Tag Archives: BEVs

Buying an EV might be the most talked-about subject in car ownership of the past several years. We have a whole features section dedicated to explaining the darn things. And it makes sense: Between automakers introducing new models seemingly every day, legislation pushing hard for a zero-emission future, and all corners of society weighing in across the greater internet, it’ll definitely be a high-up heading in history books that describe the early 2020s.

When it comes to how we transport ourselves around our vast planet, there’s a lot to be excited for in EV ownership, as well as growing EV ownership across the greater populace. Then, there may be some preconceived notions about EVs that should be addressed. 

But there are still some actual downsides that we certainly can’t overlook. So let’s discuss it all: here are five myths about EVs, debunked, as well as five actual downsides. Depending on how these affect your own lifestyle could either sway you towards EV ownership or keep you away. What’s most important, however, is to have the knowledge to make the right choice. Let’s get into it.

Myth: EVs take too long to charge

Let’s start the list off with an easy one. Or, tricky one, depending on how you look at it. There are basically three charging levels that affect charging speed: Level 1 (120V), Level 2 (240V), and Level 3, also known as DC-fast charging. The higher the level, the faster the charge, and the exact charging speed varies quite a bit depending on each EV’s factory specifications—some charge at Level 2 faster than others, some make full use of a DC-fast charger’s rates while others don’t—so comparing and contrasting these on your list of potential EV purchases is important.

But let’s focus on DC-fast charging, as that’s what guarantees the quickest charging time. So far, technology’s achieved the ability to charge at as many as 350 kW, which, if fully taken advantage of, could add 200 miles of range to a modern EV in as little as 15 minutes. 

Key part of that claim: If fully taken advantage of—DC-fast charging is limited by the vehicle’s own charging system. If its maximum charging rate is 100 kW, that’s the ceiling—energy is flowing at less than a third of the charging station’s capability, so it’ll take longer than a quarter of an hour. We’ll discuss more about this in a future, separate post, but 100 kW is generally considered low for modern EVs as most charge at 200 kW or more. As technology progresses, the floor will rise, and we may soon reach a point where 15 minutes is considered awfully long.

Then, if 15 to 30 minutes for charging seems like a long time, it doesn’t necessarily have to have a major impact on one’s lifestyle. With new charging stations cropping up all over, it could be a matter of regaining a couple days’ worth of range while paying a visit to the grocery store or running any other normal, everyday errand.

Myth: EVs don’t have enough range to cover my daily travel

According to the Department of Transportation, most American households travel under 100 miles per day. Most EVs can go at least 200 miles in between charging, with more and more exceeding 300 miles hitting dealership lots what seems like every month—it’s easier than ever to accommodate EV ownership into one’s daily life.

If your household doesn’t have charging at home, such as in an apartment or house without the appropriate electrical service, making some changes to your daily schedule may not be that bad. Sure, anyone who doesn’t have at-home charging will be faced with an “Oh shoot, I’ve only got 20 miles of range left and need way more than that for tomorrow” type of scenario, but a little preparation could go a long way.

Myth: EVs aren’t fun to drive

As an avowed performance driving and motorsports enthusiast, it’s indeed quite hard to beat an internal combustion engine with an entertaining torque curve and awesome soundtrack. 

But here’s the thing: Almost all EVs have their weight down low in the chassis and in between the front and rear axles, which bodes quite well for overall handling dynamics. Electric motors produce instant torque, too, so they’re inherently quite fast off the line and fun to wring out in many different scenarios. These make ripping around in EVs quite fun indeed.

Then, manufacturers are coming up with clever ways to simulate conventional drivetrains and the driving characteristics that they can achieve, such as the 2024 Audi SQ8 e-tron being driftable. Or, utilizing regen to simulate downshifts. Then, Hyundai utilizing a fake soundtrack in its Ioniq 5 N may sound cheesy, but you can’t fault the brand’s willingness to try—I bet it’s more fun than you think.

Myth: EV manufacturing negates the positive environmental impacts of driving an EV

This one is a little complicated, and everyone loves to quote Jeremy Clarkson’s bit about the Toyota Prius from, like, 15 years ago. And yes, modern mining and shipping practices made battery production bad. Like, really bad. From excess emissions and fumes to the copious use of water in places that, uh, didn’t quite have a lot to begin with. But technology’s made good headway since then. Only way to go is up, right?

While the manufacturing of EV components—particularly the battery—does have its own greenhouse gas emissions (GHG) to factor in, the EPA details that between the lifecycle of an ICE car and an EV with at least 300 miles of battery range, the former has far higher GHG emissions.

We’ll save the geopolitical aspects of mining rare earth metals for electric motor production for another post. Generally, meaningful progress has been made in reducing these, such as manufacturers pivoting away from certain rare metals, as well as sourcing the other main ingredient, lithium, from domestic sources. Heck, one of our planet’s possibly largest lithium reserves is just a bit east of San Diego.

Myth: Charging EVs will put too much stress on America’s power grid

This is definitely a valid concern. But it’s important to keep in mind—once again, according to the EPA—that charging can happen at off-peak hours at home. Meaning, you’ve just gotten home for the night and plugged in your Fiat 500e to your home’s 240V service to charge overnight.

Not only that, but the EPA even sources Scientific American to say that California’s more than one million EVs account for less than one percent of the grid’s load during peak energy hours. Our nation’s energy grid is constantly being upgraded, too, so hopefully, energy blackouts will become a thing of the past if the government is smart about it (so far, it seems like it’s generally on the right track).

In short, while the details of this point can be a bit complicated, the answer is yes, EVs will be just fine on the American power grid, and industry employees are optimistic about their capabilities to ensure that.

Downside: EVs aren’t the funnest to drive

This is certainly subjective, but I know I’m not alone: EVs are fun to hoon around, but they still don’t hold a candle to an ICE vehicle. Especially if its engine is sporting some enthusiastic tuning, forced induction or not.

