It seems that Ford is ready to do nearly anything to protect the upcoming F-150 Lightning EV pickup from negative news or a poor customer experience. The automaker is hoping to head off a big potential doozy that's endemic to hotly anticipated new car debuts: Egregious dealer markups on new F-150 Lightnings. Dealers are being warned against asking for additional deposits or any other presale payments. It also puts in a new "no-sale" provision upon purchase for the customers, to prevent folks from flipping their Lightnings for a quick buck.Extra Deposits The warning memo to the Ford dealers—that was originally screenshot and posted on the F150Gen14.com forum before it was deleted at the request of Ford—is more of a way to protect the brand from negative reviews from customers after much of the debacle from new Bronco sales. That is, customers put up a deposits to reserve their new Ford 4x4s on Ford's site only for franchise dealers to come back and demand more money before they would sell that customer a new Bronco.Ford already has a tool on their franchise dealer agreement under "Paragraph 6(i)" that states: "The Dealer shall conduct dealership operations in a manner that will reflect favorably at all times the reputation of the dealer, other company (Ford) authorized dealers, the company, company products and trademarks and trade names used or claimed by the company or any of its subsidiaries." This includes a provision that the dealer "shall avoid in every way any 'bait,' deceptive, misleading, confusing, or illegal advertising or business practices." Any dealer caught doing this by Ford will have their allocation of F-150 Lightnings "redirected" for the entirety of the 2022 model year.Scalper PreventionA later portion of the Ford memo answers the potential scalper issues seen with many limited products, be it by design or by supply issues. The "No-Sale Provision" laid out by Ford prevents new owners of the 2022 F-150 Lightning from immediately reselling their new truck after getting it from the dealer. Ford said its dealers may add the following paragraph to their closing documents or as a new, standalone document."Purchaser hereby agrees that it will not sell, offer to sell, or otherwise transfer any ownership interest in the vehicle prior to the first anniversary of the date hereof. Purchaser further agrees that seller may seek injunctive relief to prevent the transfer of title of the vehicle or demand payment from purchaser of all value received as consideration for the sale or transfer." In other words, you buy the Lightning, you're stuck with it for a full year from your purchase date. It's a similar solution tried by Ford for the GT supercar, but we also know how that actually worked.However, the one problem Ford didn't address in this letter? Anti-consumer markups. We understand the need for markup due to market demand and that it's a part of the capitalist marketplace. It's the markup of nearly half or even double the price of MSRP is what ruins the dealership experience for consumers and gives the biggest blackeyes to the automakers. This also needs to be curved, but it seems like this isn't a priority for any OEM with a franchise dealership model, at the moment. So prepare to possibly pay more for your Lightning, but not in the form of extra deposits or the like.
bugatti chiron Full OverviewYou need not watch a single Western film to understand the visual metaphor of the hero riding off into the sunset. Once their work is done, the story concludes and they leave the audience behind as the sun sets and the screen fades to black. Sometimes, they ride off slowly, other times they charge off into the unknown. When your story's hero is the 2022 Bugatti Chiron Super Sport, the last of its kind, racing into the sunset at 273 mph is the only way to go.After all, this is as much a goodbye as it is a hello. The Super Sport is a new twist on the Chiron formula that'll keep Bugatti craftspeople busy for years to come, but it's also the end of the line. With the company's controlling stake sold to electric supercar startup Rimac, the Super Sport is not only the last Chiron, but in all likelihood the last purely combustion-powered Bugatti road car (the Chiron-based Bolide coming in 2024 will be a track car only).Following on the heels of the record-breaking Super Sport 300+ and the brand-redefining Pur Sport, you may be tempted to think of the Super Sport as a bit of a letdown, but you'd be wrong. Limited to only 273.4 mph, it's nowhere near as fast as the 304-mph Super Sport 300+; and absent the fixed wing, weight savings, and high-grip tires of the Pur Sport, it's not as corner-focused. What it is, however, is a delicious blending of those two cars.The Most Complete ChironDeveloped with learnings from both the 300+ and the Pur Sport, the Super Sport is the Chiron lineup's tour de force. Where either prior model falls short, be it in top speed or handling, the Super Sport steps in. It may be second best at both in absolute terms, but it's the clear leader as a complete car.You can see the melding of purposes when you look at it. Like the 300+, the Super Sport gets a new rear bumper that extends the bodywork nearly 10 extra inches to allow for both a larger rear diffuser and greater taper in the roofline. The longtail treatment, combined with revisions up front, like a similarly enlarged splitter and EB110 SS-inspired fender vents, gives the Super Sport the aerodynamics it needs for top speed runs.Look closer, or start driving, and you'll find it retains a movable rear wing that doubles as an air brake, because this car isn't just about terminal velocity. Likewise, it wears tires fortified to withstand the extreme forces applied at 273 mph but also made of a stickier compound so they can still handle turns at lower speeds. Behind the Super Sport-exclusive wheels are stiffer rear springs, steering calibrated for extreme speeds, and adjustable dampers controlled by programs lifted from both the 300+ and the Pur Sport and applied as needed.Select Your Mode WiselyThe need is, of course, dictated by the driver. Slip inside and adjust the delightfully weighted and self-righting knob on the steering wheel for the day's work: EB for milling about, Handling for back roads and racetracks (primarily the latter), Autobahn for extended high-speed cruising, and Top Speed, which as always must be double-confirmed by inserting a key into a special switch below the driver's left thigh.Truth be told, the selector knob will get its biggest workout performing its most important function: activating the nose lift system before traversing speed bumps and steep driveways. If the presence of such a device weren't enough to make you nervous about damaging the carbon-fiber nose, bear in mind the car lowers itself even further in Handling mode.Handling mode you can quite honestly save for the track. EB mode (for founder Ettore Bugatti), is exceedingly capable, especially once you slot the shifter over into its Sport mode. So adjusted, the Chiron Super Sport's nature changes. Gone is the shockingly demure boulevard cruiser, replaced with an assertive corner specialist. Higher gears are forsaken, engine revs are forbidden from dropping below 2,500 or so, and the car waits with bated breath for your input—ready to leap in any direction at the slightest indication of your desire.Drive Fast, Drive DelicatelyThat's what's truly marvelous and unexpected