Last year, GM and its OnStar subsidiary entered into a settlement with the FTC, prohibiting them from sharing some kinds of driver data with third parties. The settlement was finalized this January. That agreement banned the two companies from sharing geolocation data or driver behavior data for five years. At the time, GM also discontinued Smart Driver across its entire range.

Now the automaker has reached terms with the District of Columbia and 35 states after their attorneys general joined together to sue GM as well.

Read full article

Comments

Nissan has a new version of its bestselling Rogue SUV, and it’s launching the model here with the latest version of its e-Power hybrid system, which Ars tested in February. Most hybrid cars you can buy today are parallel hybrids, which means that they have an internal combustion engine and an electric motor, both of which drive some or all of the wheels—everything works in parallel. But there’s another approach. Instead of connecting the engine to the wheels via a transmission, it can act as a generator and charge the traction battery, which in turn powers the electric motor. Since the engine and motor work in series, this is known as a series hybrid.

That’s mostly how the Chevrolet Volt worked. As does Honda’s hybrid CR-V. Well, mostly; engineers worked out it was more efficient for those cars' gasoline engines to directly drive the wheels at highway speeds, something that to this day makes a certain subset of hybrid car enthusiasts irrationally angry. If you know anyone like that in your life, send them to wherever the nearest Nissan dealership is, because the 2027 Rogue Hybrid is exactly what they’ve been asking for.

Series hybrids

Under the hood, with its crisp shut line and slim horizontal lights that give me something of a Range Rover vibe, there’s a 1.5 L, three-cylinder turbocharged direct-injection engine that generates 148 hp (110 kW). It only revs to 5,200 rpm because it’s optimized to charge the battery, not cope with the various loads of an engine connected to a gearbox and the wheels. That also allows the engine to operate at a rather impressive 42 percent thermal efficiency—we would need to look at Formula 1 engines to find higher.

Read full article

Comments

Designed and debuted during a time of greater EV optimism, the Escalade is Cadillac’s statement that swapping out a V8 for a pair of powerful electric motors is no compromise to its ambitions, even if the brand’s future will now include a mix of electric and combustion cars beyond 2030. It shares a battery pack and much else with other full-size GM EVs we’ve tested: the Chevrolet Silverado EV, the GMC Sierra EV, and of course the divisive Hummer EVs. And like those trucks and SUVs, the Escalade is large and heavy—just small enough to fit into a standard parking space, with a curb weight sufficient to push it into the Class 3 truck category.

So, the side mirrors are flat, and there’s no formal EPA range—Cadillac says it achieves 460 miles (740 km) on the EPA test cycle—but there are plenty of airbags, even though the 9,046 lb (4,103 kg) curb weight does not require them. Yes, you did read that right, it does weigh 4 tons. And yes, the electric Escalade does weigh a third more than the last gas-powered one we tested.

Read full article

Comments

It’s typical: You wait a decade for a cheap electric truck, and then two come along almost at once. And they’re two radically different products from two radically different automakers that I think will reveal a few preferences from the EV-buying public. One is the Blank Slate, from a brand new startup offering a bare-bones two-door that capitalizes on features the Internet says it wants, like no onboard modem, no touchscreens, and no infotainment system.

The other is the result of one of Detroit’s big three taking a long, hard look at Chinese EVs and asking itself, “How do we make a car that cheap?” Although the Ford Fathom will cost $5,000 more than a Slate, that money does buy an extra pair of doors, modern conveniences like an infotainment system, CarPlay, electric windows, and a vast dealership network to service the car. That may be helpful given how many recalls Ford issues each year.

Read full article

Comments

AUSTIN, Texas—Formula 1 returned to US shores this weekend with its annual visit to the Circuit of the Americas in Austin, Texas. Once in danger of falling off the calendar due to lack of interest, it’s now one of the most popular tracks on the calendar and, of the US’s three races, it's the one the real fans mostly attend.