I won’t wax poetic too hard, but there truly is something special about the theatrical soundtrack of internal combustion in fun scenarios, such as a fun, curvy road or ripping laps on the track. Or, launching it off the line when the conditions are right. I mean, it’s one of the main reasons why I got into this industry, as well as why my list of next cars is chock-full of vivacious, big-smile-inducing sports cars.

It’s really cool that automakers are starting to synthesize some of this and integrate it into EVs, but they sure have a long way to go.

Downside: Charging infrastructure can really suck

If charging infrastructure just isn’t all that great where you live, and you aren’t able to charge at home, it may indeed be a good idea to pass on EV ownership until it improves. It’s more important to safely and reliably transport you and/or your family, get to and from work, go about your daily life, etc. than stretch your schedule and work a little too hard to make EV ownership work. It’s all about balance, and sacrificing what you deem to be too much will only make life more inconvenient in the end.

It’s tough for many folks just dealing with a lengthy commute to and from work every day. Why tack on an additional 15 minutes to an hour—assuming there’s an open, functioning charger waiting for you—when all you want to do is not be in a car anymore?

Charging infrastructure can suck in other ways, too, like broken/out-of-order chargers, inconsiderate jerks hogging charging spots when they aren’t charging, dealing with, like, twenty different charging companies’ apps, and more.

Downside: EVs are heavy

This is a byproduct of our current lithium battery technology, and it doesn’t bode well for handling, tire wear, brake wear, and our poor crumbling infrastructure. As well as our parking garages. It doesn’t help that SUVs and trucks are very much en vogue, either.

Hopefully, as battery technology progresses, this quickly becomes a thing of the past. Go, solid-state, go!

Downside: EVs are still expensive

According to Kelley Blue Book by way of Cox Automotive, the average new car price is right around $48,000, which is awfully expensive. Combine that with US News and World Reports’ reporting that EVs are on average $12,000 higher in price than their ICE counterparts, and things aren’t looking great for greater EV affordability.

But thanks to various federal, state, and local tax incentives for both new and used models, the price starts to tumble a tad.

In addition to some upfront relief, technology is always evolving, and technology-heavy EVs are no exception; As new tech becomes more and more common, prices will go down. Especially when it comes to the cost of manufacturing batteries. Then, we have to keep in mind that EVs’ running costs are overall cheaper, which helps ease financial pain after any initial sticker shock.

Downside: What about OBD II?

OBD II (not ODB II, which you could say is actually YDB) stands for Onboard Diagnostics II, the standardized system used by all automakers to help troubleshoot a vehicle’s issues. Meaning, the check engine light comes on, you use an OBD II scanner to see why, and the ECU tells you a diagnostic trouble code (DTC)—or a massive list of ‘em—to help you pinpoint what’s wrong.

Currently, not all EVs possess a system like OBD II; after all, according to this story over at Ars Technica, a lot of the reason why it was originally developed was to monitor and reduce tailpipe emissions, which EVs don’t have. Still, onboard diagnostics cover a lot more than that, and a new system dubbed Advanced Clean Cars II by the California Air Resources Board (CARB) will require a new standardized system for EVs, PHEVs, and hydrogen-fueled cars by 2026, which could end up being adopted at the federal level.

Pun very much intended, there are positives and negatives to battery-powered car ownership. While some may require a little (or a lot) of adaptation, one thing’s for certain: As EV technology moves forth, the myths will be more extinguished from our greater society’s psyche, and some (or all) of the downsides will no longer be downsides.

Hello again! No need for the triple-shot espresso and the phonebook-sized notepad, as today’s chapter of EVs Explained will be far more straightforward – I hope. Today’s field trip is through the ascending levels of autonomous driving and what goes into these purported self-driving cars. Let’s talk about what really defines each level of vehicle autonomy, what tech goes into them, and what examples of modern cars use such new-age technology.

Love or hate it, we’re entering a bold new world of strong independent vehicles that “don’t need no damn human,” and we’re peeking at what makes them tick. Or rather drive. 

Not so autonomous, not always electric.

Disclaimers before we kick off this first segment!

Take the use of “self-driving” and “autonomous cars” with a grain of salt, and treat them as umbrella terms. Oftentimes, such words just describe safety assists that aid in hustling you from Point A to Point B safely and conveniently. Many instances of what are considered levels of vehicle autonomy aren’t all that autonomous but more like watchful eyes, with the ratio of human-to-machine intervention shifting as we climb the ladder and add copious amounts of gadgets. 

Also, note that autonomous driving doesn’t solely encompass EVs. In fact, much of the tech used in self-driving cars debuted in ICE cars. But it’s becoming the more prominent medium through which automakers unveil these crown achievements because nothing says future more than everything-by-wire, spaceship noises, and range anxiety. 

Level 1: Driver assistance

The first stage in achieving autonomy is clearing that Level 1 hurdle, defined as semi-autonomous driver assistance that merely shares control with the driver and only to a mild extent. The electronic doo-dads exist as extra hands on deck, but you are still the ship’s captain. They’re helpers, guides, and advisors but ultimately cannot take full command. Examples include adaptive cruise control, parallel park, lane keep assist, and other useful gizmos along those lines, typically things that function off relatively basic camera and sensor-based systems.

Such gadgets have become commonplace in ordinary econoboxes over the past several years. For example, my dad’s mid-trim 2017 Toyota Tacoma had lane keep and adaptive cruise. And to be honest, they worked pretty damn well! Today, brands like Toyota and Subaru pride themselves on standard or easily available Level 1 systems like Safety Sense and Eyesight, respectively. More than a sales pitch, these systems are rapidly entering normality, now touted in just about anything, from top-shelf Mercedes and BMWs to Ford Mustangs and Subaru BRZs

Level 2: Partial automation

The next step sees improved competence with acceleration, steering, and braking based on integrated safety systems. Level 2 cars can follow lanes, come to complete stops, and accelerate to fairly lofty highway speeds. As such, Level 2 is informally dubbed a “hands-free” system. However, it’s important to know you shouldn’t take that literally, and company disclaimers will advise that drivers keep their hands on the wheel or at least be ready to resume control like a responsible adult. For instance, although the Acura Integra Type-S and MDX Type-S I previously sampled were not Level 2 cars, they did have self-lane-centering tech that almost felt as though the car could drive itself, but it’d always flash a warning at the driver every several seconds or so to return your hands to the wheel.