about this car: It drives delicately. That's not a phrase you'd ever think to use around a car that carries such intimidating numbers, unless you're talking about the $222,500 paint or the even more expensive bodywork. But no, somehow this 1,578-hp, quad-turbocharged, 16-cylinder, 273-mph car that hits 60 mph in less than 2.5 seconds is putty in your hands.There's absolutely no need to wrestle with this car, no matter how fast you're going. It doesn't need to be forced, it needs to be caressed. Brush the throttle and brake pedals with the toe of your shoe. Hold the wheel by your fingertips and gently guide it through its arc. Flick the paddle shifters as you'd whisk a crumb from your table. Angry, ham-fisted inputs will only make you look like a fool.Counterintuitive as it sounds, the Chiron's massive powerplant—wrapped in an even more massive car—shrinks around you as the road bends. As hard as it is to park, it's inversely easy to drive up a narrow canyon road. The steering is light and incredibly precise, completely unfazed by the absurd amount of engine power sent to the front wheels. The body remains flat through corners like a lighter, smaller supercar, but without the usual flinty ride. The precision of movement in every axis just isn't what you expect from something this large, this heavy, this powerful.If you want giggle-inducing power, it isn't hard to get. Anything more than a kiss of the throttle pedal will get you enormous forward thrust if you have the revs up. Stay in it, and the latest, greatest, and probably last electrically unassisted iteration of Bugatti's fearsome W-16 engine makes peak torque from 2,000 rpm all the way to 7,000 rpm and peak horsepower just 50 rpm shy of its 7,100-rpm redline.What's surprising is that in 2022 this car has the turbo lag of a 40-year-old Porsche 911 Turbo at low rpm. Despite the redesigned impeller wheels in the enlarged turbos and their staggered two-stage engagement, dropping the hammer while trundling around does not result in acceleration to hyperspace. It's several confusing beats until anything special happens, but when the bass drops, it'll chirp all four tires. Commit to it, and the otherworldly surge of acceleration will make even the most jaded Tesla owner giggle. Then, it grabs the next gear, and the 0.3-second dip in boost (yes, Bugatti measured it) is just long enough to make the return to full power feel even more apocryphal.Insanely Dignified PerformanceStay committed for more than a literal few seconds, and you'll be traveling over 100 mph. In less than 10 seconds, the time it takes some brand-new cars to reach freeway speeds, you'll be doing 150 mph. Such a tiny window of time in which to experience this car's potential—and the equally scant windows in traffic and weather that would allow for it—will keep you chasing the dragon the length of your drive and the length of your possession of the car.And while it will chirp all four massive tires simultaneously, that's as out of control as it gets. How street tires can control power like this while simultaneously keeping a coupe that weighs as much as a luxury sedan neutral through corners and stopping all that mass like a track day special is a secret only Michelin knows. The grip, in any direction you ask of it, is simply phenomenal and begs you to test it. The more you do, the more you realize just how massively you've underestimated it.In a world in which incalculably less expensive cars can also accelerate this quickly and in which there are approximately three places on Earth where you could ever hope to visit the far end of the Chiron Super Sport's analog speedometer, the fact this car handles as well as does is what sets it apart. People who only care about being the fastest have already bought up all 30 Super Sport 300+ copies, and those who want their Bugatti to drive like a McLaren with twice the power have bought up all 60 Pur Sports. Those who don't want to have to choose have the Super Sport, which will no doubt be sold out between the time we finish typing this sentence and the time you read it. (Update: It did.)This is not, then, Bugatti going gently into that good night. It is not a whimper, nor is it a disappointment. This is Bugatti raging against the dying of the light in the only way it knows how: with the most dignified 1,578 horsepower the world has ever known.Looks good! More details?2022 Bugatti Chiron Super Sport Specifications BASE PRICE $3,825,000 LAYOUT Mid-engine, AWD, 2-pass, 2-door coupe ENGINE 8.0L/1,578-hp/1,180-lb-ft quad-turbo direct-injected DOHC 64-valve W-16 TRANSMISSION 7-speed twin-clutch auto CURB WEIGHT 4,400 lb (MT est) WHEELBASE 106.7 in L x W x H 188.7 x 80.2 x 47.7 in 0-60 MPH 2.4 sec (mfr est) EPA FUEL ECON 8/11/9 mpg ON SALE Now Show All
If you've ever wanted to get an idea of just how American your truck really is, you'll want to take a look at the American University's Kogod School of Business Made in America Auto Index study. We've gathered the 10 "most American" pickup trucks from this study.Kogod looks at more than just domestic parts content; it examines several areas that have to do with keeping profits and the supply chain in North America. The rankings take into consideration where profits flow to, where the car is actually assembled, the origin of the engine and transmission, and where the body components are assembled. You'll want to note that many "foreign" truck makers have significant American operations—local factories and workers that support a domestic supplier network—and rank quite high on the list. Conversely, some "domestic" trucks don't crack the top ten.Read on to see which American trucks make the cut.
The Mercedes-Benz S-Class has been untouchable, until now. Finally, another flagship sedan stands a chance of intercepting Benz intenders before they default to an S-Class, and that party-crasher sedan is from Mercedes itself. The fully electric EQS aims for the same top end of the market as the S-Class, but does so with a fresher formula than its conventional, almost stagnant counterpart.At the top of the non-AMG EQS range is the EQS580, which keeps up with a Mustang Shelby GT500 in a straight line while suffocating occupants with silence and luxury. But this gas-versus-electricity battle is about more than just numbers and stifling quiet. If you have more than $100,000 for a luxury car that symbolizes wealth and good taste, you're probably going to look for a three-pointed star. Now, there are two choices when you get to the dealer. Both full-size Mercedes four-doors are 2022 Car of the Year finalists, but only one earns a first-place recommendation in this comparison. Which one is it—the gas model, or the new-age EV?Mercedes Luxury, Imagined Very Differently"S580" may literally be a part of the EQS580's name, but the two expensive luxury cars execute six-figure luxury in vastly different ways. The S-Class doesn't stray too far from what's made it a dominating force in its segment. Now available with I-6 and V-8 engines, the S-Class will add a plug-in hybrid model soon for those not ready to plunge into a fully electric future. And thanks to the EQS, loyal Mercedes buyers no longer need to look to the nearly $100,000 Tesla Model S or the spectacular—but barely established—Lucid Air. We're using the term luxury sedan loosely in this comparison; because the EQS580's rear glass lifts with the trunk lid, it's technically a