with aftermarket parts, including its powerful small-block 355-cubic-inch Chevy V8 racing engine.

[Related: This Florida teen is making a business out of rebuilding old-school auto tech]

The 1986 Chevy S-10 Blazer wasn’t born to be a track monster. It was originally built with a 2.8-liter overhead-valve V6 making 125 horsepower and 150 pound-feet of torque, which is a far cry from what Fickler’s drag racer gets with its 400-hp replacement engine. That horsepower figure is an educated guess, Fickler tells PopSci, because the engine has never been measured on a dynamometer. (A dynamometer, or “dyno” for short, measures torque, which allows for the calculation of horsepower with a standard formula: torque times revolutions per minute divided by 5,252.) 

It’s sturdy, too, and Fickler has learned to trust the vehicle and herself. 

“The only time [we almost] crashed the Blazer was when my dad and I first took it out to the track,” she says. “Other than that, I’ve felt the car break on me once and it had to sit for two months. It was scary to get back in the car because I didn’t want something to make the car break again. It’s a thing where you get in the car and pray, ‘Please shift, please shift.”

Even more important, Fickler learned how to take the laws on regular roads that exist for safety very seriously. When she was racing quarter midgets (a one-quarter-scale version of a midget race car, which is in itself a tiny car) and then junior dragsters as a kid, she practiced controlling the car in various situations to avoid potential mishaps. 

“You see so much bad stuff happening to other people [on the roads],” she said. “Speeding at ridiculous high speeds is dangerous, and there is ten times more danger doing that on regular roads.” 

The psychology of drag racing

Not everyone can be born into a racing family, and Danika encourages anyone with an interest to try it. She’s seen people show up at test and tune events (those are basically open call opportunities for anyone to try drag racing for fun) at Heartland and they get hooked. 

“It may seem complicated, at first,” she said. “If you’re not born into it, you might think it’s hard,  but the drag racing community is so helpful. If you indicate you need assistance, someone will help you.” 

For Fickler’s races, the vehicles line up at the staging area each with a “dialed” time that predicts the amount of time it will take for that car to complete a straight-line quarter mile. The cars don’t have to have the same dialed time; if one car is predicted to be slower, it starts first and the other jumps off the line after the difference has elapsed. 

“You’re either chasing or being chased,” Fickler told the Wall Street Journal last year. “If you go quicker than your dialed time, you are disqualified. So you want to beat the other person by the smallest margin possible. In order to do that, you are working both the gas and the brakes.”

After 10 years of motorsports, Fickler isn’t planning to stop any time soon. Now that she has her diploma and finished out the season that she started during her senior year of high school, she can no longer compete in the High School class. She is planning to get her Super Gas license, which means she’ll be able to race what the NHRA describes as “primarily full-bodied cars and street roadsters,” using electronic timers and throttle stops to “run as close to the class standard without going under.”

That means her 55,000-mile Blazer will be retired soon, but it’s staying in the family. Currently, the market for mid-80s Blazers is hot, but it’s special to the Fickler clan—so it’s not going anywhere. Meanwhile, Fickler is pursuing a degree in psychology, which might sound like an odd choice for a racing enthusiast until she notes that both of her parents were lawyers and drag racers at the same time. The college student is planning to come home to Topeka to race at Heartland to hone her skills and stay competitive while exploring new tracks across the country. 

“I was racing the three same guys over and over again,” Danika said. “The class will be much bigger for me, with more rounds. One of the biggest things I learned is that you don’t plan to win a race, you plan to win a round.”

In September, Fickler won an NHRA championship event and finished second in points for the season. 

The post Meet the college freshman who races a souped-up Chevy Blazer and studies psych appeared first on Popular Science.

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The annual Consumer Electronics Show may be known as a venue for tech companies to show off gadgets like folding screens, smart watches, televisions, and even random gizmos like a “Smart Hose Timer.” But CES is also a place for automakers to reveal how they’re embracing technology, too. A few rose to the top with high-profile launches that caught our eye. These are the three unveilings we thought were the most fascinating.

Ram Revolution electric truck concept

The biggest automotive moment from the show may well have been the splashy reveal of the much-anticipated Ram Revolution, an all-electric pickup truck. Ford is already selling its Lightning EV and Chevrolet’s Silverado EV will go on sale this spring, so while it may seem that Ram is catching up, it appears that it may be right on time in the grand scheme of things.  

President and chief analyst at AutoPacific Ed Kim says the importance of the Ram Revolution, the truckmaker’s first EV, can’t be overstated for the North American market. Kim was on the show floor at CES and saw the launch in person. 

“In the EV world, there is so much discussion about EV pickups,” Kim says. “We have already seen Ford and GM’s EV trucks, and we’ve been waiting to see what Ram would come up with. Yes, the Revolution is a concept, but the brand did have a real production frame on the show floor. It’s more than a flight of fancy.” 

Ram’s gas-powered 1500 pickup received a major overhaul a few years back, with the brand inserting its excellent UConnect infotainment system into the new model with a large optional screen. The electric Revolution concept took that a step further with not just one but two 14.2-inch displays, and the lower screen can be removed to use as a separate tablet when the truck is parked. 

The body style also showcased the possibilities of what can be done with EVs when designers don’t have to work around massive engines that take up a lot of space. “Here’s a truck you can use to carry an 18-foot pole or log with a pass-through from the nose to the tailgate,” Kim said. “What’s interesting about that feature is that it really does demonstrate just how much an EV car or truck can change the basic architecture of a vehicle. In an ICE vehicle, you can’t run something through the truck. Electric motors are miniscule compared to an engine, and you can do a lot with that.”

The Revolution features three rows, with highly configurable second- and third-row seats. Its extra-long cab allows a limo-like experience when the second row is pushed back or when more passengers need to ride along, all three rows can be pressed into service. Fully independent rear suspension is a step above where it is now. It should drive more like a big, nice SUV than a pickup truck after it goes on sale in 2024.

BMW i Vision Dee

Ram wasn’t the only automaker making waves at the show. BMW showed off a flashy concept car called i Vision Dee (that last word stands for “Digital Emotional Experience”) featuring a color-changing exterior. Working with company E Ink, BMW had the i Vision Dee covered in 240 different panel segments that can alter the appearance of the car into 32 available hues, controlled by a smartphone. 

“With the BMW i Vision Dee, we are showcasing what is possible when hardware and software merge,” BMW Group chairman Oliver Zipse said.

Last year at this time, BMW unveiled a similar concept exterior with comparatively limited capabilities. The concept from last year could only change from white to black to gray, laminating the body of the car with an electrophoretic film (which separates charged molecules) containing “microcapsules the diameter of a human hair,” BMW said. As the company explained it, each capsule contains differently charged particles which become visible when an electric field is applied. 

Beyond the wild exterior, the BMW i Vision Dee showcased a virtual dashboard that displayed on the windshield instead of the usual spot and integrated that with virtual reality. It also debuted a new voice assistant, Dee, that operates more like an artificial reality bot than a simple voice  command prompt. 

While it’s unlikely the i Vision Dee will become a production car, BMW still hopes to draw attention to one of its new EVs and to its vision for future technology.

Volkswagen debuts the ID.7

Fans of the Passat were crushed that Volkswagen discontinued the gas-powered sedan, and the ID.7 is the German brand’s peace offering in the form of an EV. It also serves as hopefully a better follow-up to the electric ID.4, which has been plagued with software challenges that have prevented the brand from dominating the EV segment in ways it hoped. The ID.7 is six inches longer than the now-defunct Passat, with a higher roofline that shows echoes of Mercedes-Benz’s EV lineup. 

Interestingly, the new ID.7 is a sedan like the Passat, which bucks the crossover/SUV trend automakers have followed in recent years. 

“The last 10-15 years has seen the sedan market decline dramatically and people want more crossovers,” Kim said. “You can see the details and proportions of the ID.7, and it looks like a traditional sedan. I do think it is important to point out that even though consumers have been less interested in sedans than SUVs, in the EV universe we have seen one particular product that bucked that trend—and that’s the Model 3.”

Kim believes sedans may make a bit of a resurgence in the EV segment because of the success of the Model 3 and also because sedans are more aerodynamic. With a lower profile, sedans typically achieve better range; since range anxiety remains a main concern of EV shoppers and rejectors, a sedan can add more appeal. 

Masked in “smart camouflage” to obscure the design details for now, the ID.7 model at CES was covered in “at least” 40 layers of paint to create 22 disparate electrified illuminated zones. We probably won’t see that paint scheme in production, however.

Hungry for more news out of CES? PopSci’s gear team has created three different roundups of the coolest stuff they noticed last week.

And watch the reveal of the Ram Revolution Concept, below.

The post The 3 most exciting automotive reveals from CES 2023 appeared first on Popular Science.

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Imagining a 9,000-pound GMC Hummer EV racing a 3,600-pound Corvette Z06 sports car evokes an image of an elephant lined up next to a cheetah. Considering that the Hummer EV’s Ultium battery pack alone weighs nearly as much as the Corvette, the question of which will win seems obvious. 

Not so fast, though: YouTuber Austin Everett of Speed Phenom recently pitted his own Z06 against the massive all-electric truck, and the results were much closer than you might think. 

Here’s what a race like this can teach us about the difference between being fast and being quick—and what aspects of a vehicle contribute to those qualities.

Quick vs fast

For a traditional drag race, two vehicles generally start side by side on a flat, straight quarter-mile strip. A device called a “Christmas tree” sits between them, initiating a light sequence that usually switches from amber to green for go. During a race, a red light indicates an infraction of some kind at the start. For an amateur head-to-head drag race (don’t try this at home, kids), someone can signal the cars manually. 

While horsepower makes a car fast in terms of its top speed, getting the jump at the starting line is about quickness, and torque plays a starring role. The 2023 Corvette Z06 boasts 670 horsepower and 460 pound-feet of torque, for which Chevrolet claims a 0-to-60 mph time of 2.6 seconds. Equipped with the Z07 Performance Pack (like Everett’s vehicle), the car can achieve that acceleration in 2.8 seconds. 

In contrast, the Hummer EV has an astounding 1,000 horsepower and brags of 11,500 pound-feet of torque. To be clear, the latter number is the sum of four motors, one at each wheel, each generating between 380 and 400 lb-ft of what enthusiasts call “grunt.” As is, the powerful EV truck can reach 60 mph in about four seconds. But in a setting called “Watts to Freedom” mode, the Hummer EV can shave a second from that time.

Surprising (and unsurprising) results 

Electric cars like the Hummer EV turn stored energy into speed nearly instantaneously, versus gas-powered cars like the Z06, which employ a mechanical process to convert fuel to energy. Still, on this particular chilly day for the competition in question, the Z06 raced to 60 mph in 3.4 seconds and the Hummer EV reached that speed in 3.8 seconds. 

Driving the Hummer in WTF mode (remember, that technically stands for “Watts to Freedom”) provides an unexpected thrill if you haven’t experienced it before. WTF mode enables peak torque for a few seconds, much like launch mode in gas-powered cars. When I tried it, my face broke into a wide, uncontrolled grin that erupted into a laugh. The sensation of being propelled into the space ahead with that kind of force in such a big car feels like being strapped to a bullet train. 