Oftentimes, these systems won’t take highway exits or traverse parking garages on your behalf, although some cars may be programmed to try some of those actions under your supervision. Many will at least initiate lane changes to pass slower traffic, which is kind of them. Helping guide Level 2 cars is a task that can call upon an assortment of visual cameras, radars, and other sensors to help navigate.

By SAE and NHTSA standards, Tesla’s Autopilot is a prime example of Level 2, as is GM Super Cruise and Ford BlueCruise. Cars such as the F-150 Lightning made BlueCruise famous following that truck’s expansive media coverage, as did the Cadillac CT6, Escalade, and Chevrolet Silverado for Super Cruise. Both Detroit-born systems have exponentially enhanced steering, braking, and adaptive cruise abilities beyond plain adaptive cruise control, arguably trumping Tesla Autopilot thanks to the added use of lidar, a.k.a. laser-based ranging, and GPS data. However, Tesla’s Navigate on Autopilot (a feature of Enhanced Autopilot but not Full Self-Driving) isn’t as restricted and can be activated in many off-highway locations, far outside the reach of Ford and GM, even taking highway exits should the system find it feasible at the moment.

However, engineers place parameters to encourage driver intervention in the name of occupant safety and avoiding lawsuits. That first point is totally more important to the corporate suits, by the way. Such parameters often include geofencing and cameras that trace your head and eye positions to determine driver attentiveness. 

Or, when all else fails, they can just blame it on you. Sounds like my parents.

Level 3: Conditional automation

Behold the goalpost where many automakers strive to land, but only a few have hit the mark. NHTSA defines Level 3 as real self-driving, the point where the driving aid systems can take complete control of the vehicle. This fabled new height in technology expands upon the car’s newfound ability to steer, brake, and accelerate but does so across more environments and with more liberty, theoretically allowing these cars to embark on complete journeys independently. Of course, “independently” for Level 3 still means laying watchful eyes and being ready to shut down any robot-uprising nonsense.

Although many debate the true abilities of Tesla’s Full-Self Driving, I argue it could be touted as Level 3 autonomy, expanding heavily upon Autopilot. It certainly scoots from place to place, even if it has a taste for mortal blood, and tends to sail into its fellow machines from time to time. But alas, as of late December of 2023, it’s not SAE-certified as such. Being the first certified Level 3 autonomous cars in any U.S. state is an honor bestowed to the Mercedes-Benz S-Class and EQS and their Drive Pilot system, even if it’s only in limited locations.

Impressive! But once again, I iterate that automakers necessitate driver overwatch, and the mighty Three-Pointed Star is no exception, even after earning its Good Noodle Star over its peers.

Level 4: High automation

Careful, Icarus. Now we’re really flying high.

NHTSA defines Level 4 as a system where the car can command all aspects of driving to a point where human intervention is not always necessitated. The overarching Achilles’ heel connecting Level 4 to Level 2 and Level 3 is that they’re all limited to operating within certain boundaries, unable to drive on all roads or in all weather conditions without human backup. A Level 4 system can be geofenced or kept from activating in certain situations akin to lower-tier systems such as Super Cruise or BlueCruise, but it stands taller with greater control and refinement.

In essence, it can do more within a larger playpen and even correct mistakes without our help instead of self-canceling. That latter point is a major differentiator and why some companies opt to dive straight into Level 4 development rather than work on Level 3.

So those pesky Germans may have beaten Elon’s fleet to Level 3 certification. But certainly, Level 4 is in the bag. Or so they’d think. Or so anyone would think, as Level 4 stands as the next big power play, with no current production cars certified for such technology. However, there being no certified vehicles doesn’t mean they’re not testing. And with all the work automakers put in to barely attain Level 2 and Level 3 certs, they’re being quite frank in saying it’d be a while until they set anything in stone. Mercedes claims the technology is “doable” by 2030, and Hyundai is currently testing Level 4 with Ioniq 5 mules.

Technically, if we’re counting any company and not just legacy automakers, Google’s Waymo project, now partnered with Uber, operates off what’s technically Level 4 autonomy. Their vehicles have been testing and operating as robo taxis in select cities for some time, seeing their fair share of successes and disasters in the process.

Level 5: Full automation

‘Tis the king of the hill that all auto manufacturers strive for, the stuff of video game fever dreams and sci-fi movie fantasies. Queue our inner Doug DeMuro voice.

“THIS… is a true, fully self-driving car. “

Level 5 is defined as full automation or, as NHTSA paraphrases, “–system drives, you ride.” Here lies uninhibited vehicle autonomy with the most liberal use of self-driving functions, intended to be the ultimate riding experience for occupants. Manual controls are redundant, and driver attention monitors are banished to irrelevancy. The lack of restrictions, such as geofencing, separates Level 5 from the overprotective mom, called Level 4. This highest tier of autonomous vehicles leaves the nest to achieve true self-driving in nearly any condition and on any road. Human intervention is no longer necessary.

As you can imagine, nothing outside of Cyberpunk or Watch Dogs is certified as Level 5 autonomous, and reaching this realm will take a great deal of testing, refinement, and failsafe after failsafe. Those sci-fi visions of cars navigating gridlock without steering wheels or pedals are utopian examples of what a Level 5 car can be, and programming such cars to properly respond to every little variable in real-world driving will be a hell of a feat. But an engineer can dream. And should technology press on at the rate it’s going, it’s not a far-fetched delusion to believe Level 5 will be within our grasp. But I’ll give it until 2077. 

Gather our eggs into one robo taxi.

Let’s take it from the top. Or rather, the bottom.

Level 1 is just boujee driver assistance. It’s a fairly basic and common system nowadays, imbuing many new cars with helpful nannies, including parking assist, adaptive cruise, lane keeping, and more. To learn more, please pester your local Toyota salesman. No, seriously. 