hatchback.Both the S580 V-8 and the EQS580 are far quicker than most owners will expect, yet each car relaxes its occupants with quietness and layer after layer of luxury and technology. Under its long hood, the S580's twin-turbo 4.0-liter V-8 pumps out 496 hp and 516 lb-ft of torque. Acceleration to 60 mph comes in just 4.0 seconds despite an as-tested 4,961-pound curb weight, impressive in most comparisons but not this one.The EQS580 weighs 5,822 pounds, but that heft is propelled by front and rear motors combining for 516 hp and 631 lb-ft. With standard all-wheel drive like the S580, the EQS580 hits 60 mph in only 3.7 seconds (the single-motor, rear-drive EQS450+ model is a bit slower). The Lucid and Tesla are (much) quicker but really, who cares? These are luxury sedans, not dragsters. Numbers aside, the sensation of hushed and near-instant acceleration at any speed is an amusing sensation we enjoy, and it's one the gas-fed S580 can't quite match.Surreal Ride QualityThe S-Class also—shockingly—falls behind in ride quality. The way the EQS580 isolates passengers from what's underneath their feet is simply extraordinary, even when you opt for 22-inch wheels. Compare that with the S580, which delivers a merely decent ride with 21-inch wheels, an experience that improves if you stick with 20s. Still, it's no match for the EQS, and "merely decent ride" is never a phrase we want to use in the same sentence as "S-Class."Four-wheel steering makes both cars more maneuverable at city speeds than you'd expect from four-doors measuring in well over 200 inches in length. Thanks to that technology, the EQS580 has an astoundingly tight 35.8-foot turning radius. We'd recommend considering the option on both cars.The EQS580's light-weighted steering belies its Tahoe-esque curb weight, but don't expect much feel or sports-car-like behavior on a winding road."The EQS580 is a gigantic, electric sofa that moves around under its own power," said deputy editor Alex Stoklosa, encapsulating how the new Mercedes feels.The S580 handles itself better, but you never forget how much car you're hauling around those curves. Unless you're interested in the AMG version of both models, don't expect the EQS and S to beckon you to drive faster.No matter how you drive these dueling flagships, neither is engineered with natural-feeling brakes. The S580's stoppers were described as "mushy," and the more sensitive types out there (hi, Mom and Dad!) may feel the car slow down uncomfortably quickly right before you come to a stop. Brake feel is worse in the EQS. Technical director Frank Markus called the EQS580's brakes "spongy and imprecise." We appreciate the technology behind the brake pedal that moves based on the regenerative braking's rate of deceleration, which is supposed to make the entire system feel more natural as the driver adds their own braking input to slow the EQS to a complete stop. Even so, take it from road test editor Chris Walton: "The soft brake pedal is not confidence inspiring in the least."Comparing Electric to Gas, Mercedes-StyleIf the EQS450+ or EQS580 could match the 406-520-mile Lucid Air in EPA-rated driving range, the scales might tip in the favor of the electric Mercedes. But as it is, the EQS580 can drive for 340 miles before needing a full recharge. Compare that with the S580's 442 miles in the same combined city/highway EPA cycle, or the six-cylinder S500's 530 miles. As good as the S580's V-8 is, our experience with Mercedes' mild hybrid I-6 has been so positive, we'd suggest S-Class intenders try an S500 before signing for an S580.Like most electric cars, the EQS580 can be recharged to from 10 to 80 percent in only 31 minutes, but the S580 can refuel to 100 percent in 5 minutes at utterly common gas stations. The EV's disadvantage is only important on a road trip; everywhere else, the EQS wins in the luxury of convenience. It's hard to beat the convenience of pulling into your driveway, plugging in for the night, and never visiting a gas station again except for pit stops.The S580 is quiet most of the time, but the EQS580's EV powertrain takes things to a higher level. There's nothing like the quiet of an electric car to enhance the sound quality of whatever you're enjoying on the highway. That hushed cabin and slick aerodynamics come at a steep price, however. To achieve a drag coefficient of only 0.20 on the EQS, it feels to us as though Mercedes sacrificed too much in terms of design. We can appreciate a new design direction, but the blob-like EQS leaves a lot to be desired, stylistically. The Tesla Model S and Lucid Air manage similar or better EPA-rated efficiency with superior range and arguably more pleasing design.EQS vs. S: Which Executes the Details Better?Neither the EQS nor the S-Class inspired uniform praise among MotorTrend editors, but it's impossible to miss the premium touches everywhere you look. The interiors attempt to mix luxury with technology in such a way that the latter doesn't overwhelm the former. That's a challenge in the EQS580, whose Hyperscreen combines a 12.3-inch digital instrument cluster with a 17.7-inch central touchscreen and a 12.3-inch touchscreen for the front passenger. Spend a little time with the system and its voice commands, and you'll get used to it. The EQS interior feels airier up front than the S-Class and offers exquisitely designed air vents, but we noticed a couple less-than-premium interior materials in both cars. We also found the front seat controls of the EQS and S-Class harder to use than they've been in previous models with similar controls. One unusual advantage for the EQS: Its hatchback design makes loading cargo easier.You sit higher in the EQS than you do in the S-Class, but the high cowl means some drivers may feel claustrophobic inside, as they have a limited view above the dash. That won't be a deal-breaker for most buyers—there is no such thing as a perfect car—but the back seat of the EQS can't compare to the excellent rear quarters of the S. What you'll notice first: The S-Class has a longer and more comfortable seat cushion. The floor of the EQS is also too high for rear passengers, an oddity necessitated by the floor-mounted battery.Where both cars need urgent attention is—and we're not joking—the exterior door handles. They sleekly emerge from their flush housings on the doors so you can pull them out and open the door. The problem comes with the strength you must muster to open the doors. It's a silly issue to have, but it's real, and we hope a fix is on the way, though in the EQS you can option it with power-opening doors that offer up mechanical assist once the doors are unlatched.A Frustrating ConclusionThe EQS and S-Class earned their way to the finalist round of MotorTrend's 2022 Car of the Year competition, despite naysayers in both camps suggesting the Benzes weren't quite up to par. Some suggested the S-Class had lost its way as a tech leader of the brand, while criticism of our S580 test car's ride quality and brake feel didn't help. The EQS has incredible ride quality and a pleasing sense of heft—exactly what we want in a six-figure luxury car. Even brushing aside its odd brake feel and OK driving range, where the EQS really loses is the rear seat and styling."The EQS is a technological tour de force, and it's an even better sensory deprivation chamber," digital director Erik Johnson said. "It's a masterclass in luxury, and clearly points the