During Speed Phenom’s test, the big Hummer EV rocketed off the line, as expected. Everett said it was faster than Chevrolet’s vaunted sports car up to about 40 mph. By the time each vehicle reached 60 mph, however, the internal-combustion-powered Z06 made up the time and then some. In the end, the Corvette handily won the competition, but it wasn’t the pounding many might expect between the sleek car and the hulking EV. 

Ultimately, while torque is impressive up front for the GMC, the Chevy won with sustained torque and horsepower that carried it to the finish line. Contributing to the Hummer EV’s relative lag is its bulky weight and off-road-ready 35-inch tires, which are fantastic for tackling dirt and rock but less so for speed. 

EVs are getting even quicker

For the uninitiated, a reminder: EVs can be really quick, and that’s thanks to several factors. As Car and Driver explains it, EVs quickly deliver maximum torque due in part to the front and rear motors providing additional traction to all four tires. As a result, EVs can “channel more of their power to the pavement than if they had two-wheel drive and to launch from rest aggressively with minimum or no wheelspin.” EVs also ride on specially-designed wheels and tires crafted to carry the extra weight of electric components. 

As an extreme example, a few months ago, I took a spin in a 1,914-horsepower Rimac Nevera, which cranks out 1,741 lb-ft of torque for its $2 million-plus price tag. “Do you mind if I drive fast?” the Rimac engineer asked me, before flattening the back of my head to the passenger seat with an explosion of power. Further, Rimac’s engineers claim a 0-60 mph time of less than one second is possible. 

For those without that kind of balance in their bank account, even Kia’s new EV6 GT claims an impressive 576 hp and 546 pound-feet of torque for about $50,000. With that level of power, Kia says its humble four-door crossover matches up to a Porsche Taycan, Ferrari Roma, and Lamborghini Huracan Evo Spyder RWD for acceleration. 

In the real world, most people don’t need massive torque or horsepower to enjoy the ride. On the other hand, it does feel good to dust that obnoxious tailgater every now and again. 

Watch the competition, below:

The post Which vehicle would win—an electric Hummer or a Corvette? appeared first on Popular Science.

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The electric vehicle spotlight is typically trained on range and charging speed, along with battery makeup and sustainable materials. However, EV news rarely gives enough credit to one unsung-but-critical factor: tires. EVs are heavier than their gas-powered cousins, and as a result, the electric motors generate more on-demand torque, which puts additional pressure on the vehicles’ rubber shoes. Tires made for EVs use special tread compounds and patterns and are engineered to take on the heavier components, as well as more torque strain.

Reducing tire drag

Companies like Pirelli, Goodyear, and Continental have actively ramped up research and development of tires designed specifically for EVs. Rolling resistance is an important aspect of tire construction for EVs, as it directly affects both range and ride quality. Continental Tires defines rolling resistance as “the amount of energy a tire uses over a defined distance.”

Reducing rolling distance requires a shallower tread depth and narrower footprint, along with harder tread compound and stiffer sidewalls. By decreasing tire “squirm,” or excess movement, EV-specific tires are designed to improve efficiency – or more aptly, to avoid losing energy.

“Rolling resistance coefficient is always the issue when designing for EVs,” Pirelli Chief Technology Officer Ian Coke told PopSci. “You have to understand the compromise between lowering the rolling resistance to match range and maximize performance. It’s a big challenge.”

Building from scratch

Two years ago, a two-woman team driving a pre-production Rivian R1T pickup truck competed in the Rebelle Rally, a grueling 1,500-mile off-road competition. The R1T had been in production for several years at that point, but testing it out in a tough desert environment at the rally laid bare its strengths and weaknesses. Emme Hall, the R1T driver, found one of those strengths to be the custom-designed Pirelli Scorpion all-terrain tires.

“The Scorpions are usually set to 48 [pounds per square inch] for street use, but I kept it around 35 psi most of the time, airing down to 20 psi when I hit the soft sand of Big Dune, Dumont Dunes and Glamis,” Hall wrote for CNET. “These Scorpions took everything I could throw at them without a hiccup.”

The key to a safer, more efficient, and quieter ride, Pirelli’s Coke says, is to create the tires for a new EV from the ground up. EV drivers tend to wear out their tires an average of 20 percent faster than those operating a traditional gas-powered vehicle, so using the same tires non-EVs do could cause a fair amount of hassle, as they must be more frequently exchanged. 

“It’s very important to us that the tires we provide are tailored to the vehicle itself,” Coke said. “[A manufacturer] program starts at least three years before it’s launched. We’re designing the tires as the vehicle is being designed.”

[Related: As electric vehicles get bigger and faster, they also get more dangerous]

And those tires are built with a prescribed air pressure in mind for that particular vehicle. Altering that formula could cause skids, slides, and worse. Coke told Forbes that “while increasing air pressure in a tire does lower rolling resistance…it also reduces the tire’s ability to grip at the same time, which can be a dangerous trade in adverse conditions, when hard braking or when cornering loads push traction to the limit.”

What’s next? 

Rivian isn’t the only EV maker with bespoke tires; some Tesla models and the new Volkswagen ID.3 wear original equipment tires formulated by Continental. There are countless other examples in the works or already on the market also. 

For example, GMC’s Hummer EV rides on specially engineered 35-inch Goodyear Wrangler Territory tires made for both on- and off-road performance. While we know that GMC will introduce the Sierra EV pickup in 2023, we don’t know what kind of tires it will have. The brand has indicated that the new Sierra EV will include the same CrabWalk feature as the Hummer EV, a GMC-exclusive feature that syncs the turn and angle of the rear and front wheels, allowing diagonal movement of the vehicle at low speeds. That combination of movement and weight will certainly require rubber shoes that can handle the stress as well as those on the Hummer EV or Rivian R1T.

In the meantime, companies like Goodyear and Michelin are working toward the next EV frontier: airless tires. These types of tires use a unique system of spokes to support the outer ring instead of air, effectively eliminating flat tires Whether these can support EV heavyweights is still in question, but the sustainability factor is attractive, as airless tires require fewer replacements.

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A curious phenomenon took hold in the criminal world over the past years, and it has left Toyota Prius hybrids all over the country with a missing underside piece. Thieves have been sliding under the cars with cordless reciprocating saws to slice off the catalytic converter, a key part of the vehicle’s emissions management system.

Prius models from 2004-2009 have become big targets. Green Car Reports says the theft rate for Prius models from those years were more than 40 times higher in 2020 than it was four years earlier, based on information from the Highway Loss Data Institute. But there is a reason that criminals are absconding with this particular component. The Insurance Institute for Highway Safety (IIHS) stated in a 2021 release that reduced mining production in recent years have caused prices for rare metals (like those used in catalytic converters) to skyrocket.

What is a catalytic converter and why steal it? 

If your catalytic converter (or cat, for short) is missing, you’ll know pretty quickly. Once you start up the car, it will sound and smell different than usual, as the exhaust gasses will be pushed out straight into the air with no filter. Don’t mistake a cat for a muffler, though. Mufflers and cats are both exhaust system components, but mufflers reduce the pressure of exhaust gasses and catalytic converters convert fumes into less-harmful gasses. 

Inside a catalytic converter, metals like platinum, rhodium, palladium, and a ceramic honeycomb structure work together to break down carbon monoxide and nitrogen oxide contained in emissions directly from the engine. Then it traps the harmful molecules and releases outputs like hydrogen, water, and carbon dioxide. 

Theft rings know they can slice-and-grab a cat in a few minutes and sell the part for $1,000 or more. Just last month, federal, state, and local law enforcement partners busted a ring of thieves, dealers, and processors who profited by tens of millions of dollars on stolen catalytic converters. 

Advantages of the new Prius

The new Prius will come with a bigger engine and better, faster-charging batteries. The engine in the 2023 Prius has been upgraded from a 1.8-liter to a 2.0-liter version, and it’s paired to a new lithium-ion battery pack that replaces last year’s nickel-metal hydride (NiMH) version. Lithium-ion batteries are known to charge faster, perform better across various temperature changes, and hold their charges longer than NiMH batteries. Toyota says that this 2023 Prius battery in particular is 14 percent more powerful compared to their previous NiMH battery. Plus, the car’s body style has been improved drastically, featuring a lower roofline, a wider stance, and larger wheels. The 2023 model got a full refresh inside and out. It offers a 60 percent increase in horsepower, 16 percent increase in torque, and a frame that is reinforced for rigidity, which improves the ride quality.  

Should we be concerned about cat theft in the newest generation of the Prius? The brand didn’t say no, but Toyota Prius Chief Engineer Satoki Oya told PopSci that a reduced quantity of rare metals in the newest generation catalytic converter might make it less appealing to thieves. Although looks-wise, it wouldn’t appear too different.

Automotive journalist Amelia Dalgaard reported that the Prius “is particularly attractive to thieves because the cleaner the exhaust, the cleaner the converter, and the more valuable the metals.” It may be tricky to completely cut down on all cat thefts, so automakers will have to continue finding new ways to utilize fewer rare metals. In the meantime, etch your VIN on your catalytic converter to give it a fighting chance for tracking, or consider putting a sensitive alarm on it. 

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Now in its fifth generation, the Ram 1500 pickup truck was originally born as the Dodge Ram in 1981. It made the moniker switch in 2010, and soldiered on as your average full-size pickup truck until it was treated to a full makeover for model year 2019, earning accolades the brand hadn’t seen before. In sales numbers, the Big Three truck manufacturers compete for customer dominance, with the Ford F-150 handily leading the market and the Chevrolet Silverado and Ram 1500 trailing behind in a relatively distant second and third.

In that order, the automakers have released their versions of all-electric pickup trucks. Ford launched its F-150 Lightning EV last year, and Chevy plans to start selling its Silverado next year for model year 2023. Meanwhile, Ram is hyping its version of a full-size electric truck, aiming to unveil the Ram Revolution Concept on January 5 at the Consumer Electronics Show in Las Vegas, where Stellantis CEO Carlos Tavares will take the stage for the keynote.

What we know so far

One of the first questions that pickup truck tire-kickers ask is how much the vehicle can tow and haul. Ram hasn’t answered that query definitively yet, but CEO Mike Koval enthusiastically set the bar high, saying the Revolution would “push past” its competitors’ “core attributes,” like hauling and towing. Considering the F-150 Lightning claims 10,000 pounds of towing capacity and the Silverado EV has advertised matching numbers, it’s almost a certainty that Ram is shooting to beat that. 

As for other automakers, Tesla says its Cybertruck will tow up to 14,000 pounds, but after three years with not a single Cybertruck on the road, it’s difficult to muster the energy to buy in.

Rivian is the current outlier with its R1T offering an estimated 11,000 pounds of towing capacity. On the surface, the R1T seems to be significantly more expensive than the Lightning or Silverado EV, with a starting price of $67,500. Ford put together a similar strategy for its F-150 Lightning, starting at just under $54,000 and soaring to nearly $83,000 with the extended range battery that improves both towing and distance between full charging. And, while the Silverado EV costs $42,000 for its Work Truck variant, that’s a stripped-down model that won’t appeal to many; the cost is estimated to jump up to $75,000 for the well-equipped LTZ trim. 