Unlike Miami or Las Vegas, which race on temporary street circuits, COTA is a permanent race track with plenty of run-off areas instead of concrete walls. Designed by motorcycle racer Kevin Schwanz—Herman Tilke’s company did only the buildings and infrastructure, contrary to popular belief—the track combines a mix of corner speeds with challenging turn sequences, a few heavy braking zones, and plenty of elevation changes.

It’s a place Ars knows rather intimately by now. We’ve driven it in everything from an Audi TT-S to a Corvette ZR1 to a bicycle, and that’s just in the real world. Over the years, we’ve been there for F1 to learn about how the sport puts together its broadcasts, how Pirelli designs its tires, and how various tech partners help teams manage their data and strategies. We even saw the race through a neophyte’s eyes. And that’s just F1—we’ve logged many hours there with the World Endurance Championship and IMSA for the Lone Star Le Mans races in sweaty September.

Read full article

Comments

Five days after the spectacle, made possible by compressed-gas thrusters developed by Musk’s SpaceX, he revealed the companies were exploring a merger that could accelerate his push into autonomous driving.

At stake is more than a technological race. Car groups, already grappling with growing Chinese competition, are seeking to move beyond a business model centered on vehicle sales towards one that also generates recurring revenues from software and AI-powered services.

Read full article

Comments

When we first drove BMW’s first Neue Klasse model, the iX3, it quickly revealed that BMW knows how to make a good electric vehicle. A clean-sheet design, it featured the automaker’s sixth-generation electric powertrain, a completely reimagined dashboard, and powerful computers to run the whole show. Now, much of that technology is being ported over to the larger X5 line.

But BMW knows not all its customers are ready to go electric, especially in the US, so it’s sticking with its powertrain-agnostic CLAR platform, as used in cars as diverse as the large 7 Series and the new gasoline 3 Series. Which means in addition to the all-electric iX5, there are also mild hybrid and plug-in hybrid X5s available, and in time, even a hydrogen-powered option. For now, as I’ll explain, I think the EV is the pick of the bunch.

Pick your power

The most conventional option is the X5 40 xDrive, powered by a 3.0 L turbocharged inline six-cylinder engine that generates 394 hp (294 kW) and 428 lb-ft (580 Nm). The 48 V mild hybrid system can contribute a decent slug of torque (148 lb-ft/200 Nm) if necessary, and the engine operates under the Miller cycle for better efficiency, as well as featuring the usual BMW engine technology, like variable valve timing. Expect around 26 mpg (9 L/100 km) from this powertrain and a full-to-empty range of 569 miles (915 km).

Read full article

Comments

It’s easy to criticize US automakers and their tepid approach to electric vehicles under the current administration and the expiration of the EV tax credit. It’s also easy to look at the rest of the world's embrace of EVs and wonder if the US is entering a “Malaise 2.0” era. Which is why GM wants the world to know that it is still focused on its end goals of electrification, autonomy, and improving vehicle quality while reducing development time.

At this year’s GM Forward event, company executives announced that its hands-off, eyes-off Super Cruise technology will expand across the lineup and be available on nearly every vehicle. This will include the pickup trucks and the crossovers, and not just the Escalade IQ that it was announced for last year.

Sterling Anderson, GM’s head of product, said the company is testing this technology to the tune of 1 million miles (1.6 million km) a month in both the virtual and real world. The goal is that not only would the vehicle be able to take you places, but it could go and do things for you.

Read full article

Comments

Automotive revenues were $20.6 billion, a 3 percent decrease year over year. Perhaps more troubling is the decline in revenue from solar panels and storage batteries—this line of business had been growing, but for Q3 revenue fell 16 percent year over year to $2.9 billion. Services and other revenues, though, which include parts and Supercharger use, grew by a third to $4.6 billion.

But the company—like the rest of us—has seen its expenses go up. Operating expenses rose by 39 percent to $4.8 billion, dropping the company’s operating margin to just 2.6 percent; in Q3 2025, Tesla’s margin was 5.8 percent. Net profit fell to $787 million, down 43 percent year over year. What’s more, capital expenditures were up by 110 percent to $4.7 billion, and free cash flow was down 62 percent to $1.5 billion.