way to what cars will eventually be in our [SAE autonomy] Level 4 or Level 5 future, and how the luxury companies like Mercedes intend to set themselves apart. And yet, the cowl is so high that I feel like I'm sitting at the kid's table when I drive it, and it looks like a prescription shoe."Were we comparing E-Class-level cars, this might go a different way. But despite its imperfections, the S-Class provides a good all-around experience without any significant missteps. That's why we're frustrated. We like where Mercedes is headed, but in a segment of cars you want, not need, the EQS can't yet match the mighty S-Class. That legendary nameplate has been continually updated and improved over a half century; we suspect it won't take nearly as long for Mercedes to engineer and design a true S-Class of electric cars.First Place: 2021 Mercedes-Benz S580Pros: Looks expensiveGreat back-seat packagingLonger driving range than EQSCons: Ride quality could be betterEnd-of-travel brake feelFrustrating exterior door handles Verdict: Despite its limitations, this is still the luxury sedan standard-setter, for now.Second Place: 2022 Mercedes-Benz EQSPros: Superb ride qualityQuiet and immediate accelerationHatchback practicalityCons: Knees-high rear seat experienceSpace lozenge stylingEQS580's Hyperscreen may be too much for some Verdict: Intriguing and solid electric luxury sedan from Mercedes let down by a couple tough-to-fix flaws.POWERTRAIN/CHASSIS 2021 Mercedes-Benz S 580 4Matic SPECIFICATIONS 2022 Mercedes-EQ EQS 580 4Matic SPECIFICATIONS DRIVETRAIN LAYOUT Front-engine, AWD Front and rear-motor, AWD ENGINE/MOTOR TYPE Twin-turbo direct-injected DOHC 32-valve 90-degree V-8, alum block/heads Permanent-magnet electric DISPLACEMENT 3,982 cc/243 cu in — COMPRESSION RATIO 10.5:1 — POWER (SAE NET) 496 hp @ 5,500 rpm 516 hp TORQUE (SAE NET) 516 lb-ft @ 2,000 rpm 631 lb-ft REDLINE 6,300 rpm — WEIGHT TO POWER 10.0 lb/hp 11.3 lb/hp TRANSMISSION 9-speed automatic 1-speed automatic AXLE/FINAL-DRIVE RATIO 2.82:1/1.69:1 9.72:1 (front)/9.64 (rear) SUSPENSION, FRONT; REAR Multilink, air springs, adj shocks, anti-roll bar; multilink, air springs, adj shocks, anti-roll bar Multilink, air springs, adj shocks, anti-roll bar; multilink, air springs, adj shocks, anti-roll STEERING RATIO 15.5:1 13.8:1 TURNS LOCK-TO-LOCK 2.0 2.0 BRAKES, F; R 14.5-in vented, drilled disc; 14.1-in vented, drilled disc 14.9-in vented disc; 14.9-in vented disc WHEELS, F;R 8.5 x 21-in; 9.0 x 21-in, cast aluminum 9.5 x 22-in cast aluminum TIRES, F;R 255/35R21 98Y; 285/30R21 100Y Pirelli P Zero MO-S 265/35R22 102H Pirelli P Zero MO-S Elect DIMENSIONS WHEELBASE 126.6 126.4 TRACK, F/R 65.4/66.4 in 65.6/66.2 in LENGTH x WIDTH x HEIGHT 208.2 x 76.9 x 59.2 in 207.3 x 75.8 x 59.6 in TURNING CIRCLE 41.9 ft 35.8 ft CURB WEIGHT (DIST F/R) 4,961 lb (54/46%) 5,822 lb (50/50%) SEATING CAPACITY 5 5 HEADROOM, F/R 42.1/39.4 in 40.4/37.0 in LEGROOM, F/R 41.7/43.8 in 41.7/39.1 in SHOULDER ROOM, F/R 59.6/59.0 in 59.5/57.3 in CARGO VOLUME 12.9 cu ft 22.0 cu ft TEST DATA ACCELERATION TO MPH 0-30 1.6 sec 1.6 sec 0-40 2.3 2.1 0-50 3.1 2.8 0-60 4.0 3.7 0-70 5.2 4.8 0-80 6.5 6.1 0-90 8.1 7.5 0-100 9.9 9.3 PASSING, 45-65 MPH 1.9 1.8 QUARTER MILE 12.5 sec @ 112.9 mph 12.2 sec @ 113.3 mph BRAKING, 60-0 MPH 112 ft 115 ft LATERAL ACCELERATION 0.87 g (avg) 0.88 g (avg) MT FIGURE EIGHT 25.8 sec @ 0.72 g (avg) 25.2 sec @ 0.76 g (avg) TOP-GEAR REVS @ 60 MPH 1,200 rpm Not applicable CONSUMER INFO BASE PRICE $117,350 $119,110 PRICE AS TESTED $143,230 $125,310 AIRBAGS 14: Dual front, f/r side, f/r curtain, rear belt, rear front, driver knee, front pass thigh 10: Dual front, f/r side, f/r curtain, driver knee, rear belt BASIC WARRANTY 4 yrs/50,000 miles 5 yrs/60,000 miles POWERTRAIN WARRANTY 4 yrs/50,000 miles 5 yrs/60,000 miles, 8 yrs/80,000 miles Hybrid/EV battery ROADSIDE ASSISTANCE 4 yrs/50,000 miles 5 yrs/60,000 miles FUEL CAPACITY 22.1 gal 108 kWh Li-Ion EPA CITY/HWY/COMB ECON 17/25/20 mpg To be determined RECOMMENDED FUEL Unleaded premium 240-volt electricity, 480-volt electricity ON SALE Now Fall 2021 Show All
Stellantis, the new brand formed after the merger of Fiat Chrysler Automobiles and PSA Group, is on the verge of transforming itself into a technology and mobility company. And the message is coming through loud and clear. Carlos Tavares, CEO of the company, opened his 2022 CES press conference by saying, "We are reimagining the future of mobility for generations to come as we quickly shift to a tech company, providing our customers with safe, sustainable and affordable mobility solutions."While the transformation will take years, the company has already started outlining its plan. Stellantis' global chief technology officer, Ned Curic, told MotorTrend in an interview the work starts by simplifying. Currently, the big automaker has many different platforms it supports, and focusing on a couple will help lead this new transformation."If you look at traditional tech companies, or new technology companies, they don't have many platforms—maybe one, two, or three—but then there's software to differentiate," he said. "What we have to do is to simplify our technology dramatically."Simplifying the hardware and using the software to differentiate its components will be the starting point in the transformation. Along with creating an immersive cabin experience, Stellantis plans to gain customer satisfaction as it starts to roll out the new technology.Partnering with the right people to help a transformation is key in any industry, but particularly in the automotive sector. Stellantis announced a partnership with tech giant Amazon to use its software to bring over the air updates and use Amazon Web Services (AWS) as its cloud-based technology in Stellantis' future vehicles. Curic, who was vice president of Alexa Automotive at Amazon before moving to Stellantis, said both companies have a similar culture, where the customer comes first."My focus is on the simplification and software and Amazon knows really well how to do that, so we learn from them, they learn from us and it's a good marriage," he said. "We learn from them on the software side of the vehicle, because that's where they do exceptionally well."While it's still unclear what kind of product the customer will be seeing from Amazon in Stellantis' cars, Curic said the Uconnect infotainment system will probably evolve into something else, but customers can expect a more diverse experience. One change where Stellantis will focus on is reducing the digital noise in the cabin, meaning smaller cars will not see screens all over the place."We're trying to be digitally quiet but precise in what customers want to do and remove friction. If you want to subscribe to an application in the vehicle, you should be able to acknowledge it with one tap or voice controls," Curic said.The Chrysler brand will see a turnaround in the next few years as it enters a new era to become Stellantis' first technology brand, but that will quickly replicate to the rest of the group. The new cabin experience with Amazon, dubbed STLA SmartCockpit, will arrive in 2024, and will bring artificial intelligence and cloud solutions to the interior.Transforming into a technology mobility company will not be an easy task, but a future roadmap of the products that it will use in the next eight years will be presented by Tavares on March 1, when the company will announce its plan for 2030.