As for range, Ram says the Revolution will achieve 500 miles on a full charge, which is more than the Lightning (230-320 estimated miles), the Silverado EV (up to 400 miles) and the Rivian R1T (314 miles). Tesla claims the Cybertruck will get 500 miles of range, but imaginary trucks can’t travel far. 

Where it could set itself apart

A new teaser video of a clay model appears to show a two-door single-cab truck, which is different from the Lightning, Silverado EV, Hummer EV pickup, Cybertruck, and R1T, all of which are four-door vehicles. However, spy photographers captured pictures of the Revolution mocked up with a crew cab and long bed, which suggests that perhaps the Ram 1500 BEV (battery electric vehicle) will be available in a variety of body styles like the gas-powered version. 

Stellantis reporting specialists Mopar Insiders snapped the spy photos, and the reporter developed some assumptions based on what the pictures show. Referencing Stellantis’ EV Day 2021 event, Mopar Insiders recalled a claim that vehicles built on the new EV-ready frame architecture will include individual electric drive modules (EMDs) capable of 330 kilowatts (443 horsepower) each and that each frame can accommodate up to three of those modules. Considering the Lightning uses two EDMs and the GMC Hummer EV uses three as well, Insiders believes a Ram Revolution with three motors can generate up to 990 kilowatts, or more than 1,320 horsepower. (That’s a lot.) 

On top of that, Koval said the Revolution will be enhanced by a gasoline or diesel-fueled range extender. You can think of a gas-powered range extender as the exact opposite of a hybrid, which harnesses the power of an electric motor to boost the initial torque. Ram has experience with hybrids, as it launched its eTorque mild hybrid system in 2019 on the Ram 1500. Ram’s eTorque replaces the traditional alternator and adds more functionality for a quieter ride, improved fuel economy, and better towing and hauling capability.  

The Consumer Electronics Show, or CES, has become a popular platform for technology and vehicle reveals; in fact, GM CEO Mary Barra unveiled the Chevrolet Silverado EV at the 2021 event. While Ram is trailing the Silverado by a year, that may not be a detractor for the Stellantis brand considering all-electric trucks are still such a new entity. Truck buyers are still skeptical of towing numbers and range when it comes to EVs, and the uptake is going to take more time. By the time the Revolution arrives in dealerships in 2024, the market (and the beleaguered supply chain, which has struggled to manufacture the necessary chips that run the electronics systems) will hopefully be ready.

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Scrappy Italian brand Fiat has risen from the proverbial ashes once again. Launched way back in 1899, Fiat established itself in the US in 1908 and has weathered storms through the two world wars, twice departing the American market to regroup. Now a subsidiary of auto conglomerate Stellantis, which also owns brands such as Jeep, Dodge, Chrysler, Ram, Maserati, and Alfa Romeo, Fiat is finding its footing with an expansion of its small-car lineup. Only this time, it’s as an EV manufacturer. 

Seeing an opening with the departure of the Ford Fiesta from the market this year, Fiat showcased a trio of super-chic 500e models mocked up with designer-brand interiors at the LA Auto Show on November 18. The ultra-compact, Euro-stylish Fiat 500 has always been adorable and represents la dolce vita (“the sweet life” in Italian) that Americans find charming. In EV form as the 500e, its appeal expands exponentially. 

Lavishly festooned with design elements from luxury brands Giorgio Armani, Kartell, and Bulgari, the 500e models on display were intentionally set up to lay out the brand’s direction and pricing structure. Fiat boss Oliver François told Autocar UK that making small electric cars affordable is a challenge, but he’s tapping into all the resources of its parent company to leverage experience and manufacturing synergies. 

“The only super-profitable, easy way to go electric is to make it super-premium, because you embed the horribly high cost of batteries into something that is anyway expensive,” François said. 

Fiat called the 500e “irresistibly cool, small and Italian” and a “fashion accessory” in its November 17 press release, indicating the automaker’s branding strategy. Combining the electrification trend with fashion is a bet the brand can win, especially in Europe where small cars are more common. However, in the US, where consumers have been in the middle of a love affair with large SUVs and trucks, these vehicles represent a welcome step in the other direction—if people can be convinced to buy them. 

At some point, we may get an Abarth version of the 500e, too. Following the tracks of its (sadly) now-defunct 124 Abarth, the new 500e Abarth will be a performance-focused option available later on, with no confirmed date currently in place. The result of a glorious partnership with Mazda, the Fiat 124 Spider Abarth was based on the popular MX-5 Miata and shared many of its attributes. However, the 124 Spider Abarth possesses a spunky attitude that reveals itself on the autocross as the back half slips around with a delightful wiggle not unlike the wagging tail of an exuberant dog. The 500e may not have the same swagger and is narrower and taller than its 124 counterpart, but the 500 model has always been equally eager to please in all kinds of driving conditions. Except, perhaps in the snow (unless it’s hard-packed).

In Europe, the 500e is available with a 23.8 kilowatt-hour battery pack good for 100 miles of range or a 42 kWh battery pack capable of 199 miles on a full charge. On the surface, that sounds shockingly inadequate, until you consider that this car is made for the urban environment where owners will be driving it short distances from charger to charger. It’s the right car for the city for short commutes and tight parking, but it may not be the best choice for a road trip. 

According to Consumer Guide’s Tom Appel, gas- and electric-powered versions of the 500 were available in the US between 2012 and 2019, with the caveat that the 500e was offered only in California and Oregon. Appel expects the new Fiat model to be offered more broadly for the 2025 model. The North American 500e will launch officially at the 2023 Los Angeles Auto Show with availability expected in the first quarter of 2024.

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At the start of the pandemic nearly three years ago, the number of outdoor activities increased rapidly. Off-roading and overlanding (adventure traveling in a vehicle combined with camping) pursuits have been front and center ever since, and bicycle riding is on an upswing. The Rails-to-Trails Conservancy, a US-based nonprofit that promotes the transformation of unused rail corridors into trails for hiking and biking, says its trail counters showed an average increase in trail use of 51 percent for 2021 compared to 2019. This number continues to expand.

Bike riding isn’t just for outdoor fun, however. Cars and city streets are making room for more cyclists, and e-bikes could help reduce emissions and smog while offering benefits for riders. E-bikes are a less-sweaty way to get around compared to manual cycling since they have an electric motor that can give the  bike a boost. That brutal hill on the way to work? Easy to get up with motorized wheels.

More e-bikes, fewer cars in city centers

Robin Stallings, the executive director of Texas-focused bicycle advocacy and education organization BikeTexas, told PopSci that e-bikes could replace cars in many urban settings.

“We need to at least get some people out of their trucks to make room for the rest of us,” Stallings told NPR. Continuing the conversation with Houston Public Media, he said: “You take up less footprint, less space, you have fewer parking issues [with bikes]. And you save a ton of money on gasoline and car payments and insurance.”

To be clear, e-bikes aren’t motorcycles; the two modes of transport have different rules. Vehicles must fit into one of three classes to qualify as an e-bike: class 1 covers bikes that use pedal assist up to 20 mph; class 2 covers bikes that also include a throttle along with pedals and can travel at speeds of up to 20 mph; and class 3 is an expansion of class 1 with e-bikes that can reach speeds of up to 28 mph. 

Protecting cyclists on the road

According to the Center for Disease Control and Prevention, bicycle trips make up only 1 percent of all trips in the United States, but bicyclists account for more than 2 percent of fatalities involving a motor vehicle. Every year, nearly 1,000 cyclists are killed and more than 130,000 are injured on US roads. The cost impact from health care expense plus lost lives and work productivity is estimated to be around $23 billion.  

Nonprofit bike advocacy organization League of American Bicyclists’ executive director Bill Nesper says US roads weren’t always built to prioritize cars the way they are today. In fact, the first vehicles to use paved roads were carriages and bicycles. Members in the organization have witnessed the evolution since it was founded in 1880, several years before cars became commonplace. It wasn’t until after World War II that our streets became so car-centric, Nesper says. Community groups like Strong Towns call city infrastructure roads “stroads” (street plus road) and are trying to bring more attention to the unsafe conditions it presents for pedestrians and bikes.

“It’s absolutely true that people moving and getting around by foot and by bike is an afterthought, you know, if thought about at all,” Nesper told NPR.

Organizations like BikeTexas and the League of American Bicyclists have successfully lobbied lawmakers to add bike-only lanes to city streets, especially as the number of cyclists increases.

E-bike battery safety critical

Claudia Wasko, Vice President of Bosch eBike Systems Americas, stresses the importance of e-bike battery safety. To this end, she notes that Bosch voluntarily adheres to testing by safety certification company Intertek to the Underwriter Laboratories (UL) 2849 Safety Standard. Intertek gives E-bike companies the UL 2849 certification after carefully examining the electrical drive train, battery, and charger systems.

Bosch’s Kurt Hoy says the manufacturer voluntarily creates components with extra layers of safety beyond the legal requirements and certifications. Bosch competes with the likes of Brose, Shimano, and Yamaha for e-bike market share, and Hoy says it’s critical to look for a product with stringent standards, because there are plenty of companies pairing a substandard motor with a bike and selling it for pennies on the dollar online. Honestly, high-quality e-bikes aren’t cheap; I tested a Tern with a Bosch motor that provided 400 percent assist that retails for about $5,000.

That said, part of what customers are paying for is the safety factor, and cheap e-bikes with poorly maintained or damaged lithium-ion batteries have a much greater potential to catch fire.

Legislation under consideration for e-bikes and batteries

Delivery cyclists swapping batteries between subpar bikes are unknowingly contributing to the risk, and organizations in big cities like New York are considering bans on sales of second-hand electric vehicle batteries along with batteries that haven’t been approved by a nationally recognized testing lab like UL. 

“As e-bikes and e-scooters become more popular, unregulated knockoff parts including batteries and chargers are flooding the market, sometimes with disastrous consequences,” Molly Hurford wrote on Bicycling.com. 

Companies using multiple safety protocols are highly unlikely to have batteries or chargers that catch fire because each component in the devices is isolated from the others. Bosch, for instance, encases individual lithium-ion cells in its batteries in flame-retardant plastic and tightly seals the compartment to protect it from water.

Charging is a critical point for e-bikes, and Wasko says her company’s battery management system can detect high temperatures and immediately shut down the battery. That protocol protects owners from “deep discharging” and overcharging their e-bikes, which can cause excessive heat that leads to a fire. Responsible brands should comply with laws and certify their systems to voluntary and/or mandatory standards and norms, she says.

With all that added in, e-bikes may be a considerable investment. But for those living in crowded urban areas with limited parking, it could still be a smart one. For one, an e-bike costs a fraction of the price of a car and doesn’t require costly trips to the gas station or electric charging station. The key is to purchase and use bikes that are tested at a qualified testing laboratory, and it should serve for years to come. 

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Lamborghini has pulled the cover off the newest iteration of its Huracán supercar and—as you might expect—it’s blisteringly fast and roars with the power of the Raging Bull. The new Huracán Sterrato, however, is in a whole new category: It’s built for off-roading. 

Wait, what? Taking a quarter-million-dollar supercar off-road and getting it all scuffed up seems as wise as wearing a pricey pair of Italian leather shoes for a hiking trip. But wrap your head around it, because it will be revealed on November 30 in Miami, Florida. This new model is named appropriately, too: Sterrato is “dirt road” in Italian. 