Level 2 refers to additional driver assistance by way of enhanced control over acceleration, braking, and steering. Not unrestricted, but it can take a huge load off your commute when under your watch. Many major car companies have introduced or have started introducing such systems, with Tesla’s Autopilot perhaps being the most famous (or infamous) of them all.

Level 3 equates to conditional automation, meaning the car can control itself to an even greater extent. Highway traversing or some urban jaunts are a non-issue for Level 3, so long as the driver is always at the ready to take back the helm when needed. Few cars taut Level 3, and even fewer are SAE-certified for it. 

Level 4 cars can almost care for themselves within reason and operate under a fairly strict set of parameters and in select environments. As such, drivers are optional but unnecessary, but manual control is always there as a safety net. Manufacturer testers and robo-taxi companies are currently fielding such tech.

Level 5 stands as the magnum opus autonomous vehicle engineers seek to create, a fully self-driving car with no limitations as to where it can go, completely writing the driver out of the equation. 

It makes your head spin to think how far we’ve come, huh? From parking sensors to self-driving taxis parading the streets of major cities. Yes, as I’m sure you can infer by my subtle jabs, there’s no denying this is highly controversial and dangerous tech and certainly an injury lawyer’s dream come true. And sure, some manufacturers are far better at testing than others. But it’s admirable how all strive to tame this riveting new frontier, the stuff of childhood curiosity. The skepticism it sparked is well-deserved, but witnessing how this technology evolves as we lean deeper into the automotive industry’s most polarizing era incites just as much excitement.

General Motors made the controversial decision to stop offering Apple CarPlay and Android Auto in new EVs, but it might be second-guessing that call now. Just as the first 2024 Chevrolet Blazer EVs started hitting the streets, well-documented troubles with the SUV’s software have led the automaker to issue a stop-sale while it develops a fix.

Chevy announced the stop-sale last Friday, with the automaker’s VP of global quality, Scott Bell, telling Automotive News, “We’re aware that a limited number of our customers have experienced software-related quality issues with their Blazer EV. Customer satisfaction is our priority, and as such, we will take a brief pause on new deliveries.”

Blazer EV owners will be contacted and can get a software update from a dealer to fix the problem. The problems first came to light through two publications’ experiences with the SUV, in which a journalist was stranded at a rural charging station. Edmunds published its account of long-term testing of the EV, noting that it had 23 problems with the vehicle. It said the Blazer EV had “the single longest list of major faults we at Edmunds have ever seen on a new car.”

GM’s decision to cut the massively popular phone interfaces was surprising but not entirely unexpected. Automakers have been salivating over the opportunity to charge subscription fees and generate revenue from in-vehicle technology interfaces, and its move to an in-house system would give it more control over that process. It will be interesting to see if GM sticks to its plan, however, as a vast number – 80% by Apple’s account – of new car buyers demand the features. Turning off buyers to generate a few dollars from a heated seat subscription seems like the wrong call, but here we are. 

Surprise! The rules around federal EV tax credits are changing again, but this time, they make a little more sense despite there being even more churn in the eligibility of some models. Buyers will be able to apply the up to $7,500 federal tax credit at the point of sale in 2024, rather than waiting until year’s end to see the benefit. More than 7,000 dealers have signed up to dole out the benefits, but that’s only a fraction of the number of franchised dealerships in the country.

There are almost 17,000 dealers in the U.S., so there’s a lot of ground left to cover. It likely won’t be easy going, either, as thousands of dealers penned a letter to President Biden last month, asking him to pump the brakes on issuing new EV regulations. Some state dealer associations are actively working against local regulation changes, with some creating elaborate anti-EV campaigns.

Dealers have to register with the IRS to issue the credits, but registration has only been open since November 1, so there’s still time for more to sign on. The changes could make buying a new EV significantly less expensive. New EVs are eligible for up to $7,500, and used models can net a $4,000 credit, but the rules have become stricter on which vehicles qualify.

General Motors is one automaker that will be affected by the new rules in January, as two of its latest models are expected to temporarily lose credits due to component sourcing locations. The automaker plans to correct the issue and requalify the Cadillac Lyriq and Chevrolet Blazer EV, saying that it expects to have them back into compliance early in 2024. 

To say Tesla’s driver assistance features are polarizing would be a massive understatement. The company has been under investigation by the National Highway Traffic Safety Administration (NHTSA) since 2016 because so many people died that there’s a whole website dedicated to tracking fatalities. Cool! Now, literally one day after the LA Times reported that the DMV is taking Tesla to court over the alleged false advertising of its limited autonomous capabilities as “Full-Self Driving,” nearly every vehicle it’s sold in the U.S. is being recalled.

All Tesla models equipped with Autosteer are affected by the recall, including the 2012-2023 Model S, 2017-2023 Model 3, 2016-2023 Model X, and 2020-2023 Model Y.  The feature is supposed to assist with steering by detecting lane markers and other vehicles, but the recall states that it doesn’t have the proper safeguards in place to prevent misuse.

“In certain circumstances when Autosteer is engaged, the prominence and scope of the feature’s controls may not be sufficient to prevent driver misuse of the SAE Level 2 advanced driver-assistance feature.” For reference, Level 2 systems provide steering and brake/acceleration support but require driver attentiveness and a readiness to take control at any time. Adaptive cruise control with lane centering is considered a Level 2 system, which is where most automakers have landed with the tech for now.

Tesla will issue an over-the-air software update to remedy the issue and said that owners will start seeing the update after December 12, while some models won’t get the fix until later on. The automaker said it had received nine warranty claims related to the issue. Still, the NHTSA’s investigation opened in late 2021 to examine eleven crashes involving stationary first responder vehicles and Teslas with Autopilot engaged.

While this recall should improve the safety of Tesla’s semi-autonomous driving systems, the fact remains that calling something “Autopilot” or “Full Self-Driving” is almost sure to cause confusion. Neither system can functionally drive the vehicle without a human’s supervision and input, and we’re still years away from anything even slightly resembling a self-driving car. 