In the world of Honda building, the Civic and Integra chassis reign supreme in terms of popularity and aftermarket support. But even within the ranks of multiple generations and trim levels, some models just don't get as much attention as others. The second-generation Integra, for example, was a hit with both the mainstream and enthusiast groups when it debuted over 30 years ago. Aspirational for the Civic and CRX crowd, it served as a step up with its 1.8-liter DOHC engine and refined interior chock full of additional amenities and modified versions could be found virtually everywhere. As the third-generation Integra was introduced, the DA chassis took a backseat as parts development and popularity surrounded the newer model and the number of 1990-93 Integra builds dropped considerably.Reliving the Glory YearsThat was then, and lately, early 190s Honda nostalgia is at an all-time high. With those old school vibes comes a renaissance of sorts for the DA chassis. Along with those that have always owned and modified these cars, there is a wave of new and return owners that appreciate the sleek styling and charm of Acura's early '90s, entry-level offering. And for any Honda enthusiast looking for a '90s-era chassis to start on, the "mechanic's special" that Enrique Guerra found on Craigslist four years ago is the stuff of dreams. A 1992 LS model with faded paint and an undiagnosed engine issue that resulted in an asking price of just $500—something Guerra jumped on immediately.Like any older Honda chassis, finding aftermarket support can be tough, while sourcing OEM replacement parts is almost impossible. He adds, "It's been a stressful couple of years sourcing new parts and buying products that will work with the DA chassis, but with the help of social media, close friends, and networking, finding parts became a lot easier."As with most DA chassis owners, the initial plan called for a deep clean and some very basic updates to freshen the car up while maintaining its '90s-era feel. "In the Bay (Area) we have a very diverse car community with a little of everything which influenced the Integra to go through a couple of phases—I eventually ended up going as far as restoring the car completely."JDM x USDMThe restoration portion of the build included a Captiva Blue Pearl respray that covered the entire car, including a set of classic Wings West side skirts and matching rear bumper cap. Every DA build needs JDM one-piece headlights to consider it complete, which Guerra sourced, along with a set of thin side moldings from the Japanese DA model that match the bumper moldings much better with their flatter appearance. Other less obvious parts from overseas included the front fenders and bumper. From there, carbon fiber replacement parts became Guerra's main focus with the build.The requisite carbon fiber Seibon hood and VIS hatch were in order, and matched to a slew of other carbon parts, including a JDP Engineering front lip and rear spoiler, Tracklife Composites bumper ducts, I-Sport side and rear window visors, a custom windshield cowl, and a set of Cactus Composites mirror bases to anchor Imagine Racing side mirrors. Adding even more contrast against the uncommon factory body color are gloss black 16x8 TE37 wheels highlighted by bright orange front and rear Wilwood brake calipers.Modern ReliabilityHaving a personal connection to the 1990-93 Integra chassis, one thing I've noticed time and time again is that many nice-looking DA builds ignore under-hood enhancement - but that's not the case here. The original engine issues that came with the car are ancient history with a B18C1 swap now powering Guerra's LS. Avoiding shaved sheet metal or a tucked wiring loom, the appearance is clean and tidy with an OEM-plus aura. The A/C, power steering, and cruise control are all still intact and operational, while the B-series' weak link ignition system is modernized by way of Hondata's coil-on-plug conversion with a Rywire coil plate and engine harness included. The high-quality wiring is a welcome addition as Guerra notes that the car included some frustrating wiring issues provided by its previous owners, but he was fortunately able to work them out.The OEM-style intake is based on a Comptech Ice Box with a velocity stack that routes outside air to an Integra Type R factory intake tube before feeding a Skunk2 throttle body and Ultra Street intake manifold. Exhaust is routed through a PLM header and Thermal cat-back system and a Vibrant Ultra Quiet resonator was added to control drone. It's not pushing big peak power or running on the ragged edge, but instead offers a huge improvement over the Integra's original output while remaining entirely reliable and doesn't force Guerra to give up any of those create comforts that come in handy on his lengthy drives up and down the California coast.More modern touches were applied to the interior, starting with an S2000 gauge cluster swap and a flocked dash. Just in front of the updated cluster is a Renown Champion HP steering wheel that Guerra fitted with a custom mount for the cruise control buttons. The original seats were pulled for a pair of Corbeau buckets with upholstery that matches perfectly to the suede pillars and headliner.The Parts HunterDuring the build process, Guerra was a regular at local junk yards in search of replacement parts for his Integra as well as offering to help his fellow enthusiast outside of the state or country that might be in search of something he had access to. In addition, he spends his free time coming up with his version of some much-needed Integra replacement parts which he offers through his Ninety93 website with the promise to add more as development continues.Getting his hands on a starter chassis for such a cheap price came with its fair share of issues, as he states, "It needed a lot of attention, but it was definitely fun to build, nonetheless. It pushed me to learn how to do things on my own such as powdercoat and understand what parts work and don't work with the DA chassis, and even quickly trouble shoot anything wrong with the car. The idea behind the build was to have something modern and aggressive with some old school appeal while also steering away from the rest of the other Integra builds you usually see."The tale of the $500 mechanic's special isn't over just yet. "The car still has a long way to go as 2022 rolls in and I have big plans to change the look of the exterior very soon, along with other small things here and there."Car: 1992 Acura Integra LSOwner: Enrique GuerraInstagram: @pincheenriqueEngine GS-R swap; Hasport engine mounts; PLM header; Skunk2 intake manifold, throttle body; ITR intake arm; Comptech Ice Box intake; Thermal R&D cat-back exhaust; Vibrant ultra-quiet resonator; ATI crankshaft pulley; RC 440cc injectors; MPC Motorsports fuel rail; Grams 255lph fuel pump; custom catch can; Rywire Motorsports Electronics engine harness, coil-on-plug plate; Mishimoto aluminum radiator, slim fans, silicone hoses w/heat shrink clamps; G Development titanium hardware; Hondata S300 V3 management, coil-on-plug conversion kitDrivetrain B16 transmission; OEM LSD; Innovative DC2 shift linkage, half shaft, axlesSuspension Megan Racing coilovers; Skunk2 front/rear camber kits; Buddy Club extended ball joints; K-Tuned traction bar; Password:JDM 3-pt. shock tower bar; Hardrace front control arm bushings; ASR rear LCA w/spherical ends, subframe, 24mm sway bar w/spherical end links, trailing arm bushings; G Development titanium hardwareBraking Wilwood DynaPro 6-piston front calipers, rear calipers, 12.9 front/rear rotors, parking brake cables, stainless linesWheels & Tires 16x8 Volk Racing TE37; 225/45 Toyo Proxes R1R; Rays Engineering lug nutsExterior JDP Engineering carbon fiber lip, trunk spoiler; Seibon carbon fiber hood; VIS carbon fiber hatch; Tracklife Composites carbon fiber brake caliper ducts; Cactus Composites side mirror plates; Imagine Racing carbon fiber mirrors; I-Sport carbon fiber window visors, hatch visor; custom carbon fiber wiper cowl; JDM 1-piece headlights, fenders, front bumper, bumper support, thin moldings; Wings West side skirts, rear bumper cover; OEM optional sunroof visorInterior Corbeau seats; flocked dash; S2000 gauge cluster; Renown Champion HP steering wheel w/custom-mounted cruise control; NEXT Miracle X-bar roll bar; Phase2Motoring floor mats; ZOOM Engineering carbon fiber rear view mirror; Cactus Composites carbon shift plate, S2000 cluster bezel; Mugen sport pedals; JDM manual seatbelt conversion, armrest w/cupholder, Gathers optional rear speaker covers; suede headliner, pillars; Optima battery relocated to trunk; custom subwoofer enclosure, Pioneer double-din head unitThank You I just want to thank my old friends who got me into Hondas 10 years ago and to all of the friends I made along the way. Also a huge thanks to Patrick for all of these amazing shots and also all of the big to small companies that support making replacement and performance parts for these very old cars