A supercar made to get dirty

Back in 2019, Lamborghini started teasing out information about the Huracán Sterrato with a concept car powered by the same 640-hp 5.2-liter hand-built engine from the current Huracán Evo trim. Most versions of the Huracán, including the newest Tecnica model (which sits just below the Evo on the model’s price scale), are crafted to grip asphalt and showcase its prowess on twisty roads with a low center of gravity. But the Sterrato will be more than a little extra.

While the Sterrato seems like a giant leap away from Lamborghini’s sweet spot of producing performance machines made to tear up asphalt, the company does have some legacy in the off-roading realm. After all, the brand’s Urus SUV does include a specific drive mode called Terra, made for driving in the dirt. Astonishingly, test driver Bob Wallace modified a Lamborghini Jarama and an Urraco and competed in desert rallies in 1973 and 1974.

Lamborghini released three videos today (watch them here) showing the Huracán Sterrato in action on the dirt, and it’s clear the supercar isn’t destined for slow, plodding rock crawling (although that would be a fantastic concept idea) but fast Baja desert driving, kicking up sand and dust.

Specs still under wraps

While the brand hasn’t confirmed any specs yet (stay tuned), we do know that the initial concept was displayed with 1.85 inches more ground clearance than the Evo. Considering that an Evo has only about five inches of ground clearance, that puts a Sterrato between 6.5 inches and 7 inches off the ground, which gives it nearly the same height as a Hyundai Santa Fe crossover. Increasing the distance between the dirt and the chassis improved the Sterrato’s approach angle by 1 percent and the departure angle by an impressive 6.5 percent, which means it can tackle tougher, uneven terrain with fewer instances of scraping the bumper.

With this new vehicle, Lamborghini seems to have its affluent finger on the pulse of the latest automotive trends, as off-roading and overlanding (camping while off-roading) have become uber-popular in the last few years with us commoners. The surprising part with the Sterrato is that the brand modified one of its coupes instead of adding more capability to the Urus SUV. 

[Related: Behind the wheel of the thunderous Lamborghini Aventador]

Lamborghini isn’t the only luxury brand that has created a vehicle for the adventurous wealthy set. If Rolls-Royce can take its Cullinan SUV off road and win the inimitable 8-day Rebelle Rally and a driver in a Porsche 1956 can win the grueling Dakar rally overseas, it doesn’t seem out of the realm for Lamborghini to be next. Porsche, in fact, is upping the ante with a new 911 Dakar version, which will be equipped with all-wheel drive, robust all-terrain tires, and higher ground clearance than its standard 911; it’s scheduled for a reveal this week at the LA Auto Show.

With the Sterrato, Lamborghini claims the title of “first all-terrain super sports car with V10 engine and all-wheel drive” and while all of its models are available with AWD, none of its other sports cars are equipped for going off-road. It seems the Sterrato will hold onto that crown for the foreseeable future.

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Renault was founded in 1898, a long time before computers and the internet. Perhaps that’s what makes it feel a little surprising to find that its current goals are of the high-tech, modern kind. For instance, the Renault Group is working toward being carbon neutral in Europe by 2040, two years after the Stellantis supergroup’s 2038 target. And Renault just minted an expanded partnership with Google for in-vehicle software.

Electronics and over-the-air software updates have exploded in the automotive industry over the last several years. Renault says the partnership is focused on what they call the “Software Defined Vehicle,” which brings more opportunities to update its cars, melding further the relationship between tech and autos. SDV may sound like a new acronym, but it’s a term on the rise as more automakers embrace electrification and find ways to improve efficiency. Companies like Rivian have already been pushing out over-the-air software updates, elevating its status as a tech company with upgrades such as Soft Sand Mode, which appeared like magic on customers’ touchscreens earlier this year. 

The Renault Group is made up of four brands: Renault, Dacia, Alpine and Mobilize. It formed an alliance with Nissan and Mitsubishi Motors in 2016 and has boosted its performance credibility with Formula 1 cars under the Alpine name. The next frontier is the collaboration with Google. “The complexity of the electronic architecture of cars is increasing exponentially, driven by the sophistication of the functionalities and services expected by customers,” said Renault Group CEO Luca de Meo in a press release. “Equipped with a shared IT platform, continuous over-the-air updates, and streamlined access to car data, the SDV [software defined vehicle] approach developed in partnership with Google will transform our vehicles to help serve future customers’ needs.”

Renault says it will “eventually transform its entire operational model to the cloud for more agility, better performance, and higher profitability.” In other words, working with Google means Renault can gather more data about its customers’ driving habits and increase residual value and retention, two of the most important value metrics for automakers. By creating what it calls a digital twin—a digital representation of the physical machine—in the cloud, Google and Renault can use AI to quickly make changes and improvements. The benefit of this type of tech is that changes can be tested and monitored digitally before rolling out the updates to the physical realm, minimizing the chance of error.  

The alignment between the Mountain View, California tech firm and the Boulogne-Billancourt, France-based manufacturer started in 2018. With this announcement, Google becomes Renault Group’s preferred cloud supplier, playing a big role in the automotive conglomerate’s “Move to Cloud” digital transformation.

Renault Group and Google aim to improve the driver experience by predicting maintenance intervals and detecting mechanical issues. SDVs, or software defined vehicles, can also adapt to individual driving patterns and route to EV charging stations and other frequent destinations. 

Renault isn’t alone in this kind of initiative. Tesla has embraced a software-focused strategy for several years and Hyundai is jumping in, vowing that every one of its models will be an SDV by 2025. Renault says its tech focus can also affect insurance models based on actual usage and driving behaviors, which may or may not be a positive thing depending on your driving habits.

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Sarah “Bogi” Lateiner’s latest vehicle creation, called “Iron Maven,” made its debut at an automotive trade show last week in all its purple-hued glory. Starting with a 1961 Volvo PV544, Lateiner’s team retrofitted the build with the powertrain from a 2021 Volvo S60 T8 Recharge Polestar Engineered sedan, along with various parts and components from the newer car. 

The result is a vehicle that looks like a 1961 Volvo, but under the vintage hood is a modern Volvo S60. Now completed, the Maven is a feat of mechanical prowess by Lateiner and her leadership. 

“We took the S60 and we cut everything off of the outside of it, keeping the floor, subframes, suspension, and engine,” she said. “Then we welded them together; it’s cut and paste. The big challenge was fitting as much of the electronics and the gadgets and the bells and whistles of the S60 hybrid into the PV544.”

Lateiner stars in MotorTrend’s show “All Girl Garage,” and launched her own laboratory, the Phoenix-based Girl Gang Garage, for special projects like the Maven. Behind the scenes is the real story: About 150 women put their hands on this project at Lateiner’s hometown facility.

Many authors 

At the Specialty Equipment Market Association (SEMA) show in Las Vegas, the air was electric as at least 50 of those women gathered around the custom vehicle filled with pride. It’s challenging enough to fuse the body of a 60-year-old car onto a new vehicle, let alone build it in bits and pieces. Girl Gang Garage welcomed women of all abilities to wrench on the car, and some of them had never worked on any kind of vehicle in the past.

Lateiner led the team each day to layer on a little work at a time toward completion. Each person was encouraged to take a look at what needed to be done and problem solve; there was no blueprint. It was like trying to write a story line by line with different authors, each of which with varying levels of expertise and time allotted.

That’s how Lateiner likes it. She’s trying to kick off a conversation. “I want to shatter the stereotypes [about female mechanics] violently,” she told PopSci with a laugh. “That’s why I choose these crazy projects.”

Iron Maven closeup

Most weird car projects involve endeavors such as swapping out an engine or boosting a 1995 Mustang with eight turbochargers. But it’s rare to see modifications to Volvo vehicles; not many aftermarket parts exist for Volvo mods, and the average enthusiast likely doesn’t think about tearing apart one of these Swedish family cars to create a hot rod. 

Many people don’t know what a Volvo PV544 is to begin with, Lateiner noted. As the Iron Maven, the car is now so heavily modified that people won’t know what it is. That curiosity leads to an exchange about the car and the people behind it.

Colorado Springs-based Volvo technician Porsha Conrad (who worked on the brake lines for Iron Maven with me when I traveled to Lateiner’s garage in June) says Volvos are typically straightforward for making repairs. This concept was technically difficult to build, however, because they had to squeeze the hybrid powertrain into a much smaller car, and the electrification itself was a bit intimidating.

To get a picture of the differences between the vintage PV544 and the S60, the older car was 10 inches shorter and 10.6 inches narrower than the S60. The PV544 had a four-cylinder engine making 40-80 horsepower and the S60 brought a new 2.0-liter four-cylinder turbocharged and supercharged engine to the party. 

In 1961, hybrid setups like what’s in the S60 weren’t even a sparkle in Volvo’s eye, and the Swedish automaker has come a long way to arrive at this power combination. Along with its electric motor, Iron Maven boasts a combined output of 415 hp and 472 pound-feet of torque.

In total, the project took 18 months to complete. Starting with old school bodywork and fabrication, the Girl Gang crafted panels from scratch and 3D-printed door handles and door lock actuators. Lateiner and friends had to accept a certain amount of cutting and welding as part of the process. They sliced open the floor of the PV544 and slashed out the firewall to essentially “fit 15 pounds into a five-pound bag,” Lateiner said. 

After a year and a half, they did it. Chemical company BASF provided the custom Rebelberry paint to get it ready for its appearance at SEMA. Only some of the professional and amateur mechanics, welders, and painters got to see the final build in person, but the results will last way past this show. This is more than a conversation starter.

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At best, experiencing a flat tire is an inconvenience. Whether you’re pulling out the jack and lug wrench and changing it yourself or waiting for AAA to come to your rescue, it’s a big waste of time. And in the age of electrification, a new level of tire complexity is emerging. Electric vehicles are heavy, and designers are opting to omit spare tires to save weight. Also, batteries take up a lot of real estate, leaving less room to carry a spare. Overall, tire company Bridgestone says that approximately one-third of all new passenger vehicles sold in the US today are not equipped with a spare tire.

Self-sealing technology can mitigate the issue of an absent spare tire, freeing up space and providing a way to lighten the overall weight of the vehicle, which in turn improves total driving range. Global manufacturer Dow has announced the launch of a recyclable silicone self-sealing tire solution that will allow drivers to travel long distances even after a sharp object (like a nail) punctures the outer wall of a tire. It seals the inner layer to retain tire pressure. No lug nut wrenching required. 

Here’s how it works.

Silicone versus other sealants

Giving the driver an opportunity to continue down the road after a puncture offers a major benefit on its own, but what’s more impressive is the sustainability element of silicone sealant, Dow and Bridgestone boast. Bob Lux, Bridgestone Tires’ director for consumer tires, explained to PopSci why silicone is easier to work with than traditional sealants like natural rubber and butyl. An elastomeric polymer used widely in adhesives and sealants, butyl is a synthetic rubber invented in the 1940s. It has been effectively used as a sealant for many years, but companies like Bridgestone are finding that it has a host of challenges that can be solved with silicone. 

“Manufacturers are starting to apply sealant more widely,” Lux says. “It’s not necessarily new as they have been around in some form since the 90s, but it’s much better today because silicone sealant doesn’t cause ride disturbances. In the past, sealants didn’t stay in place and would shift and cause unevenness. Today’s sealants don’t cause that issue.”

