Cars – Page 10

Everything we learned from a week with Apple CarPlay Ultra

Apple, CarPlay, CarPlay Ultra, Cars, Features / Mike M. / July 17, 2025

CarPlay Ultra takes over the main instrument display as well as the infotainment.

Aston Martin is the first automaker to adopt Apple’a CarPlay Ultra, which takes over all the displays in the car. Credit: Michael Teo Van Runkle

For the 2025 model year, Aston Martin’s user interface took a major step forward across the lineup, with improvements to the physical controls and digital infotainment, as well as updated gauge cluster layouts. However, the big news dropped in the spring, when Aston and Apple announced the launch of CarPlay Ultra, the next generation of Apple’s nearly ubiquitous automotive operating system.

Ultra extends beyond the strictly “phone” functions of traditional CarPlay to now encompass more robust vehicular integration, including climate control, drive modes, and the entire gauge cluster readout. Running Ultra, therefore, requires a digital gauge cluster. So far, not many automakers other than Aston have signaled their intent to join the revolution: Kia/Hyundai/Genesis will adopt Ultra next, and Porsche may come after that.

Before future partnerships come to fruition, I spent a week with a DB12 Volante to test Ultra’s use cases and conceptual failure points, most critically to discover whether this generational leap actually enhances or detracts from an otherwise stellar driving experience.

Setup

The following gallery will take you through the setup process. Michael Teo Van Runkle

Connecting to Ultra via Bluetooth takes a minute or two longer than traditional CarPlay and includes more consent screens to cover the additional legal ramifications of the operating system sharing data with the car, and vice versa. Apple restricts this data to multimedia info, plus real-time speed and engine status, vehicle lights, and similar functions. Specifically, neither the iPhone nor third-party apps store any vehicle data after disconnecting from the car, and the car doesn’t keep personal data once the iPhone disconnects, either.

What about Siri? I generally keep Siri turned off so that accidental “Hey, Siri” activations don’t constantly interrupt my life—but by pushing the DB12’s steering wheel button, I could test simple tasks that went just about as well as typical for Siri (read: don’t expect much “Apple Intelligence” quite yet). Standard Siri data sharing with Apple therefore applies when used with Ultra.

I tested Ultra with an iPhone 16 Pro, but the software requires an iPhone 12 or newer and the latest iOS 18.5 update. As a type of simple failure exercise, I turned my phone off while driving more than once. Doing so reverts both the gauge cluster and infotainment screen to Aston’s native UI, the former almost instantly and the latter just a few seconds later. However, once I turned my phone back on, I struggled to reactivate either traditional CarPlay or Ultra until I forgot the device in my Bluetooth settings and started over from scratch. This held true for every attempt.

We didn’t love the fact that there was some latency with the needles on the dials. Michael Teo Van Runkle

Once initiated, though, Ultra fired up straightaway every time. Much faster than the typical lag to boot up traditional CarPlay. In fact, as soon as I unlocked the doors but before entering the DB12, the gauge cluster showed Ultra’s Apple-style readouts. These configurable designs, which Apple developed with Aston’s input, include a classic analog-style gauge view as well as layouts that allow for minimized data, navigation, and stylistic choices selectable through the center console screen or by swiping the haptic button on the DB12’s steering wheel.

Call me old-fashioned, but I still enjoy seeing a tachometer, speedometer, drive modes, and fuel level versus range remaining and a digital speed—especially on an engaging performance vehicle like the DB12 Volante. Apple might be skilled at making new tech easy to use, but it’s hard to beat the power of millions of minds adapting to analog gauges over the past century or so. And in this case, Ultra’s tach(s) showed a bit of latency or lag while ripping that 671-hp twin-turbo V8 up through the revs, something I never noticed in the native UI.

It’s much more holistic now

Ultra’s biggest improvements over preceding CarPlay generations are in the center console infotainment integration. Being able to access climate controls, drive modes, and traction settings without leaving the intuitive suite of CarPlay makes life much easier. In fact, changing between drive modes and turning traction control off or down via Aston’s nifty adjustable system caused less latency and lagging in the displays in Ultra. And for climate, Ultra actually brings up a much better screen after spinning the physical rotaries on the center console than you get through Aston’s UI—plus, I found a way to make the ventilated seats blow stronger, which I never located through the innate UI despite purposefully searching for a similar menu page.

There are different main instrument UIs to choose from, like this one. Michael Teo Van Runkle

Some specific functions do require dipping out of Ultra, though, including changing any audio settings for the spectacular Bowers & Wilkins sound system. I also found two glitches. Trying to bring down the DB12 Volante’s convertible top cued up a “Close trunk separator” alert, but the only way to close the trunk separator is via the same button as the convertible top. So instead, the windows only went up and down repeatedly as I tried to enjoy open-top motoring. This happened both in Ultra and without, however, so it could just be an Aston issue that Ultra couldn’t fix.

Plus, over the course of my eight days with Ultra, I experienced one moment where both the infotainment and gauge cluster went totally black. This resembled GM’s Ultium screen issues and lasted about 30 seconds or so before both flickered to life again. At first, I suspected an inadvertent attempt to activate nighttime driving mode. But again, this could have been an Aston issue, an Apple issue, or both.

Running around Los Angeles, I never found a spot with zero reception (I run e-sims, both Verizon and AT&T simultaneously, for this very reason), but I did purposefully enter airplane mode. This time, Ultra stayed active, and regardless, Apple assured me that essential functions, including navigation, can pre-load offline data for planned route guidance. But at the very worst, as with the phone turning off or battery dying, Ultra can simply revert to the onboard navigation.