As I watch YouTube videos and catch up on my emails, traffic flows around me on the 10 freeway headed east toward Downtown Los Angeles. Eventually, I look up – yep, still bumper to bumper with no hope of respite. I send a few texts, then glance around at the drivers stuck next to me, most driving every bit as distracted as me. If a CHP officer passed, they’d be breaking the law. Not me, though, because I’m behind the wheel of an all-electric EQS equipped with Mercedes-Benz’s new Drive Pilot system.

Mercedes recently brought a fleet of cars out to LA hoping to show media the industry’s latest and greatest in the inevitable, yet sluggish, crawl toward self-driving vehicles on public roads. Benz also brought a team of engineers along to answer any questions we might come up with while testing the first and only Level 3 system approved for use in the United States — and yes, there were many questions worth asking and answering.

What’s the difference between Level 1, 2, and 3 autonomous driving?

Before I let a German robot pilot me around the universe’s main hub for rush-hour traffic, I spent some time giving myself a quick primer on what exactly the autonomous driving levels 1 through 5 actually mean. And the differences bear repeating to fully comprehend Mercedes-Benz’s achievement as the first automaker to earn official Level 3 approval (at least in California, but more on that later). 

Mercedes-Benz: learn more at CarGurus

Levels 1 and 2 are already commonplace: Level 1 is either adaptive cruise control or lane keep assist programs that still require a human driver’s hand on the wheel while Level 2 is able to take on multiple functions of steering, acceleration, and braking with a human’s oversight still present. Tesla’s Autopilot and GM’s Super Cruise, for example, qualify as Level 2 autonomy — though systems that can manage a lane change are now sometimes called Level 2+.

Level 3 ups the ante into a realm much nearer to true autonomous driving, albeit bounded by very tightly defined scenarios. On paper, Mercedes-Benz calls Drive Pilot “SAE Level 3 conditionally automated driving” to satisfy the requisite legalese. In short, that means the system will only work on some roads, at some speeds, and within frameworks that clearly delineate risk management and liability for the system hardware, software, and programming.

To an extent, Level 4 remains somewhat theoretical, taking the onus off the driver entirely and letting the car intervene in every scenario. A human can still override in the case of emergency, though — think robotaxis and delivery shuttles undergoing tests across the planet for the past few years. Level 4 only exists currently in certain parking garages in Germany, which are very controlled environments, to say the least. 

Level 5, meanwhile, is the full dreamboat, with no driver required and possibly not even steering wheels or pedals in the vehicle. We’re talking full robotic overlords — a new world order that will likely require separate roads with no humans to throw off the synchronized dance too much.

To clarify, the technology to enable Level 5 autonomy already exists. While Tesla led the charge (pun fully intended) toward Level 2, Elon Musk’s vision was limited (literally) by using only video-based analysis of road conditions. Level 3 so far requires more detection hardware, in Mercedes-Benz’s case a combination of stereo multipurpose camera angles to simulate three-dimensional vision, along with long-range radar that scans the road and environment using electromagnetic waves, and long-range lidar that scans with swiveling laser beams at various heights. The combined radar, lidar, video, and even audio (to detect far-off emergency sirens) includes many hardware redundancies to prevent a single failure from bricking the system or causing potential gaps in analysis that might lead to an accident.

Which Mercedes-Benz models come equipped with Drive Pilot?

Benz’s backups and redundancies run the gamut, from two separate electric steering motors to double ECUs, a rear camera dedicated to emergency vehicle overtaking, microphones inside the cabin, a new antenna for satellite positioning accurate to one centimeter, maps that take into consideration continental shift over time, and even a road moisture sensor that detects the sound of water within the front wheel arches. Model year 2024 EQS and S-Class cars will be available with the suite beginning in early 2024 — surprisingly, at no additional cost upfront.

Mercedes EQS: learn more at CarGurus

Actually using the hardware requires committing to a subscription of $2,500 per year, though, and only customers in California and Nevada get the option because Drive Pilot is only approved in those two states. To achieve that certification, Mercedes-Benz mapped out over 100,000 miles of testing in California within what engineers called Drive Pilot’s “operational design domain” (ODD), which means on freeways where stop-and-go traffic is common. Challenges included teaching the computer to recognize lane stripes versus reflective dots, mapping GPS locations for multi-level freeways, and sorting out the proper use of carpool lanes. 

The California Highway Patrol actually worked closely with Mercedes to develop the system and even requested a potentially novel turquoise light visible outside cars using Level 3 programs so that emergency responders can identify what they’re dealing with more easily. Nevada, on the other hand, only required self-certification (because of course, it’s Nevada).

Drive Pilot’s ODD requires speeds below 40 miles per hour, clear lane markings, not too much road curvature, clear weather and lighting conditions, and a high-definition map to be available in the system’s memory. Mercedes declined to confirm exactly how many miles within California and Nevada the system currently covers, though, presumably because the stat will pale in comparison to Autopilot or Super Cruise.

How to use Drive Pilot

Many fewer miles might sound less than ideal in headlines, but Drive Pilot theoretically delivers an entirely different level of capability. So how well does it work? I got assigned an EQS at random, with a quiet, knowledgeable engineer in the passenger seat. First, we watched a mandatory educational video on the large center console screen, which all customers will need to complete before being allowed to activate Drive Pilot. Then I purposefully drove us into rush-hour traffic headed towards Downtown LA from Santa Monica — exactly what I try to avoid on a Friday afternoon. As soon as we hopped on the 10, we hit a bumper-to-bumper jam. Perfect!

The EQS immediately recognized the situation and blue lights above the two buttons on the steering wheel lit up. The gauge cluster also prompted the fact that Drive Pilot was now available. I touched the button and slowly felt the steering wheel begin to shift underhand. Hesitant, of course, I hovered for a few seconds to make sure everything stayed hunky-dory. Then I laughed.

After all, at this point, we’re not too far removed from the Level 2 systems I’m used to testing. But for those, I can usually count to only 10 seconds before the cars start dinging for me to give the steering wheel a nudge with my hand and fake like I’m paying attention. Not so here. Time to mess with robots, then.