Unlike aftermarket sealants like Fix-a-Flat, which are sold in single-use cans, this silicone sealant is applied to the tire for preemptive protection during the manufacturing process. This seals the puncture wound to maintain tire pressure like a superhero absorbs and instantly heals from epic battles on screen.

Sustainable tire practices

From an energy-saving standpoint, silicone is also easier to employ because it’s applied at room temperature. Natural rubber and butyl require heat from the preconditioning phase to application, and heat consumes more energy. Previous sealant materials are sticky, too, which causes a significant problem in the recycling process. Tires are chopped up and recycled in a number of ways to use in roads, as playground material, or back into the tire manufacturing cycle.

“At the end of life for a tire, recycling becomes very difficult with traditional sealant inside,” Lux says. “[Traditional] sealant will gum up the machines that chop up tires for recycling.”

Not silicone, however. Using this kind of new sealant technology could result in a reduction of the number of tires in the landfill, although the silicone needs to be removed first. Then the silicone itself can be recycled separately and used as an industrial lubricant, playground mulch, and more. 

Run flats or sealant?

Speaking of getting a flat, you may have heard of run-flat tires. They have been growing in popularity in recent years, thanks to their convenience factor. Companies like Bridgestone and BFGoodrich manufacture run-flats, which employ reinforced sidewalls to give drivers a way to limp to a safer place to change it out. 

Meanwhile, the repairable area of a tire is approximately a quarter-inch in case of a puncture, and sealant holds the tire together. Basically, run-flats can help in the case of difficult sidewall punctures, while sealant protects the tread area. 

Theoretically, silicone sealant could be paired with run-flats for extra protection, but that combination isn’t a priority for EVs currently. “We see a big impact on range with silicone sealant,” Lux says. “It’s lighter and doesn’t impact rolling resistance.”

Bridgestone will be adding this co-developed sealant into tires for a car manufacturer fitment soon; Lux says it will be released in 2023.

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Iconic Italian automaker Alfa Romeo is all in on the electrification train, claiming its spot as the first brand under the Stellantis umbrella (created through the merger of car companies Fiat Chrysler Automobiles and Peugeot S.A.) to go all electric by 2027. 

Alfa Romeo revealed its ambitious plan to release five new vehicles in the next six years, and the first model on that list will be an electrified crossover, the Tonale. This new plug-in hybrid will be available to customers in the US in early 2023 as part of Alfa Romeo’s transition to an EV brand.

With its Dare Forward 2030 strategy, which it announced on March 1, Stellantis committed to selling more than 75 different kinds of battery-electric vehicles, or BEVs. That includes Jeep’s first fully battery-electric SUV launching in early 2023, followed by the Ram ProMaster BEV later next year and the Ram 1500 BEV pickup truck in 2024. Stellantis is also targeting carbon net zero emissions by 2038. Even Alfa Romeo’s stablemate Dodge, famous for producing gas-guzzling muscle cars, is on board with the shift and plans to sell its first fully electric performance model in 2024. 

Some Stellantis brands have been paving the way towards full electrification by first offering a series of hybrids. For example, Jeep’s Wrangler and Grand Cherokee models are available as plug-in hybrids and have been selling quite well. Meanwhile, Americans looking for a rugged EV pickup now have a new option in GMC’s just-announced Sierra EV, competing with the upcoming Ram EV and Chevrolet Silverado EV along with Ford’s already-available F-150 Lightning. 

[Related: Carmakers are pouring billions into producing EV batteries]

The whole trajectory is leaps and bounds away from where executives thought it was heading as recently as a year ago. 

It’s an especially sharp turn for Stellantis CEO Carlos Tavares, who said at the start of 2022 in an interview that he felt that “electrification is a technology chosen by politicians, not by industry.” However, the industry’s race toward electrification is sweeping up everything in its path, and the pressure from policymakers, as well as the public, are mounting. Many big car makers have stated that they’re onboard, despite progress being slower than expected.

“The people have decided: we will be purely electric,” the company’s European Head Uwe Hochschurtz declared during an interview this month. 

And it seems that most are in favor of Alfa Romeo’s metamorphosis. After the global reveal of the Tonale PHEV in February, a flood of curious virtual tire-kickers made their way to the Alfa Romeo website to learn more. Surprisingly, about 82 percent of website visitors checking out the Tonale are new to Alfa Romeo. This statistic is a good sign for Senior Vice President and Head of Alfa Romeo and Fiat North America Larry Dominique, since the company’s, and industry’s, move to electric cars will require the 113-year-old brand to cater to a new buyer demographic.

Alfa Romeo is profitable and stable for the first time in several years, Dominique says, riding the success of the Giulia performance sedan and the Stelvio SUV. The brand has promised its fealty to the popular Giulia, which will become an EV at some point in the coming year or two. 

“We will still build a flagship sedan and Giulia will be electrified,” Dominique told MotorTrend’s Alissa Priddle in an interview in May. 

While the Stelvio seems to be the logical second act, it seems the production of the all-new Tonale may open the door to other innovations. Currently, Alfa Romeo’s Formula One team is running with a Ferrari V6 turbo hybrid engine in its cars, and Alfa’s production engineering team worked closely with its F1 engineers and drivers to create the Tonale from the ground up. These synergies may spawn a reimagining of the electric-vehicle course as the line between racing and mass production blurs, cross-pollinating the Italian performance brand across the board. 

Head of Alfa Romeo’s F1 group Cristiano Fiorio told PopSci at the Grand Prix in Austin that he fully supports the CO2 reduction goals Stellantis set. The future, for him, is clear. 

“It’s very easy for me because I have two kids, 7 and 11 [years old], and we owe them because we have not done our job [to reduce carbon emissions],” Fiorio said. “Now we don’t have time to wait. There is no other way.” 

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Long before Tesla entered the market, automakers have been tinkering with electrified vehicles and working toward creating an alternative to gasoline-powered cars. Targeted at urban commuters looking to save some coin at the gas pump, cars like Toyota’s Prius and Chevrolet’s Volt emerged as promising frontrunners, followed by today’s Hyundai Ionic 5 and Volkswagen ID.4, among others. 

Today, the race is on for the next frontier: battery-powered off-roading trucks. GMC accelerated its production schedule for the Hummer EV, which features a crab-walking trick made for tight turns on tough terrain, and Ford’s new all-electric F-150 Lightning wasn’t far behind. Chevrolet is nipping at its heels with an electric-powered Silverado truck coming to market soon. 

Meanwhile, small-batch upstart Rivian has been selling its R1T pickup since 2021 and R1S SUV since 2022—and coming up with new ways to make electric trucks as capable off the pavement as they are on it. Part of that formula can be attributed to the kinetic system, a proprietary electro-hydraulic roll control setup that replaces a mechanical anti-roll bar and smooths out the ride. On traditional vehicles, an anti-roll bar is a simple U-shaped piece of metal that acts as a torsion spring, connecting the axles to prevent excessive roll that is both uncomfortable and makes controlling the vehicle difficult. 

The company sent teams in both of its vehicles to this year’s all-female Rebelle Rally, the longest rally raid (long distance off-road racing that takes place over several days) in the United States, at over 1,600 miles between Nevada and California. At the rally, Rivian put its trucks to the test on dirt, rock, and sand, finishing triumphantly. Rookie team Lillian Macaruso and Alex Anderson, both engineers for the automaker, placed fourth overall out of 53 teams in an R1T and Rosanna Nuch and Nicole Johnson also performed admirably in the top half of the field in an R1S. Macaruso explained more about Rivian technology to PopSci during a ride along after the competition to explain how it works.

Rivian’s hydraulic roll control provides stiffness when cornering in the same manner (and with similar equipment) as a McLaren 720S supercar. That’s no coincidence: Rivian recruited chief engineer Charles Sanderson from the auto manufacturer in 2018, and Sanderson integrated the Tenneco-supplied linked hydraulic damper system he knew quite well. That means the R1T has a sportscar feel, especially when accelerating, but the system leaves space for a looser fit in situations where articulation—vertical wheel travel, or how far the axle can move up and down— is present.

On a typical gas-powered off-road-capable vehicle, the sway bar (another name for an anti-roll bar) reduces the vehicle’s body roll and “sway” to stabilize the weight distribution. One thing you don’t want when you’re entering a turn on a racetrack, or cresting a dune, is for a weight shift to cause the car to tip; in heavy electric vehicles, even more so. Significant “head toss,” or the way the vehicle shakes your body around while traversing uneven terrain, is clearly undesirable, and Rivian strives to improve the drive to what Macaruso calls “living room comfort.”

“Essentially, you feel the vehicle tip or tilt when you turn a corner, and that’s what [the hydraulic system] is controlling with different pressures on each corner of the vehicle,” Macaruso says. “Imagine if you were to try to walk up a set of stairs with your arms and your legs on all fours and one leg starts to get more tired, the other three compensate for it.”

Rivian’s R1T has 800 horsepower and more than 900 pound-feet of torque on tap, and drivers can mash the accelerator and reach 60-mph in a scant three seconds. That’s fantastic when speed is the goal, but four-by-four driving requires more finesse to avoid breaking the truck. The R1T boasts balanced geometry for its approach, breakover (the angle between the vehicle’s tires and the middle its underbelly), and departure angles matched with a fairly generous ground clearance of 15 inches, giving the truck plenty of poise and steady movement over obstacles on the trail.

The company is watching how the truck handles tough test runs and is adjusting accordingly. After longtime Rebelle team Emme Hall and Rebecca Donaghe found the settings in their model R1T to be unconducive for sand dune driving during 2021’s rally, Rivian added a soft sand mode to both the R1T and R1S and pushed it out via an over-the-air software update earlier this year. On hard sand, changing to soft sand mode isn’t necessary, but floating on top of dunes or on a beach requires more rotation, and the mode allows for better control.

“When you activate soft sand mode, it changes how much wheel spin you can have,” Macaruso says. “And it’s essentially telling the truck, ‘Hey, you can dig more’ because every single wheel is independently controlled. And that means that each motor can control a wheel and move it differently.”

While Rivian’s recent recall due to an insufficiently torqued steering knuckle fastener spooked investors this week, the company is plowing forward with its impressive truck and SUV. If they can handle the Rebelle Rally, they’re positioned well to succeed.

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Solid state batteries, or SSBs, have been the holy grail for EVs for the past several years. Sometimes whispered about in the way one might regard a legend or ghost story, the longer-range, faster-charging promise of SSBs has seemed to be just out of reach.

That status may be shifting. Several automotive manufacturers like BMW and Ford have invested in battery maker Solid Power, which was established in 2011 and claims its SSBs will be safer, offer higher energy and cost less than lithium-ion batteries. Ford’s F-150 Lightning’s chief engineer Linda Zhang says the company is not using SSBs right now but they’re “definitely something we’re looking at.”

With the wild popularity of the Lightning right now, the Blue Oval is doing everything it can to keep up with demand as is. However, implementing another new element into the vehicle can’t be a far behind plan.

So, how does a solid state battery work?

GMC’s new Hummer EV is a gigantic machine in frame alone, and the 24 stacked battery cells on the Ultium platform adds nearly 3,000 pounds to this heavyweight. The Hummer EVs power comes from a proprietary NCMA combination (nickel, cobalt, manganese, and aluminum) packed into a lithium-ion cell technology much like the battery in your smartphone. 