The mighty rose and fell in the auto industry in 2021. A critical shortage of microchips helped determine winners and losers in U.S. sales for the year more than any other factor. Aberration or not, the surprises are worth noting when companies deemed too-big-to-fail fall off their long-held perches and underdogs ascend to new heights.Business publications have splashed plenty of ink in the annual presentation of final U.S. auto sales as another year came to a close. We won't go all corporate and financial here at MotorTrend but there were some unexpected plot twists that deserve to be pointed out—regardless of any asterisks due to chip shortages.Toyota Topples GM For the First TimeThe biggie: after decades of U.S. sale supremacy, Toyota beat General Motors in 2021. GM sold 2.2 million vehicles, but Toyota had about 114,000 more for a total of 2.3 million.Toyota executives were quick to say the lead is not sustainable. GM will be back on top as chip supplies normalize. The semiconductor shortage hurt all automakers, but some were hit harder than others. GM and Ford were among the more heavily pummeled. Toyota was the poster child for how to—almost—survive the chip crisis.Toyota is no stranger to pinchpoints from key parts shortages. After the 2011 Tōhoku earthquake, Toyota put an early warning system in place to monitor its supply chain. The result is that the inventor of the concept of lean manufacturing and just-in-time delivery became a hoarder. Once warned, the Japanese automaker stockpiled chips and was able to keep building and selling vehicles full steam while the competition was playing whack-a-mole in determining which vehicles took priority in receiving chip rations and which plants faced temporary downtime on any given week.As the shortage stretched out and was exacerbated by a fire at the Renesas Electronics chipmaking plant in Japan, and then COVID-19 outbreaks that forced closure of facilities in southeast Asia that test and package chips, Toyota was finally forced to idle some plants. But in the end, Toyota saw 10 percent sales growth in the U.S. in 2021 while GM saw a 13 percent drop because it lost hundreds of thousands of units of production.Hyundai-Kia Leapfrogs Over HondaHyundai-Kia outsold Honda for the first time, moving up to the fifth spot with almost 1.5 million vehicles sold. That was about 22,500 more than Honda. The two brands under the Hyundai Motor Company umbrella continue to be a juggernaut. This one will be interesting to watch in 2022 because the Korean brands show no signs of slowing down and have impressive vehicles hitting the market.The Hyundai group still has work to do to catch Stellantis at just shy of 1.8 million, or Ford at almost 1.9 million.Ford EVs Coming for TeslaFord, which was considered a bit of an EV laggard until fairly recently, ended 2021 in second place when it comes to U.S. sales of electric vehicles. Credit goes to the new Mustang Mach-E; Ford sold more than 27,000 of the electric crossovers.King of the EV castle continued to be Tesla which had a banner year. How banner we don't know exactly as it the automaker does not break out U.S. sales.General Motors was out of the running in 2021, not because of the chip shortage, but because the Chevrolet Bolt was all but sidelined for much of the year by a recall due to risks of fire from bad cells in its batteries and a recommendation to park outside.Ford Mustang vs. Dodge Challenger vs. Chevy CamaroThe muscle car sales wars are legendary, and we never tire of the jostling, even though their makers don't always give them the love they once received.We have a cool toppling this year. The Dodge Challenger actually stole the title in 2021. The coupe is no spring chicken, and this wasn't a chip shortage win. Credit energetic execs behind the Dodge brand who never say die. Efforts to keep the Challenger fresh led to a 3 percent increase in sales, bringing the total to 54,314 muscle cars sold and the highest full-year share ever at 21 percent of the albeit-small segment. (Dodge Charger also grew market share to a career-best 30 percent, more testament to pixie dust being sprinkled liberally over at Dodge).That pushed the Ford Mustang to second place. A 14 percent drop resulted in a final sales tally of 52,414. For the bronze: the Chevy Camaro saw sales plummet almost 27 percent, netting 21,893 sales. The once-mighty Camaro must be missing its long-time engineer: Al "Mr. Camaro" Oppenheiser, who was reassigned to the GMC Hummer EVs and is busy crabwalking and hurtling 9,000 pounds of SUV from 0-60 in 3.0 seconds. It probably doesn't help that today's Camaro doesn't look all that different from the last one, or the one before that...Big Truck WarsNo surprises here: Ford took the title for best-selling truck in the U.S. for the 45th straight year, selling more than 726,000 F-Series. Ram came second at just under 570,000. The Chevrolet Silverado could get a needed boost from the electric version coming—the Chevy came third in 2021 with almost 520,000 U.S. sales.Who said following auto sales isn't fun?
chevrolet corvette Full OverviewWith its engine moved behind the passenger compartment instead of in front, the 2021 Chevrolet Corvette gains extra storage space where the engine used to be. We find the front trunk, or "frunk" as it's often called, is very useful—at least it was until it stopped opening.There were no warning signs. Out of the blue, the electronic release mechanism just stopped releasing. Whether you pushed the button on the key fob, inside the cabin, or under the headlight, the turn signals would blink in acknowledgment but the hood wouldn't budge. Thankfully, none of our stuff was locked inside.We should note, this isn't the first issue Chevrolet has had with the C8 Corvette's front trunk lid, nor is it a repeat of those past issues. First, the company had an issue with front trunk lids not latching correctly and coming open while driving. Later, it was found the emergency release button inside the front trunk (in case a small person gets trapped inside) might stop working 10 minutes after the car was turned off. Both were corrected by a software recall issued months before our car was built. Ours just plain didn't want to open no matter what button you pushed or whether you were moving or parked.Luckily for us, it happened right around the time the car started asking for its first service appointment. With 8,817 miles on the Corvette's clock, we dropped it off at the local dealer, where we were informed it also had two outstanding recalls in need of correction. The first was a software update to correct an issue with the infotainment screen failing to come on in cold temperatures, an issue we'd only noticed once or twice because Los Angeles never gets that cold. Easy fix, covered under warranty.Neither the front trunk lid nor the other recall, for the fluid reservoir cap on the front lift system, could be fixed that day, unfortunately. The cap was on backorder (apparently, it leaks sometimes, though we never had this issue), and the latch actuator in the front trunk needed to be replaced. That, too, had to be ordered.On the plus side, we did get the first oil change and general service out of the way. Eight quarts of synthetic oil, a new filter, and a billable hour of the tech's time set us back $183.04. The dealer called us back 12 days later when the parts arrived and fixed both the front trunk and the reservoir cap under warranty.Separate from the service, we wore through our first set of tires with 11,589 miles on the clock. With staggered wheel sizes front and rear, the tires aren't all the same price, with the fronts going for $406.99 each and the rears $537.99 apiece. Altogether, a fresh set us back $1,889.96, plus $100 for mounting and balancing by ZipTire.Less than 12,000 miles is a very short life for a modern tire, but there are extenuating circumstances. Some of those miles were on a racetrack, which wore them down more quickly. Before it hit the track, we also put the car in its optional track alignment, which specifies a lot of negative camber, among other things. Greatly preferring how the car drives in track alignment, we elected to leave it that way knowing it would wear the tires out faster.Sure enough, we noticed cords showing on the inner shoulders of the rear tires at 11,589 miles even though there was plenty of tread left on the rest of the tires. Let that be a lesson to you: Check the entire tire for wear, not just the tread in the middle.Wear on the inside shoulders is the price of running negative camber, which tilts the tops of the wheels inward rather than positioning them straight up and down. It's great for grip in turns but bad for tire life. Fun fact: A Formula 1 car is limited to 3.25 degrees of negative camber on the front wheels. The C8's track alignment calls for 3.00 to 3.01 degrees of negative camber in the front. You can see the lean on these wheels. Read More About Our Long-Term 2021 Chevrolet Corvette Z51: The Corvette's ArrivalUpdate 1: The C8 Corvette's Launch Control Is InconsistentUpdate 2: How the Corvette Z51 Was Faster (Once) Around One Track Than a Porsche Cayman GT4Looks good! More details?