Trusting the ghost in the machine

First, I picked up my iPhone to see exactly how distracted Mercedes believes is too distracted. No problem, until I essentially buried my face in the phone to the point that the infrared eye-tracking system could no longer detect my eyes for an extended period. Ding ding, time to take over driving again. After a few seconds with my hands on the wheel, the blue lights illuminated again and I ceded control back to the car again.

Next, I reclined the EQS’s sumptuous seat, which reps had earlier said would cue a warning. Not so, I found, until my eyes once again lost sight of the infrared camera’s viewing angle. Once more I straightened out with my hands on the wheel and activated Drive Pilot. This time around, I put on sunglasses — which the Lexus RX500h I tested earlier this year struggled with during even Level 2 driving. Not the case here.

Finally, I started fiddling with YouTube and pulled up some rally racing videos as a proper distraction. Not only did the Dolby Atmos sound system blast those banshee engines screaming past, but I could click around and fully absorb in finding good vids without Drive Pilot fretting. All the while, the EQS kept a comfortable following distance from the car ahead of me and I even noticed the car almost imperceptibly shifting over in the lane a few times when motorcycles came up from behind while lane-splitting — a uniquely Californian concern for autonomous driving software.

I never pushed the limit much past 30 seconds of dinging, but Mercedes-Benz reps explained that should I have been completely derelict in my duties, videos playing on the center console would have frozen, a yellow message would have lit up, red lights and acoustic warnings would have increased, and then the seatbelt would have jerked for 10 seconds. In the off chance a driver still remains unresponsive, the car will then slow to a standstill while staying in its lane and, assuming a medical issue may be underway, turns the hazard lights on, calls emergency response automatically, and unlocks the doors.

Staying in the lane is a critical point here. But so is the top speed of 40 miles per hour (or 60 kilometers per hour in Germany, where Drive Pilot began customer sales earlier in 2023). If traffic clears up enough for the car to exceed that speed, Mercedes-Benz’s Level 2+ system can initiate, with lane keep and adaptive cruise activated and lane changes allowed up to 85 miles per hour.

Other than the physical hardware and computing power to analyze the data from all those sensors and cameras, Level 3 also requires human programmers to finetune the way Drive Pilot interacts with a human driver. And I found myself almost concerned by how quickly I developed confidence in the Level 3 system. Dropping back down to only Level 2, on the other hand, requires a bit of a mindset shift that needs to be very clearly delineated for the driver — and Benz nailed that transition, too. 

We’ve come a long way from Level 1 and 2 autonomy, largely because of the smoothness by which Drive Pilot steers and manages speed. No lurching or sudden braking, no ping-ponging off lines or cracks in the road, no random freakouts in my hour-plus of driving (or riding, I suppose, would be more accurate). I only drove the EQS, though, and no S-Class. Theoretically, an EV might be better for modulating speed and braking.

Theory in practice… and liability

You might have noticed my frequent use of the word “theoretically” to describe many of Drive Pilot’s capabilities. But this is the real world, and autonomous driving theory is now being enacted in real life. I went into this day of testing with Isaac Asimov on my mind, ready to apply the three rules of robotics to the best of my abilities. But Mercedes-Benz clearly designed Drive Pilot’s Level 3 ODD to reduce liability the best it could.

The Mercedes reps I spoke with declined to share any stats about how Drive Pilot’s debut in Germany has performed, other than to say that no major incidents have occurred so far. But we don’t even know how many customers shelled out that annual fee this year. Still, I brought up the classic conundrum: What if the Drive Pilot needs to make a split-second decision between hitting a pregnant mother or two children? 

Highly unlikely on the 10 freeway, was the answer, though I’ve seen stranger things — like when I was testing Super Cruise in a GMC Hummer EV and an E90 BMW came crawling across traffic at a full right angle. Super Cruise balked in that scenario and forced me to a full ABS stop in a 9,000-pound brick. Would Drive Pilot pick up the E90 on lidar or radar earlier and response quickly enough? I don’t know, but I do know that the EQS would not leave its lane to miss the BMW in that scenario. The ODD wouldn’t let it.

More realistically, imagine a motorcycle cuts into the lane without signaling and brakes hard. Driving 40 miles per hour, would Drive Pilot slam on the brakes and risk being hit by a hypothetical semi truck following too closely behind? Probably, because that would put liability on the semi-truck driver even if the resultant accident would be more damaging than swerving into the side of an SUV in the next lane while avoiding the motorcyclist.

But therein lies the big question: liability. Even if Drive Pilot was truly programmed with liability in mind, who exactly makes the final determination of liability in the case of an accident becomes a critical question. 

The liability question fits into the definitions of Level 2 and 3, to an extent: In Level 2, the driver is responsible but for Level 3, the vehicle is responsible. As long as the driver uses a Level 3 system as intended — which does require keeping the car well maintained so that all the hardware and software can operate as intended — then if the system fails, Benz is on the hook.

I asked whether Drive Pilot records the passenger compartment video to make sure that drivers didn’t cause problems. Apparently not. Next, I can’t help but wonder whether insurance companies will be happy sorting out the blame game when robots and massive multinational conglomerate legal teams get into the mix. Sure, California and Nevada (well, Nevada sort of) legally approved Level 3 in such strict scenarios, but we all know how these things play out when big money enters the picture.

For Benz, the next step for Drive Pilot will involve ramping up to 80 miles per hour in Level 3, exponentially increasing the following and stopping distances. Therefore video, radar, and lidar range are required. But then the system will work for real road-tripping, rather than requiring a step back down into Level 2+ (even if Level 2+ works quite well, too).

For me, the most important question only came to mind after the fact. I’m competitive with the robots that will one day take over my driving duties, so I need to know: In an EQS, does Drive Pilot improve EV range versus a smooth, conscientious human driver? Answering that question will require much more testing, but for now, the future of autonomous driving is here — in an admittedly limited, yet still very impressive, capacity.