Commonly used EV batteries are comprised of a cathode, anode, separator, and liquid electrolyte. While driving, positively charged lithium-ions inside the battery are attracted to the cathode and electrons zip through the high-voltage circuits. A solid-state battery, on the other hand, uses solid electrolyte in place of the liquid.

Why does that matter? Not only is the solid state battery lighter and denser, and able to pack more power into a smaller footprint, it’s also studier. Imagine a waterbed and a typical mattress. If an object forcibly falls onto a waterbed, the risk of leakage (and flooding the room where it sits) is high. A solid mattress can withstand more damage without ruin. Current Li-ion batteries are prone to swelling caused by temperature changes and can certainly leak in a crash. Solid state batteries are known to be less prone to fires and more stable for features like quick charging.

Current lithium ion batteries versus solid states 

Solid state batteries will offer more than just expanded range and increased stability. Many EVs today use a familiar “skateboard-type” architecture (an expansive sheet of lithium-ion battery packs placed neatly below the cabin floor between either axle), AutoPacific analyst Robby DeGraff tells PopSci. Moving to smaller, more-efficient SSBs affects the construction of the whole vehicle.

“Shifting to solid-state batteries could mean we’ll see new possibilities of further maximizing interior space and a bit more flexibility when it comes to drafting an EV’s overall shape itself,” DeGraff says. “When solid-state batteries are ready for primetime use, I think that’s going to be a turning point in the ongoing migration towards EVs. Solid-state batteries will likely address one of the biggest hesitations consumers may have committing to going all-electric: range anxiety.”

SSBs charge quicker too, which is another roadblock in the adoption of EVs. For automakers, these batteries have the potential to open up new doors when it comes to designing an EV, as solid-state battery packs are much more packable, compact, and safe.

According to Brussels-based group European Federation for Transport and Environment, SSBs also have the potential to reduce the carbon footprint of EV batteries by up to 39 percent compared with liquid lithium-ion batteries. The Federation says that although making solid state batteries would use up to 35 percent more lithium than the current lithium-ion technology, it would also need less graphite and cobalt.

What’s taking so long?

The promise of SSBs sounds tantalizingly good. However, it’s important to note that the technology isn’t fully developed and has not been tested yet, so there is going to be a bit of a wait. Chris Martin, who heads up advanced technology communications for Honda, tells PopSci the development of materials optimal for a solid state battery is quite challenging, as is establishing an efficient production process.

“In chemical products, like batteries, it is often much easier to make small battery sizes in small numbers in a lab; mass production of larger products is much more difficult,” Martin explains. “Honda began the process of developing all solid state battery technology nearly 10 years ago, and we anticipate that it will still take more time to achieve mass production at Honda’s exacting quality standard.”

Martin says Honda is making progress and will invest approximately 43 billion yen (nearly $300 million USD) to establish a pilot production line in Tochigi, Japan to produce solid-state batteries, aiming to introduce EVs with all solid state batteries into the market in the second half of this decade. 

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On April 17, 1964, Ford launched a legend at the New York World’s Fair. Named after a WWII-era fighter plane, the Mustang was conceived as a car to reach young people looking for fun, as well as families in the market for a second vehicle. The coast-to-coast promotional efforts were tremendous. Right out of the stable, the new pony car succeeded beyond the Blue Oval’s wildest dreams; 22,000 Mustangs sold in that same day.

With the seventh generation of the mighty Mustang revealed on September 14, Ford is once again reaching out to the youth market, but this time with technology instead of price and novelty. Well, there is some novelty in the gamified digital dashboard sprawling across the cockpit, but it’s a new iteration of the Mustang. Let’s take a look at the tech inside the vehicle and under its hood.

Techy interior

Starting with the base model Stang, the overhauled cockpit is illuminated by a 13.2-inch touchscreen and 12.4-inch gauge cluster replete with more data than Mustang owners have ever seen. Stepping up to higher trim levels means that those two panels are combined into one, blending into one fluid glass panel.

Like the all-electric Mustang Mach-E, the interior of the 2024 Mustang is awash in an ultra-modern appearance that replaces the previous blue and gray tones. Nearly every feature can be controlled with a video-game-like interface that will appeal to the generation that grew up with computers and smartphones. To build a three-dimensional car graphic rendering that manipulates settings with a swipe, Ford leveraged Unreal Engine 3D, which is a creation tool from Epic Games used in many current video games. Other automakers like Volvo and GMC are using the tool as well. 

[Related: This Florida teen is making a business out of rebuilding old-school auto tech]

It’s definitely a shakeup from what Ford has employed in the past, and the automaker has done its homework to better understand the desires of up-and-coming buyers and future Mustang fans.  

“We knew what customers wanted and designed the most digital Mustang ever while retaining the all-important driver-focused cockpit,” said Ford Interior Design Manager Ricardo Garcia. “Removing some of these physical buttons, such as radio and climate control, and integrating them into a digital display was popular in research with Millennials, Gen-Z and traditional Mustang drivers alike.”

Here comes the Dark Horse

Like the new Cadillac Lyriq, the Ford Mustang is getting flashier sights and sounds, with animated welcome lights and splash screens. Owners who want to show off will make use of the Remote Rev feature, which gives the key fob holder the option to rev the Mustang remotely with pre-programmed sounds. (But do so at home only if your neighbors are tolerant of noise.)

In all models, Ford opted to keep the 2.3-liter turbo-four engine and a 5.0-liter V8 from the previous-gen Mustang, but modified both heavily for performance. The automaker says it subbed in a new fuel-delivery and ignition system as well an updated turbocharger for better fuel efficiency and performance overall. And for those who like big power plus the option to row their own, the V8 comes standard with a six-speed manual transmission.

At the top of the heap is the Mustang Dark Horse, which is the first new Mustang performance series in more than two decades and boasts a screaming 500-hp V8. Ford’s promoting the improved aerodynamics, upgraded hardware, new software, and more to make it “the most track-capable 5.0-liter V8 street-legal Mustang ever.” 

The new Mustang Dark Horse uses what Ford described as “nostrils” embedded in the grille for better engine breathing, enhanced by street-legal, track-ready tires and streamlined aerodynamics. The trapezoidal nostrils and lower front bumper “fangs” complete the menacing look of the Dark Horse. (As internal combustion engines burn gasoline, they require oxygen to feed the fire, and that’s where the intake nostrils come into play.) 

To recap: more power, more efficiency, more technology. The Mustang is not fading into oblivion anytime soon.

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EV news is spilling at a fast and furious pace this week as automakers clamor for attention to reach Wall Street, the media, and future buyers. The exception is Pagani, which unveiled its newest model, the Utopia, with a price tag of $2.2 million and an 864-hp V12, proudly describing it as using “no heavy batteries, no hybrid power, just a wonderful V12.”

On the luxury EV side, the new Audi RS e-tron GT is twice as much as the average EV cost at close to $150,000.

But wait: We have good news. Motor companies from Chevrolet to Jeep to Honda are announcing a range of new EV options, with prices that are mass-market friendly.

Chevrolet electrifies the Equinox

Coming to the rescue is Chevrolet, which just revealed its shiny new 2024 Equinox EV. Starting at around $30,000 for the base 1LT model, the all-electric version of Chevy’s SUV will be seven inches longer and three inches wider than the gas version. The brand says the Equinox EV will have up to 57 cubic feet of cargo space with the rear seats folded, which is nearly seven cubic feet less than the gas-powered Equinox.

[Related: Everything you need to know about EV tax credits and the Inflation Reduction Act]

Offered in five trims, the Equinox EV will be available with GM’s Super Cruise driving assistance technology and adaptive cruise control starting at the second level up. GM estimates the total range for the EV version of the Equinox to fall between 250 and 300, depending on whether it’s a front-wheel-drive or e-all-wheel-drive variant.

Following the launch of the Blazer EV and Silverado EV, the Equinox EV will be available in about a year and will be produced at GM’s Ramos Arizpe, Mexico facility.

Jeeps goes Recon

Twitter has been afire with comments about the name of Jeep’s new EV, Recon. Merriam-Webster says the word “reconnaissance” means “to conduct a preliminary and especially an exploratory survey,” and considering Jeep’s heritage as a vehicle people buy to explore and adventure, it seems apt. One of four zero-emission vehicles set to be launched in North America and in Europe by 2025, the Recon joins an all-electric Wagoneer S on the main stage, with two more to come. While Jeep hasn’t revealed the Recon or Wagoneer S starting price yet, it would be a safe bet to assume each will carry a higher price tag than its gas-powered siblings.

Jeep’s plan is for 50 percent of its US sales to be fully electric by 2030, while 100 percent of European sales will be all-electric in the same time frame. That explains why it’s also pushing out the Avenger EV, Jeep’s first all-electric EV, which will only be available in Europe and some Asian markets to start in 2023.

When Jeep released its PHEV 4xe, it showcased mobile solar-powered charging stations on the trail. For the Recon, Jeep says that it has the capability to traverse the brand’s home away from home, the Rubicon Trail, with enough juice to return to town to charge. After experiencing both the 4xe and the Magneto electric Jeep concept in Moab and in Austin, Texas, we can share that the silent-Jeeping experience is stunningly good.

Honda brings the two-wheeled fun

Automotive, powersports, and equipment conglomerate Honda Motor Company announced it would release “10 or more” electric motorcycles by 2025. That’s ambitious, but seems possible for the brand that brought us motos from the Grom to the Gold Wing and everything in between over the last 70 years or so. 

Yesterday, Honda said it was planning to “accelerate electrification of its motorcycle models while also continuing to advance ICE (internal combustion engines),” which is a smart strategy to cover the market. Citing an uptick in demand for business-use two-wheelers, Honda revealed plans to launch two all-electric commuter models between 2024 and 2025 in Asia, Europe and Japan. During the same time period, it will introduce three large EV models in Japan, Europe, and the US based on its “Fun EV” platform currently in development. 

With the instant torque EV provides, we hope Honda reminds riders to go easy on takeoff.

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Carburetors may represent old-school tech in the automotive world, but don’t tell Riley Schlick, a high school senior in Florida who rebuilds them for a tidy profit. Send your tired, dirty, mucked-up carburetor to Schlick and she’ll return it to you clean, shiny, and ready for duty once again. She has operated her Bradenton-based business, Riley’s Rebuilds, for three years now, and a steady stream of carburetors has crossed her path.

At first, Riley’s Rebuilds was a way for 17-year-old Schlick to buy her first car, which had to meet her parents’ specifications: It needed to have a manual transmission and a roll bar. Within a few months, she made enough money to buy a Jeep. Then, she brought on four friends to work with her. That hiring spree solved two problems, in Schlick’s mind. Her friends make more money rebuilding carburetors than they would working a minimum wage job, and they get to spend time together. 

She learned how to do the work from her dad. “I said to her, ‘You can get a job at Publix or I can show you how to do some restoration stuff in the garage,” says Schlick’s father, Dane Trask, who rebuilds classic cars as a hobby. He showed her how to do it, and also made use of some YouTube tutorials. “She picked it up quick,” he says.