VinFast, a fresh startup automaker hailing from Vietnam, is almost ready to start selling vehicles in the U.S. The company announced back in November that it will start U.S. operations with two electric SUVs, and this week used the CES event in Las Vegas to reveal three other electric SUVs, although it isn't yet known whether those also will make it to America.Le Thi Thu Thuy, Global CEO of VinFast, also announced in Las Vegas that her company plans to retire the internal combustion engine (ICE) by the end of this year, focusing all its resources on electric vehicles. Currently, VinFast sells electric and ICE vehicles in Vietnam. The move also caused the company to start a new nomenclature for its vehicles. The VF e35 and VF e36, the two electric SUVs shown at the Los Angeles auto show in November, are dropping their "e" signifiers and are now simply the VF 8 (a two-row midsize SUV) and VF 9 (three-row full-size crossover).While there is no set date for VinFast to start operations in the U.S., the company expects to start selling its vehicles by the end of 2022 and has already announced plans to build a U.S. factory to manufacture batteries (though its location isn't set yet).So, what are the two products VinFast will enter the U.S. market with?VF 8Starting at $41,000, the VF 8 is a five-passenger midsize SUV that's about the size of a Ford Edge. Its styling is sharp, with a wing-like running light that cuts across the nose giving the VF 8 a visually wider stance. Its grille-less front quickly gives away that it's an EV, while its split headlights lend it an upscale look.Details are very scarce, but VinFast says it will deliver 402 hp and 472 lb-ft of torque with a 316-mile range. That last number is based on the European Emission Test Cycle, which means the EPA will rank it well below that. Still, that should be competitive with today's electric crossovers, should the battery deliver. Acceleration to 60 mph will be in the mid-five second range, according to the automaker. No word on the battery or electric motor specs or charging times.VF 9The full-size SUV can transport between six and seven passengers and shares the same powertrain numbers as the VF 8, except it can travel 422 miles and it can get to 60 mph in approximately 6.5 seconds—a hint that it probably has a bigger battery.Like many full-size SUVs, the VF 9 wears boxier styling, but we're particularly thrown off by its C-pillar, as it tries to connect the windows instead of setting them apart. Like the VF 8, the front of the VF 9 has that wing-like daytime running lamp that lights up to give the SUV a futuristic look, but unlike its younger sibling, its headlights are one piece. The air vents on the front fascia help with aerodynamics and cool down the brakes.Both SUVs share a clean interior, with a large screen on the dashboard similar to other EV startups like Tesla or Rivian, and there is no other screen or instrument cluster is in front of the driver. The cars on display at CES were locked, so we can't comment on the cabins' material quality or interior space. The jet-inspired push-button shifter is well integrated into the center console.Although former GM designer David Lyon has been supporting VinFast since 2017, the startup partnered with Pininfarina design studio to craft its models. And, well, we're happy with the way they came out.There are still many questions up in the air. VinFast is talking about a battery lease program where the owner would have to pay a monthly fee to use the battery, but hasn't given details about how that will work, or how much it will cost. The CEO did say that the company will replace the battery for free if its capacity drops below 72 percent and maintenance is included with the monthly fee.How will VinFast sell cars in the U.S? When will it start operations? What are the details underneath the SUVs? Those are all questions still unanswered, though the company is excited to enter the market at some point this year. To get U.S. customers hooked, VinFast is introducing a voucher program to go along the reservations. With a $200 deposit, the customer can get a $3,000 voucher for the VF 8 and a $5,000 voucher for the VF 9, along with an NFT and blockchain technology.We hope to have more answers soon, but in the meantime, you might want to consider getting into the voucher program. The $200 are refundable should you change your mind.