Toyota is serious about EVs. It announced an $8 billion cash injection into the North Carolina battery plant. This comes after the 2021 $1.29 billion investment in the new Liberty plant, bringing the total investment to $13.9 billion. It will create around 5,000 new jobs and be an economic boost for the area. However, this timeline and location are not surprising at all.

On October 4th, Toyota announced its partnership with LG Energy Solution to supply EV batteries. This multi-pronged approach is motivated by material and skills shortages already brought to light by the Toyota Bz4x and Cadillac Lyriq production issues. Although, you could pick a legacy automaker from the hat, and you won’t find one without EV production issues. Toyota know it cannot afford to stumble in the transition to BEVs and PHEVs.

The plan is to add eight BEV/PHEV battery production lines to the two previously announced. Four of these will support hybrid battery production. Another two will support BEVs. The North Carolina battery plant will operate by 2025 (without delays) and will be Toyota’s first automotive battery plant globally.

This additional investment comes off the back of the Treasury Department’s Inflation Reduction Act announcement that the government will not give EV tax credits to vehicles manufactured outside of the U.S. 

The big bet on North Carolina

Piedmont, which supplies Tesla with Australian lithium, will also provide LG Chem with Spodumene (raw lithium) for the next four years. Additionally, it will supply more processed lithium hydroxide from an under-construction North Carolina processing plant. It even plans to mine lithium from a Spodumene-tin deposit in the state.

So it’s almost as if Toyota did its research before even thinking about constructing the North Carolina battery plant!

The Japan Mobility Show is back! After a four-year hiatus in the wake of that dastardly pandemic, the show formerly known as the Tokyo Motor Show is now at the forefront of Japanese mobility, rather than purely focusing on automobiles.

But at Acceleramota, we are here for the car concepts. And even though there has been a steady stream of PHEVs in 2023, the Japan Mobility Show always brings funky concepts. There also seems to be a focus on driving pleasure from many companies this time around, which the South Korean boys across the pond seem to be focused on too, cough, cough Ioniq 5 N.

Obviously, the future of the automobile is electric. Almost every vehicle this time around includes some sort of EV powertrain and with the amount of EV tax credits being thrown around, they better be!

Nissan Hyper Force EV

Hyper Force! The name is straight out of No Game No Life into reality at the Japan Mobility Show. Nissan certainly brought its A-game with this all-electric, cyberpunk-esque sports car. Beneath the surface is a (theoretical) solid-state battery and an advanced form of Nissan’s e-4ORCE all-wheel control technology. And oh yeah, the Hyper Force has a high-strength carbon-fiber body and plasma-actuated active aero. So you can actually use the supposed 1,341 horsepower on track.

Nissan isn’t trying to hide that the Hyper Force EV is a successor to the GT-R. I mean, it used current GT-R badging (just for the Japan Mobility Show), and it has R and GT drive modes. Although it’s just a concept for now, most of the more tangible and conventional tech and design features will make it past the Japan Mobility Show.

If none of that piques your interest, Nissan brought the cockpit to life together with Polyphony Digital, the team behind Gran Turismo. When in R mode, you’ll see red ambient lighting and side screens with track data. GT mode gives you the iconic blue lighting, and Gran Turismo-inspired A/C and suspension settings graphics.

Mazda Iconic SP

Rotary is back, baby! Under the core pursuit of the “Joy of Driving,” Mazda unveiled the Iconic SP at the Japan Mobility Show. 

It uses a two-rotor engine and an EV system powered by batteries. The two-rotor system can be powered by hydrogen or other carbon-neutral fuels, and the electric motors by a conventional EV battery. This center-mounted powertrain allows for a high power output combined with a near-perfect 50:50 weight distribution. Even Mazda’s proposed specs are quite impressive, as seen below.

Overall length x width x height	164.5 × 72.8 × 45.3 in
Wheelbase	101.9 in
Power-weight ratio	8.7 lbs/hp, 3.9 kg/hp
Horsepower	364 hp
Weight	3,196 lbs, 1,450 kg

It’s a looker too! The Iconic SP is painted in a new vivid Mazda color, Viola Red, which is lighter and brighter than the current Mazda hallmark, Soul Red. Other exterior features include the usual sharp Mazda front headlights, a swooping Miata-like silhouette, and double crescent rear lights. Safe to say, Mazda killed it at the Japan Mobility Show.

Mitsubishi D:X Concept

No, it’s not a new Yu-Gi-Oh! game, it’s Mitsubishi’s return to the Delica brand at the Japan Mobility Show. Dubbed the Delica of the future, the D:X is a futuristic electric crossover MPV. 

A design embodying “Maximum Space and Safety for Humans, Maximum Off-Roader for Boundaryless Adventure”

Mitsubishi Motors

For maximum spaciousness, it’s got a Delica-style side window and a front windshield that wraps around to the bottom, making the hood area see-through. A minimalist exterior design is not revolutionary. But some distinct Mitsubishi T-shaped front and rear laser lights give it some much-needed character in an ocean of boring EUVs. Front, side, and rear skid protection adds to the rugged feel and protects the copper paint when you’re out glamping.

Of course, the D:X also has a plug-in hybrid EV powertrain. You can use the hybrid mode for long trips and the EV mode when driving daily. A reinforced rib-bone monobox used in the Delica D:5 also makes its return.

Inside, the D:X has a minimalist tan leather accented cabin plus six old-school swivel fabric seats. A smaller addition is the 3D Yamaha sound system, which should make Oktoberfest trips a blast. Really, there’s a lot to like about Mitsubishi’s appearance at the Japan Mobility show and the future of the company.

Toyota Electric Land Cruiser Se

Toyota’s full-size SUV is back in electric form. The Land Cruiser Se uses a monocoque body construction rather than the previous body-on-frame for a quieter BEV experience. It also improves on-road handling with a bit of sacrifice on the durability end.  Toyota also plans to manufacture the Land Cruiser Se along with other EVs in the U.S. with LG supplying the EV batteries.