Read full article

Comments

"Do I think it would be a good idea? Yes," Musk said of a potential merger. He was speaking during a question-and-answer period as part of SpaceX's third-quarter earnings call. Musk said, ultimately, it not his decision. "But at the end of the day the shareholders have to be supportive of this."

Musk's talk of a merger comes after a busy year in which SpaceX already acquired Musk's artificial intelligence firm, xAI, in February. In June, SpaceX went public with the largest initial public offering on record.

Read full article

Comments

A thousand years later, someone else invented the wheel—and the chariot—and humanity was ready to roll. Now, about five millennia since that first horseback ride, equestrianism is mostly a leisure activity, and we drive cars, propelled by motors with more power than an entire herd of beasts could muster.

Acceleration, top speed, and lap times are the usual ways we quantify that performance, and performance electric vehicles are currently in an arms race to see which one can hit 60 mph in the least amount of time. But measuring a car’s performance is easy—all you need is a stopwatch and a track. How about measuring the effect of car performance on the driver? That’s a question Polestar is trying to answer with researchers at the University of Oxford.

Read full article

Comments

Last week, in a former Tesla store staffed by some former Tesla employees, Slate opened its first showroom. Located in the Fulton Market District just northwest of the Chicago Loop, the Slate Experience Center is a place for would-be buyers to poke around a prototype, check out customization options, buy some Slate merch, and even preorder a new Slate Truck with a $300 deposit.

Designed for the American obsession with pickup trucks, the Slate Truck is a bare-bones electric pickup truck retailing for $24,950. It sports plastic panels, a minimalist interior design sensibility, actual window winders, and a projected range of 205 miles. Ars went for a ride in a Slate Truck over the summer, but we haven't had a chance to shop for one. So I stopped by the Slate Experience Center so I could, er, experience the Slate.

Read full article

Comments

The new Roadster, we’re told, will be unlike anything else, although the angular, wedge-shaped styling owes more than a little to Giorgetto Giugiaro’s original Lotus Esprit—Musk is known to own a James Bond prop car—as well as the more recent Lamborghini Gallardo. At the rear are four giant exhaust pipes; these do not signal Tesla’s sudden embrace of hydrocarbons beyond those emitted by private aviation.

Rather, it’s where 100,000 psi jets of compressed nitrogen shoot out. It’s early in the morning and the Federal Motor Vehicle Safety Statutes are dense reading, so I am yet to find the section where it explains how and when it’s legal to use such a thing on the road.

Read full article

Comments

Things have been tough for the German automaker of late. Just three years ago its profit margin was the envy of the industry at 18 percent; last year it collapsed to just 1 percent. It has recovered a little since then, and Porsche’s board has a plan to get back to double-digit margins by 2035, called “Sportwagenschmiede '35,” which involves prioritizing “value over volume,” with greater individualization for customers—and the associated higher selling prices that come with it.

“We are pursuing a clear plan with our strategy Sportwagenschmiede '35. The ultimate goal is to further strengthen our unique sports car brand–across all model lines and with new, highly desirable models in particularly high-margin segments,” said Porsche Chairman Michael Leiters.

Read full article

Comments

The rising tide that has been the Drive to Survive effect has lifted more boats in motorsport than simply Formula 1’s. Sportscar racing is enjoying its own surge in popularity internationally at races like Le Mans in France, but also in North America in IMSA’s WeatherTech Sportscar Championship. For one thing, multi-hour, multi-class racing lends itself better to the age of streaming and second screens than it did linear broadcast TV, and fans are taking advantage of that: IMSA’s audience grew by more than a third domestically and almost a quarter internationally last year.

Having some of the coolest-looking cars racing today certainly helps, whether that’s the (mostly) hybrid prototypes or the GTs, racing versions of road-going cars from Porsche, Ferrari, and others. And it definitely helps that fan access at the races is virtually unmatched, with open paddocks and grid walks that now see huge crowds get up close to the cars just before the start of each race.