Time and again, the number one complaint we hear about EVs (besides non-existent mandates) is driving range. To some, even a Tesla Model S doesn't have enough range, even though versions of it now top 400 miles on a charge. Even the affordable Chevrolet Bolt gets 259 miles. What mileage would be enough for these naysayers? 500 miles? 600? How about 752 miles without needing a charge?Our Next Energy—stylized as ONE and based out of Novi, Michigan—has achieved just that using a battery the same size as the Tesla Model S P100's battery pack. Dubbed "Gemini," the battery pack employs ONE's own battery management and controls, and it was installed in an otherwise unmodified the Model S.The TripAccording to ONE, its upgraded Tesla Model S tester went on a road trip from its headquarters north up the "Mitten" of Michigan and back, traveling on highways and averaging about a speed of 55 mph. The semi-scientific trip hooked east over through Detroit using I-96 and then followed I-94 west to Ann Arbor before joining with State Route 52 to get back to I-95 and Lansing. Then the team took I-69 to stay on the west side before heading north on State Route 127 and merging with I-75 around Pere Cheney.https://youtu.be/fWj2YCdoc9AThey continued north until they crossed over the Mackinac Bridge to get on State Route 2 for a bit before turning around somewhere close to Brevort. This time, they merged back with I-75 and stayed with it, going through Gaylord, close to Bay City, through Saginaw and Flint before arriving back at their Novi headquarters. The entire trip was 752 miles without needing to stop to recharge the Gemini battery and a total discharge rate of C/10, or about a 20 kW rate. (The drivers, of course, needed and took breaks.) According to ONE, the battery hovered at around 32 degrees and required no active cooling for the entire (apparently cold-weather) drive.Dyno EvaluationThe eye-popping driving distance wasn't enough, however. After arriving back at ONE headquarters, the team put the Gemini-equipped Model S on a charger at a rate of 1C, or about a 200 kW charge rate. For now, that's all that has been tested and ONE has not tried a higher rate than that. Once at full capacity, the Model S was driven to a third party dyno facility, where it was put through a simulated 20 percent Urban Dynamometer Driving Schedule (UDDS) and Highway Fuel Economy Test (HWFET) drive cycles and 80 percent driving at a constant 55 mph. While observing roughly the same Wh per mile consumption, the dyno test was able to achieve 882 miles of range—only a 17 percent difference over what they saw during their real world drive.No Exotic MaterialsThe Gemini isn't some wild idea battery using unobtainum minerals, nor is it some unusual chemistry. We asked Mujeeb Ijaz, president and CEO of ONE, what the battery was made of. "The production intent Gemini battery will be LFP (Lithium Iron Phosphate, also known as LiFePo4) for the traction battery portion," he said, "and a new cell ONE is designing for the range extender without cobalt, nickel, and graphite." We also asked about the weight of the cells and how many they were able to fit in the Model S, however, Ijaz stated that the cells were still experimental, but, "We had a total of 203.7 kWh at a system level."The standard P100 pack is roughly 103.9 kWh, so they were able to double the capacity without needing a larger space and without much of a weight penalty, either, and that is the goal. "The ONE Gemini battery aims to eliminate range as a barrier to electric vehicle adoption by doubling the available energy on board in the same package space," said Ijaz. He and ONE feel that the current solution of adding more chargers just isn't entirely feasible, especially if you need to stop every 150 miles with smaller battery packs.Market ExpectancyWhile the ONE Gemini battery isn't quite ready for market now, it's not far off. Ijaz said that ONE will have a production sample ready by 2023 with production of their Gemini battery pack by 2026. An exact cost of the Gemini hasn't been released yet, either, but ONE expects it to initially cost the same as current nickel-cobalt based lithium batteries. If all of this can be accomplished and put into production, the Gemini solves another portion of the "EV problem" detractors scream about, as well: the mining of cobalt.We'll still need lithium, but new recycling techniques have proven to be able to extract that from current batteries with a reduction of wastewater and the energy needed for its extraction, eliminating or, at the very least, reducing the need to mine for new lithium deposits. ONE also said that it is "currently developing a proprietary range-extender cell, which deletes the graphite materials used in conventional anodes and contributing to a significant reduction in cost." It's also working on a new cathode material that "can be sourced at less than $0.46/lbs versus conventional batteries at around $10/lbs." Just more proof that owning an EV won't be as expensive or even as "environmentally unfriendly" as EV haters like to portray it.
General Motors created big hype at CES 2022 with the unveiling of the 2024 Chevrolet Silverado EV, its most affordable full-size electric pickup truck yet. But equally key was the announcement that a $30,000 electric Chevrolet Equinox crossover and a larger electric Chevrolet Blazer SUV are coming in 2023.The trio of high-profile Chevy vehicles were among the initiatives outlined by General Motors Chair and CEO Mary Barra as part of her virtual keynote address at CES 2022. Barra delivered her address virtually from the Fox Theater in Detroit. She used the stage to show the new electric Chevy Silverado (and a new Trail Boss off-road variant) and add that GM will be introducing electric heavy-duty vehicles as well by 2025.Electric 2024 Chevrolet Equinox Due Fall 2023But back to that 2024 Chevy Equinox EV, which will go on sale in the fall of 2023. Launching with both fleet and retail versions, the electric Equinox will be several notches less boring than the gas-fed model on sale today. The first released images show a crossover that is more sleek and modern than a conventional Equinox, with more dramatically sculpted sides.We know there will be at least two trim levels: LT and RS. One image shows a two-tone red and black interior (obviously the RS) and enough screens to cover almost two-thirds of the dash. Another image shows a silver interior with a more conservative silver and black color exterior scheme, with more body-color elements on the nose than the aggressive RS.The Equinox EV was designed to offer an affordable, high-volume electric vehicle for the Chevy brand as GM attempts to offer EVs in all segments and price points.Electric Blazer Will Be Shown This YearBefore the Equinox arrives, the 2024 Chevrolet Blazer EV will go on sale in the spring of 2023. Barra did not offer a visual preview of the Blazer, though at least at this juncture we're wondering how daring GM's designers will get with that model, given how saucy the Equinox EV looks. In Chevy's lineup today the Blazer (pictured above)is far sportier and overtly Camaro-inspired relative to the conventional, fairly conservative Equinox; should that hierarchy hold with these EV versions, buckle in the for the electric Blazer.Even though the Blazer will come sooner, GM has provided few details. We are promised it will debut later this year and will be priced right—which is key given the conventional Blazer suffered from a high sticker price that deterred some buyers who were otherwise attracted to its muscular good looks.Ultium Platform for AllThe new electric vehicles will use GM's Ultium EV platform created in 2020 and which powers the 2022 GMC Hummer EV electric pickup now on sale.Still to come are electric versions of the Silverado and GMC Sierra pickups and a number of SUVs including the 2024 GMC Hummer EV SUV, the 2023 Cadillac Lyriq mid-size SUV, the Equinox and Blazer, and crossovers planned for the Buick brand.Cadillac will also have the Celestiq flagship limo-like sedan with a hatch instead of a trunk.Ultra Cruise Coming on CelestiqThe handbuilt Cadillac Celestiq will be among the first vehicles to be equipped with UItra Cruise, which offers door-to-door hands-free driving, Barra said. Ultra Cruise goes into production in 2023 and can handle the driving with no input in about 95 percent of driving scenarios, Barra says. Soon it will be OK for use on all paved roads in the U.S. and Canada.Ultra Cruise is the next level up from Super Cruise, GM's highway hands-free driving technology. Super Cruise will be available on 22 models by 2023 as the automaker continues to roll it out across all lineups. Super Cruise has been enhanced to provide more functions such as automated lane changes.GM says it will be the first company to use Qualcomm Technologies' SnapDragon Ride Platform for advanced driver assistance technology that incorporates software developed inhouse by GM. "Co-developed by GM and Qualcomm for Ultra Cruise, the new computer architecture will have the processing capability of several hundred personal computers but is only about the size of two laptops placed on top of one another," GM says.BrightDrop Orders Adding UpOn the commercial vehicle side, GM's new BrightDrop division announced further orders by FedEx and a sourcing agreement with Walmart to supply the BrightDrop EV600 electric delivery van and add the smaller EV410 when it goes into production in early 2023.After an initial order of 500 vans, FedEx is adding 2,000 more over the next few years and negotiating another 20,000 in the years to follow. BrightDrop is also working with FedEx to meet the needs for a larger 1,000-cubic-foot van in the future. Under the naming formula already established, it could be the EV1000.Walmart announced it will add a fleet of 5,000 BrightDrop vans, starting in 2023, to expand its InHome delivery service. Walmart also uses Cruise for autonomous deliveries.Barra said GM still aims to deliver its first personal autonomous vehicle as soon as mid-decade.GM, Honda and Cruise are working to test and validate the Cruise Origin self-driving rideshare vehicle that is on track for commercialization in coming months.This is the second year that GM has used CES to outline a wide swath of plans and ideas centered on a future of electric and autonomous mobility.