[Related: At $1,807, the Honda Navi is the perfect starter motorcycle for a beginner]

Once a vital piece of equipment for cars, carburetors regulate the fuel and air ratio for internal combustion engines. In the same way that fires need oxygen to burn, engines require air to create the chemical reaction that propels the vehicle forward. In its simplest form, a carburetor (or “carb” for short) is a device that takes in air from one end and forces it through a narrow section that causes the air to speed up and the pressure to drop, too. As a result, the falling pressure creates a vacuum that sucks in air and fuel through another hole in the side. (Since the 1980s, carbs have been replaced by fuel injection, and now, the industry is moving towards electric vehicles.)

A carburetor’s combination of pipes and crevices tend to accumulate dirt and impurities, which creates performance problems like stalling, flooding, rough idling, and decreased fuel economy. Chemical carburetor cleaners sometimes addressed the issues, but not the way a full rebuild can. That’s where Riley’s Rebuilds comes in.

Schlick and her staff—her school friends Dagny, Katie, Amelia, and Elaine—unbox carbs that arrive in the mail and first determine if it’s a donation or a rebuild. She says that now that her business has attracted some attention and started to grow, people from all over the country are sending their carburetors to Riley’s Rebuilds as gifts. She cleans them up and resells them at local auto events. 

Once the origin of the carb is determined, Schlick and the team document the model number and CFM rating (cubic feet per minute) and get the device ready to break down. Each carburetor has eight screws on top, Schlick explains, and they remove the hat and the floats (those work similarly to a float in a toilet tank, regulating the fuel level). Out comes the choke, which controls the air intake, and all the springs, screws, and bolts inside.

The team takes the screws and bolts and tosses them into a tumbler for about 20 minutes. Next, they soda blast the body, which harnesses tiny baking soda fibers to remove the dirt and grime. Then they transfer the parts to an ultrasonic tank, and blow out the ports with an air compressor to clear any remaining soda bits.

“We use soda blasting instead of sand or glass because it’s not super aggressive,” Schlick said. “The soda doesn’t get stuck in the carburetor like other materials would.”

Once the gunk is gone, they dry the carburetor thoroughly and put it back together again. On average, Schlick said, the team works on 20 or more carburetors a week.

Riley’s Rebuilds charges $145 and up to rebuild a carburetor and send it back to its owner, depending on the model, year, and how clean they can get it. They’ll even clean up a marine carburetor, which costs more in the $300 range.

“Carbs look complicated and difficult, but they’re not,” says Trask. “From a business standpoint, it’s a forever growing market for her and for younger kids.” 

At this rate, Schlick and her friends aren’t going to need a minimum wage job any time soon. 

“It takes about an hour to 90 minutes to rebuild one carb,” Schlick says. “With our system, we have one girl breaking down, another soda blasting, and another building, so we’re hitting several at a time. They go from all grimy and sticky to shiny and clean.”

For more information, check out Riley’s eBay and Facebook pages. 

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Honda is working its way toward the goal of a 100-percent zero-emission lineup in North America by 2040. It’s an ambitious but achievable endpoint, as many of its competitors are on similar (if not accelerated) timelines. 

One of Honda’s latest strategies is to invest a hefty sum into a brand-new battery plant in the US for its electric vehicle lineup. This week, Honda Motor and LG Energy Solution announced its $4.4 billion joint venture intended to produce lithium-ion batteries for Honda and Acura EVs; it’s waiting for regulatory approval. With plans to produce about two million EVs a year by 2030, Honda has no time to waste. 

While the Japanese automaker didn’t reveal the location of the new US-based plant, it stands to reason that it could break ground near one of its existing facilities in Ohio, Alabama, or Indiana. The companies plan to start construction in early 2023 and commence mass production of advanced lithium-ion battery cells by the end of 2025. That’s a fairly speedy goal, but Honda is motivated and determined, and the cash infusion from LG appears to have tipped the scale. 

Honda is not alone. Stellantis, the umbrella company over US auto brands Jeep, Chrysler, Dodge, Ram, Fiat, and Alfa Romeo, announced in May that it is building a $2.5 billion EV battery manufacturing facility with electronics giant Samsung. It will be situated just north of Indianapolis in Kokomo, Indiana. Stellantis is committed to selling five million battery-electric vehicles per year by 2030, and they have a lot of work to do to reach that goal. 

Other manufacturers jumping on the US-based-battery-factory train include General Motors, which is also working with LG at its battery plant in Lansing, Michigan. Ford is partnering with SK Innovation to build an EV battery lab in southeast Michigan, and Hyundai is building a gigantic $5.5 billion dedicated electric vehicle and battery plant near Savannah, Georgia. 

Meanwhile, electric vehicle maker Rivian went public last year and brought in a reported $11.9 billion in cash, and it’s planning to spend $5 billion of that to expand its operations in Georgia. Rivian is watching its competitors and chasing success using best practices; it makes sense for it to follow Tesla’s lead in building its own batteries. 

[Related: Everything you need to know about EV tax credits and the Inflation Reduction Act]

If there is any doubt about the importance of keeping as much technology and development in-house as possible, take a look at what happened to small-batch automaker Henrik Fisker’s previous company, Fisker Automotive. The creator of the Karma and Revero relied on battery maker A123 Systems, and when A123 went belly up, so did Fisker in 2013. With his new company, Fisker Inc, Henrik Fisker hasn’t changed its position on outsourcing through its “asset light” model, and is farming out the manufacturing of the Ocean to Magna Steyr’s carbon-neutral factory in Austria. However, he has indicated he’s keeping his eyes open for ways to increase production in the U.S. 

Finding a wealthy dance partner like LG is a win for automotive companies like Honda, which all have big manufacturing problems to solve. Leveraging resources takes some of the pain out of a multi-billion investment, and presumably distributes the pressure. Honda Motors is reading the room and seeing the massive potential for EVs in North America and throwing its considerable weight behind giving it every chance it can to succeed. 

If the past two and a half years have taught us anything about the automotive industry, it’s that plans can go awry quickly—especially considering that global supply chain challenges have ramped up from a mere annoyance to an all-out hindrance in many cases.

Now, if we could just solve the chip shortage problem. 

The post Why Honda is investing $4.4 billion with LG to make batteries in the US appeared first on Popular Science.

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During Monterey Car Week in California last weekend, Acura revealed its Precision EV Concept with a sleek and futuristic silhouette. The concept vehicle is intended to set the design tone for the brand’s all-electric line, showcasing eye-catching lines and LED lighting set in a luminescent sapphire blue finish the brand is calling Double Apex Blue. Acura, the Honda-owed luxury brand, spilled some details about the interior, and we know from the renderings that designers are favoring a two-grip yoke-style steering wheel. The concept also features what Acura is calling “Spiritual Lounge mode,” which will retract the steering wheel, pipe in “soothing scents” and project animated water scenes when the car is autonomous mode.

While that vehicle and its futuristic lounge mode is just a concept for now, what’s real and set for its debut during calendar year 2024 is the brand’s first all-electric model, the Acura ZDX SUV. In case that name rings a bell, it’s because Acura built a gas-powered ZDX from 2010-2013 that wasn’t particularly popular. The ZDX will take design cues from the Precision EV concept, although Acura hasn’t revealed which cues will survive the production process. 

For the new battery-powered ZDX, Acura borrowed nothing from the old one except for the name, and decided the “Z” was a good fit for its new zero-emissions vehicle. Toyota opted for a similar moniker for its bZ4X, which is unfortunately experiencing some new-model pains and a major recall.

None of this is shocking, as automakers worldwide are jockeying for position in the EV landscape. What is interesting, however, is that Acura is teaming up with an unlikely partner to power its EV line: American legacy giant General Motors and its Ultium platform.

“The partnership with GM helps unlock economies of scale that benefit both companies and accelerates Acura’s electrification roadmap in North America,” Emile Korkor, assistant vice president of Acura National Sales, tells PopSci. “The Acura Design Studio is leading the top-hat styling direction of the all-electric ZDX. There has been co-development work of the vehicle between Acura and GM engineers, but Acura is responsible for the design of the new ZDX.”

Ultimately, that means the concept may be a pie-in-the-sky wish for the designers tasked with creating something unusual. However, when the production version of the ZDX is built, some of those futuristic details will likely be smoothed out or omitted altogether. 

Featured prominently in GMC’s Hummer EV and Cadillac Lyriq SUV, GM’s Ultium platform is designed to be flexible and modular. American Honda recognized an opportunity to harness already-developed technology. The platform is built on a proprietary NCMA combination—nickel, cobalt, manganese, and aluminum—in the cathode (that’s one of two electrodes in a battery), which improves overall stability. Current batteries often use much larger amounts of cobalt, which is not only expensive but largely mined in Congo, where forced and child labor are reportedly exploited to collect the mineral. 

Ultium’s rectangular cells take up less space and can be configured in two ways: stacked like a deck of cards or slotted vertically like a sliced loaf of bread. As Ultium is deployed in vehicles of different sizes and power needs, engineers can adjust the number of cells. In the Hummer EV, for instance, the total battery weight is nearly 3,000 pounds and consists of 24 individual battery modules. Cadillac’s Lyriq uses half that with 12 battery modules. GM says its battery packs can use six, eight, 10, 12, or up to 24 modules in total, depending on what is needed for that particular vehicle. These configurations allow for creative configurations that work around the vehicle’s mechanical parts with fewer constrictions. 

Acura co-developed the ZDX with GM with the intention to use Ultium batteries. Next, Acura is planning to break off to launch additional EV models on its own global EV platform. Honda has dabbled in EV production in the past with the mostly-forgotten Fit EV, EV Plus and the simply-named e, which was only available in Europe and Japan. All-electric vehicles have come a long way since then, and the brand is trying again with the GM partnership.  

“Following ZDX will be an additional number of Acura EVs,” Dave Gardner, American Honda’s executive vice president for national operations and sales said during a media briefing last week. “That’ll be based on the company’s new global e:Architecture, starting to arrive in 2026. These are exclusive products, which we are designing and engineering completely from the ground up.” In 2021, Honda announced its plan to make battery-electric and fuel cell electric vehicles to represent 100 percent of its North American vehicle sales by 2040, starting with 40 percent by 2030 and 80 percent by 2035. Perhaps even more optimistically, the company has set its sights on carbon neutrality for all products and corporate activities by 2050.  

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Fisker bills itself as providing “the world’s most sustainable electric vehicles and advanced mobility solutions.” The automaker has made bold claims about tech behind its first vehicle, the upcoming Ocean EV. Additionally, to add to its environmental claims, all of the company’s cars are built in Magna’s carbon-neutral factory in Graz, Austria. 

Founder Henrik Fisker is a mad genius, designing a slew of iconic vehicles like the BMW Z8, Aston Martin DB9, and Aston Martin V8 Vantage before starting his latest company, Fisker Inc, in 2016. The outspoken entrepreneur’s Midas touch is proving itself once again, as his company has already sold out two trim levels of its Ocean SUV, the Ocean Sport and Ocean Ultra. It also sold out 5,000 units of its Fisker Ocean One edition.

Since the announcement of the Inflation Reduction Act of 2022, which changed the requirement for tax credit qualification to only include cars with final assembly in North America, Fisker has been contacting interested parties in the US to mitigate any concerns about retaining the $7,500 federal tax credit before the act potentially takes effect (Fisker’s vehicles no longer qualify for tax credits under the new law). Fisker told Ocean reservation holders that if they have a binding order and take delivery before the end of 2023, they still qualify for the tax credit. 