“I think we're just scratching the surface,” said IMSA President John Doonan. “I think besides the people that are here on the ground, the people watching, people engaging with us on social media, I'm seeing the passion come out more. Just on the grid walk, these fans coming up and being so excited to be here.” The series has certainly been making an effort, among other things getting local high school students exposed to the industry and starting a partnership to train more mechanics with ASE.

Read full article

Comments

But the news out of Paris, where its auto show held media day yesterday, seems like we stepped back into a time when automakers would debut new cars aplenty. That retro vibe extends to the cars themselves, with plenty of familiar nameplates reimagined.

France’s Renault has a long and glorious history of delightful concept cars, and more on what it brought to Paris later. But the star of the show was arguably Stellantis, with strong work from Citroen, Peugeot, and Fiat, to name but three. But this article is meant to irritate you, because I’m pretty sure none of the stuff you’re seeing here will come to the United States. And it’s doubly irritating considering what Stellantis’ brands do offer us over here, doubling down on the same malign trends I saw back in 2020: did you know they’re about to relaunch a V8 Hellcat-powered Charger?

Read full article

Comments

Showers for the sprint

In Malaysia (which was still technically the Bahrain GP), a pre-race downpour disrupted things mightily. On Saturday morning in Singapore, shortly before the start of the sprint, it seemed history was about to rhyme when the skies opened. With standing water in places on the track, the sprint was delayed by 30 minutes. The sprint format, where a short extra race replaces a practice session a day before the main event, is unloved by the drivers and teams. For one thing, there’s little prestige in winning Saturday’s sprint. And with qualifying just a few hours later, risk-taking is discouraged lest one wreck the car and ruin Sunday’s race a day early.

And in Singapore, like most street circuits, the proximity of the unyielding barriers that line the track means there are real, punishing consequences for getting it even a little wrong.

Read full article

Comments

Dropping the numerical and adopting the moniker of VW’s big seller is a statement. “The Tiguan is our best-selling model worldwide, and the ID.4 and ID.5 are among our most successful electric cars. The ID. Tiguan brings these two success stories together,” said Thomas Schäfer, CEO of the VW brand.

VW was an early pioneer of using flexible vehicle architectures to create a multitude of bodystyles and sizes with common parts, and its transition into building EVs hasn’t changed that. The ID. Tiguan uses an updated version of the company’s mass-market EV platform, now called MEB+, with either 58 kWh or 77 kWh battery packs. The smaller pack is only available with a 187 hp (140 kW) rear electric motor, but the 77 kWh battery can be had with either a 281 hp (210 kW) rear-wheel drive powertrain or as a 295 hp (220 kW) all-wheel drive version. Range is up to 373 miles (600 km), at least according to the European WLTP test.

Read full article

Comments

“Today’s standards do not allow automakers to deploy the latest safety-improving lighting technologies, so we are bringing key experts and stakeholders together to modernize our standards and address potential causes of glare,” the National Highway Traffic Safety Administration's Jonathan Morrison said. “This collaborative approach will allow us to update outdated regulations, foster innovation, and keep everyone on our roads safer.”

While it is fair to be skeptical of the government's efforts to streamline bureaucracy, it is also fair to say US headlight regulations really could use an update.

Read full article

Comments

The Type 01 is the first model to arrive from Jaguar’s rebirth. The British carmaker was an early entrant to the modern EV market with the 2017 I-Pace, which was fun to drive even if it was too small inside and perhaps completely unreliable. An all-electric sedan was supposed to be next, but a year from the showroom, it was abruptly canceled, leaving the automaker with nothing to sell as old models like the F-Pace ceased production.

Instead, Jaguar got to work on an all-new electric vehicle platform called JEA, which will underpin an all-electric product line. An elevated ownership experience and a starting price of about double the brand’s previous $60,000 entry point was the idea, Jaguar boss Rawdon Glover told me in 2024. Then last year the brand started teasing its relaunch, and everyone got upset. Things got even worse when the first images of the slab-sided and pastel-shaded Type 00 coupe concept leaked.

Read full article

Comments