The most radical changes are on the outside though with distinct Land Cruiser side vent graphics. It retains the square shape but the more minimalist lines seem to indicate a new Toyota era is on the way.

Toyota FT-Se

The FT-Se is Toyota’s version of a sports car future. Rumored to be the spiritual successor to the much-loved Celica and MR2, the FT-Se is an all-wheel drive EV and will be fueled by a “prismatic” battery. Although the two-seater format indicates it could be close to the Toyota 86/Subaru BRZ. One of the most interesting features is a “manual mode” to simulate gear changes in the name of driving fun. Toyota president, Koji Sato, also noted that other future BEVs could have the feature as well.

The FT-Se shares major components with the FT-3e. Toyota set out to create a car that will grow with the driver through software updates.

Toyota is keeping its cards close with this one but announced at the Japan Mobility Show that it could see production in late 2027.

Toyota FT-3e

If you’re thinking Toyota is slowing down anytime soon, the FT-3e has you already beaten. Rumors of this mid-size SUV started swirling in 2022. So, it’s almost guaranteed that Toyota will release a multitude of different vehicles on this future BEV platform. Its Lexus sister brand unveiled its LF-ZL, a more luxurious version with similar body proportions.

The focus of this SUV is sustainability. Toyota’s interpretation of this is adding an exterior upper door section display which shows the battery state of charge. Additionally, it shows the interior temperature, and air quality when the driver approaches the car.

Toyota EPU (electric pickup truck)

You’re a truck guy. So you’ll probably be the first in line for Toyota’s pickup truck future. The EPU is a mid-size electric pickup truck based on the current Hilux. North America will likely receive an American-size version like the Tacoma, but details further than the concept itself are scarce, so there’s no guarantee. You can’t help but compare it to the Rivian R1T though, which may be a testament to how Toyota has fallen behind in the EV race and seems to be playing catch-up already.

Tesla concluded its Q3 earnings earlier today, in which Elon Musk commented that the company has “dug its own grave” with the questionable rollout of its controversial Cybertruck. Musk said he has driven the Cybertruck – calling it “an amazing product,” according to comments recorded by Business Insider. He added, “There will be enormous challenges in reaching volume production with the Cybertruck and in making the Cybertruck cash-flow positive.”

It’s been about 4 years since the polygonal design of the Cybertruck made its public debut. The first batch of the stainless-steel sensation – or, depending on who you ask, misshapen-metal monstrosity – is slated for delivery on November 30, allegedly. However, the Tesla CEO made sure to emphasize we “temper expectations.” Musk admitted, “We dug our own grave with the Cybertruck.”

As it stands, Giga Texas (the Tesla manufacturing plant in said state) has the capacity to make 125,000 trucks a year. By 2025, Musk claimed its annual Cybertruck production will reach 250,000 trucks. The main bottleneck is Tesla’s choice to build the Cybertruck out of stainless steel, coupled with unforgiving flat expanses of bodywork. Or, if you ask Musk, it’s taking so long to arrive because of how “radical” and “special” the Cybertruck is compared to something like the Ford F-150 Lightning and perhaps the upcoming Fisker Alaska.

Tesla Model 3: check local availability at CarGurus

In addition to the Cybertruck update, we’ve gotten a look into Tesla’s latest figures – and they aren’t looking so hot. Year-on-year gross profits have fallen by 22% — the weakest performance since the pandemic hit in 2020 Q2. Reported sales for this quarter are at $23.4 billion which did not hit the forecasted $24.3 billion. Around midday Thursday, Tesla shares fell to $220 – a 9% drop.

people say elon isn’t funny but most of us will never even come close to doing anything as hilarious as tanking stock prices because you made a car too pointy pic.twitter.com/B6G5hdz646

— soul nate (@MNateShyamalan) October 19, 2023

For more Tesla news, read up on what’s to be expected with the 2025 Tesla Model 2 and a look into the new push being made for Tesla Semi production. Then maybe, I don’t know, subscribe to our newsletter?

The year was 2005, I was a junior in high school and going through my American V8 phase of automotive enthusiasm. And what a time it was. GM’s LS engines were proving to everyone that push rods were still relevant, Ford was tinkering with its Mustang to try and make it faster than a 3-year-old Camaro, and Chrysler took to the stage to give the world the new Dodge Charger. 

Fast forward to today, the Camaro is on the outs again, and the Dodge Charger we all know and love, based loosely on some old Mercedes architecture, is ending production as well. And before announcing the end of the Charger, Stellantis, the faceless conglomerate that owns Dodge, announced its replacement: a two-door coupe with long sweeping lines and a wide, low stance. A callback to the Charger from the late 1960s, an icon of the American muscle car and Dominic Taretto’s daily driver. But it’s electric, which is great for some people. Many enthusiasts weren’t so thrilled about it, however.

For a while now, all the Mopar enthusiasts had to go on was the Daytona EV concept from 2022. And when it comes to Dodge and their concept cars, you can’t take anything to heart. But people had a lot of questions and received no answers. Dodge even came out to SEMA only to show off the new Fratzonic chambered exhaust designed to mimic the sound of a V8. Mopar fans were left a bit disappointed. 

On Tuesday, some wonderful person who we can assume works at a Stellantis assembly plant leaked three photos of what everyone is assuming is the new Charger. Obviously, we don’t have any information on who leaked the photos, probably because they want to keep their job. The photos don’t tell us too much. They are just the main bodies of the cars, a cryptic image that has left the internet rife with speculation about what it could mean.

The biggest takeaway from the images is the front portion of the unibody looks wide enough to accommodate an engine assembly. Backing that up is what appears to be a transmission tunnel, though, in my eyes, it looks a bit shallow. This leaves a lot open to assumption. Stellantis does have the Hurricane inline six, and there have been videos of what looks and sounds like a TRX testing with said Hurricane engine. Maybe, with the recent cooling trend of the EV market, Stellantis is planning on releasing the Charger as an ICE-powered vehicle before going full EV. Or there will be multiple options available as far as the powertrain goes. 

Again, this is purely speculation, and Stellantis hasn’t released any kind of statement about the images.