The company made waves at the Consumer Electronics Show and the 2021 Los Angeles Auto Show, where Henrik Fisker himself debuted the Ocean and its unusual features. Its available roof-mounted solar panels (called SolarSky) are touted to power 2,000 miles of range per year. The center-mounted 17.1-inch touchscreen rotates vertically and horizontally like a personal tablet. And inside the cabin, the Ocean employs all sustainable materials, like recycled plastic bottles and other recycled plastics. Activate the Ocean’s “California mode” to lower all the windows (including the tailgate window) and slide back the sunroof for an open-air feel. 

The Ocean, the company’s base model, is equipped with a single motor with 275 horsepower. Fisker says it will have 250 miles of range before needing to recharge. Stepping up a level, there’s the Ultra, which adds a second motor for a total output of 540 horsepower, with a zero-to-60 mph time of 3.9 seconds. The Extreme and Ocean One models reduce that time to 3.6 seconds and sport 550 horsepower engines. 

The Ocean SUV comes standard with what the company calls the Fisker Intelligent Pilot package, which is its suite of driver-assistance technology. Included are programs for automated emergency braking, blind-spot monitoring, lane-keeping assist, forward-collision warning, and available adaptive cruise control. 

With a starting price of under $40,000, the electric-powered SUV is betting on the company founder’s vast experience and creativity to build and market its vehicles. Only 537 employees work for Fisker—an incredibly small number for an automaker. 

One of the ways the company is staying nimble is through its “asset light” approach, which means it keeps its balance sheet healthier by farming out the manufacturing to Magna Steyr’s carbon-neutral factory in Austria. In a press release, Fisker said it’s exploring ways to increase production of the Ocean to meet demand in the US by the end of 2023. No promises have been made yet, however. With less than 100 days to go to production, Fisker is focused on getting the first set of orders out the door. 

“Our asset-light, rapid-product-development business model enables us to bring state-of-the-art technology like a revolving 17.1-inch center screen, SolarSky sunroof, and the world’s first digital radar to market earlier than other brands, offering the latest technology for $68,799 for our top-end, fully loaded Fisker Ocean Extreme,” Henrik Fisker tells PopSci.

Those who remember Fisker’s previous endeavor, the luxury plug-in range-extended sports car Fisker Karma, know that the CEO isn’t shy about stepping outside of what is considered “typical.” Unfortunately plagued by the bankruptcy of its battery supplier, A123 Systems, Fisker’s design, tooling, and manufacturing facility were sold to Wanxiang Group in 2014. The Chinese company renamed Fisker Automotive to Karma Automotive, and Henrik Fisker started over with Fisker Inc. 

Fisker says it will resume production on November 17 and ramp up to 40,000-50,000 units in 2023. The company will reopen the order process for the Fisker Ocean Extreme trim on November 18.

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Unity Technologies, a developer of video game software, revealed this week that it will be providing the technology backbone for Mercedes-Benz’ next-generation infotainment system. The newest headline on the company’s blog repeated what Mercedes-Benz Group AG Chief Design Officer Gorden Wagener said in 2019: “Screens are the new horsepower.” Considering that screen size inside vehicles has been growing hugely in the past few years, some exploding past most iPad dimensions, he may be right.

For Mercedes-Benz, California-based Unity Technologies will underpin the automaker’s newest operating system, MB.OS, which will launch with 2024 models. The new OS will connect the powertrain (along with current semi-autonomous driving) with the infotainment and body and comfort systems in ways it hasn’t before, turning its cars even more into computers on wheels. Ultimately, the intent is for the car to become more tuned in to its capabilities as well as the driver’s and passengers’ desires. 

“With our own operating system, we want to achieve three key things: to shape the user interface according to a luxury brand, to create a bidirectional communication with the customer and to integrate the digital lifestyle of the customer into the vehicle domain,” Magnus Östberg, chief software officer for Mercedes-Benz, told Automotive News.

Unity offers a development platform with some serious street cred. Gamers recognize the name for its licensed game engine, and Unity claims nearly half of the world’s games are built on Unity technology. On top of that, it says that 72 percent of the top 1,000 games were created with its platform. With heavy emphasis on 3D modeling, the technology company is working with the automaker on 3D navigation enhancements and digital avatar assistants for the future. Unity says its development enables Mercedes-Benz to create “visually compelling” and “highly interactive” graphics, incorporating all of the passengers in the cabin. 

“Unity wants to be the 3D operating system of the world,” says Sylvio Drouin, VP of the Unity Labs R&D team, according to TechCrunch. Drouin isn’t speaking theoretically: Unity works on 30 platforms, including Windows, iOS, Android, Linux, Oculus Rift, Playstation 4, and Nintendo Switch. Competing head-to-head with Epic’s Unreal Engine (the brains behind Fortnite along with scores of games for PS4 and Xbox One), Unity is a legitimate powerhouse and Mercedes-Benz anticipates reaping the benefits of Unity’s experience. 

Mercedes-Benz says it will be fully electric by 2030, including its high-performance AMG subdivision and uber-luxury Maybach brand. The automaker started with its EQS sedan in three flavors—EQS 450+, EQS 580 4Matic, and AMG EQS—and it’s ramping up as quickly as possible considering the constraints of supply chain challenges and chip shortages. 

The Hyperscreen is the centerpiece showpiece of the EQS cabin. Behind a single soaring piece of glass, this eye feast includes a 12.3-inch digital gauge cluster for the driver, a 17.7-inch OLED center infotainment display, and a 12.3-inch touchscreen for the front passenger. The OLED screen is particularly impressive, its pixels emitting their own light source instead of other tech that requires a backlight. As a result, the graphics are video-game crisp. 

If the name Unity sounds familiar in the automotive realm, it may be because BMW is using a Unity platform to pressure-test cars with Level 3-enabled automation. (On the scale of automotive autonomy, Level 3 means the driver must be ready and able when the system alerts the driver to regain control of the vehicle.) Currently, cars equipped with Level 3 autonomy are not legal on US roads, so BMW harnesses Unity’s development expertise to simulate driving conditions in three dimensions.

It’s a smart move for Mercedes-Benz, which is looking to expand its digital footprint and appeal to a younger audience. Experimental vehicles like the all-electric Vision EQXX concept vehicle have the potential to turn heads and show that the German brand is making an attempt to stay ahead. In fact, it was the Vision EQXX prototype that launched the Unity and Mercedes-Benz collaboration five years ago. The combination of zoomy powertrains and high-tech usability gives the brand a fighting chance to get ahead in the next decade.

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Ford looked into its crystal ball, saw the red-hot firestorm it had created with the launch of the Maverick, and predicted it would sell out. Sure enough, it did, and as reported by The Drive, the Blue Oval opted to close orders in January of this year to keep up with customer demand. Gird your loins, because the window for Maverick orders is about to open again, and the truck has a shiny new option on tap.

The original Maverick launched in 1970 as a two-door coupe (and later, a four-door sedan) available in the US until 1977 when it was discontinued, and the name temporarily retired. The Maverick moniker bubbled back to the surface inside the Ford hive mind and burst back onto the scene as a cool new compact truck for model year 2022. Offered with either a 250-horsepower turbocharged 2.0-liter engine or a hybrid version with a 2.5-liter engine that is rated for an impressive 40+ miles per gallon, the Maverick starts at $22,490. 

When it comes to fuel economy, the Maverick is a superstar as a hybrid; to compare, its competitor the 2022 Hyundai Santa Cruz truck mashup gets 23 mpg combined. Even with the gas-only engine, the Maverick fares pretty well at 25 mpg with all-wheel drive and 26 mpg with front-wheel drive. 

In truck form, the Maverick is affordable and compact, making it usable for work. Plus, it’s easy to park, unlike some of its larger compadres. Inside, Ford gave the Maverick clever storage cubbies and even spots where owners could insert 3D-printed accessories such as grocery bag hooks or cupholders as desired.

As off-road exploring continues to grow in popularity, Ford has been reading the room and came up with the new Tremor off-roading package for the Maverick. While orders were on pause, the company put together a set of features to satisfy those who want their compact truck with extra capability in the dirt.

The Tremor package includes a 1-inch lift over the Maverick’s standard 8.3 inches and improves ground clearance. One inch may not seem like much, but that matters when traversing a rocky trail and could save the underbelly of the truck from damage. An off-road-tailored front and rear suspension is also exclusive to the Tremor package, meaning your back and backside (and possibly your teeth) will appreciate the smoother ride. 

Other additions include a rear differential lock, which ensures that both wheels spin at the same rate to improve traction, and trail control, allowing the driver to choose a set speed and have the vehicle manage the throttle and braking. And the new heavy-duty transmission cooler keeps the vehicle from overheating, particularly when pushing the towing capacity or payload to the limit. 

All this is not to say that the Maverick is suddenly on par with the burly, uber-capable Bronco, which Ford re-launched for model year 2021 to great fanfare. However, the improvements will give off-road-curious buyers some leeway for slightly tougher terrain.

On the surface, the Maverick Tremor shares some aesthetic touches that match the F-150 Tremor. Orange accents lasso the Maverick’s grille with the Tremor package, etching an oval that bisects the Ford logo, and coordinating tow hooks and the fender badge are also tinged with orange. A single carrot-colored stripe adorns each wheel. Inside, the truck sports matching orange stitching and “Tremor” embroidered into the back of the seat in case you forget the name of your trim.

[Related: Ford’s electric Lightning still drives like an F-150 truck, but better]

Buyers who want just the look of the Tremor in all of its orange-accented glory can choose an appearance-only package without the off-roading goodies for $1,495. For the real-deal lift kit, upgraded shocks and springs, and the other enhancements plus the appearance, prepare to shell out $2,995 on top of the price of the Maverick, which starts at $22,490.

You’ll want to note that the Tremor package reduces the payload, which is what you can toss in the bed of the truck. A standard Maverick can haul 1,500 pounds in the bed and the Maverick Tremor capability drops to 1,200 pounds. Why? A Ford spokesperson told Popular Science that the additional Tremor Off-Road equipment (heavy items like the additional skid plate, upgraded half shafts and twin mechanical rear drive unit) reduces the payload rating. 

And really, that won’t matter to customers interested in the Tremor, as it’s geared to adventure types who are more likely to tow a pair of UTVs (it has a total towing capacity of 2,000 pounds) than hauling equipment. Also, the Tremor is only currently available with the 2.0-liter EcoBoost engine and not the hybrid. 

While the Maverick isn’t available as an EV, the hybrid version has been popular, and as the industry barrels on toward full electrification it wouldn’t be surprising to see a Maverick-E in the future. Meanwhile, Ford’s all-electric Lightning has similarly rocked the brand’s numbers, and early feedback has been overwhelmingly positive.

In June, Ford reported it had sold 38,753 Mavericks. That means the new compact truck outsold the Ford Ranger pickup, and the Maverick sales number was double the number of Mustang Mach-E (the brand’s all-electric crossover) units sold. With the Tremor package, expect the Maverick to keep on growing.

The post How Ford adapted one of its coolest trucks for off-roading appeared first on Popular Science.

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