Using Ultra regularly seemed to deplete my iPhone’s battery slightly more quickly than normal, and I noticed some warming of the iPhone—though without a controlled experiment, I can’t say with certainty whether these two symptoms happened quicker than simply running traditional CarPlay or Bluetooth. And in reality, most cars running Ultra (for Aston and beyond) should come equipped with wireless charge pads and plenty of USB-C ports anyhow to keep those batteries topped up. On hot summer days in LA, though, my iPhone seemed to get warmest while using inductive charging and Ultra simultaneously, to my admittedly unscientific touch.

Apple Maps is the only map that is allowed to go here in CarPlay Ultra. Michael Teo Van Runkle

For commuters who brave traffic using Advanced Driver Assistance Systems (ADAS), Ultra seemed to work smoothly with the DB12’s lane departure warnings, steering corrections, and adaptive cruise control—though I typically turn all this off via Aston’s handy single button, which helps to stave off frustration. This introduces a loophole or gap in regulations, however, whether CarPlay Ultra needs to meet the ISO’s ASIL-D standards or achieve some kind of National Highway Traffic Safety Administration certification.

Traditional CarPlay stuck with infotainment and basic “phone” functions, but now that the iPhone essentially accesses and displays ADAS, drive modes, and traction setting information, where does regulated consumer safety come in? And where does liability rest, in the event of a driver aid or corrective maneuver going awry? Somehow, this question seems most likely to wind up on the desk of an insurance adjuster sooner rather than later.

Can we try it in an EV?

For me, some disappointment arose from being unable to cue up either Waze or Google Maps in Ultra’s gauge cluster navigation screens rather than strictly Apple Maps. But in many ways, I suspect that Ultra might work even better when (or if) Hyundai/Kia/Genesis introduce compatible EVs, rather than Aston’s (so far) more classic ICE vehicles. And not just because the modern futurist aesthetic matches better, either, but more so thanks to the improved accuracy of range, charging, and navigation features.

The center infotainment screen’s integration with vehicular functions, therefore, stands out as much more of a pro for Aston Martins than Ultra’s gauge cluster readout, enhancing the driving experience through a more intuitive UI that decreases time spent glancing away from the road. For those who want to skip out on Ultra, it’s also worth noting that the iPhone allows for the choice to stick with traditional CarPlay only as well. However, I suspect car buyers will eventually begin to expect Ultra, even if the added jump to vehicular control represents somewhat less of a massive leap than simply picking between models equipped with CarPlay or not.

It’s unclear whether other automakers will find the advantages worthy of converting to Ultra, including Rivian, which offers neither CarPlay nor Android Auto, or GM, which skipped out on CarPlay for EVs. On the other hand, automakers may also decide to hesitate before handing over further control to Apple now that the Apple Car is officially dead. And in that regard, Ultra might just represent the final straw that inspires further improvements to proprietary user interfaces across the industry as well.

Everything we learned from a week with Apple CarPlay Ultra Read More »

2026 Mercedes-Benz CLA feels like a real car, not a science experiment

car review, Cars, First drive, Mercedes-Benz CLA / 9u50fv / July 17, 2025

Mercedes’ new 800 V electric powertrain is ready for the public, and we’ve driven it.

Mercedes-Benz has high hopes for its new EV technology, which debuts in the 2026 CLA. Credit: Mercedes-Benz

The Mercedes-Benz CLA is a marked departure from Mercedes’ EV efforts. Instead of a dedicated line of EQ vehicles—like the EQB, EQC, and EQS—we’re getting vehicles “with EQ Technology.” It started with the electric G Wagon, but the CLA is the first mainstream product to make the change. The thing is that the change is significant and for the better. Several months ago, we got some time in a prototype CLA; now we’ve driven the final product.

The CLA returns for the 2026 model year as an EV first (with a hybrid coming) on an all-new 800-volt architecture. This architecture will find its way to other Mercedes vehicles, like the upcoming GLB and GLC. This thoroughly modern setup features some of the company’s biggest innovations.

The CLA will be available with either one or two electric motors, with a two-speed setup for efficiency and performance. The 250+ base model makes 268 hp (200 kW) and 247 lb-ft (335 Nm) of torque. Mercedes is claiming up to 792 km of range with this model on the WLTP cycle. Accounting for WLTP’s optimism, it’s still possible we might see an EPA-rated range over 400 miles, but Mercedes isn’t quoting any real numbers yet.

Not quite a sedan, more like a four-door coupe. Mercedes-Benz

The dual motor, all-wheel drive 4Matic variant, makes 349 hp ( 260 kW) and 380 lb-ft (515 Nm) of torque. It also has a two-speed setup. The WLTP estimate from Mercedes here is up to 771 km, which would still be potentially 400 miles under EPA testing in the real world.

Peak DC fast charging is 320 kW, with a 10–80 percent charging time of 22 minutes for the 85 kWh usable lithium-ion battery pack. For comparison, the current EQB peaks at just 110 kW.

Two charge ports

Like the upcoming Nissan Leaf, the charge connector situation will be a little weird on the CLA. It’ll have a standard SAE J-1772 plug for level 2 charging, but sitting next to it, behind the charging door, is also a NACS connector for DC fast charging. It’s not my favorite solution to the problem. If you were to switch from a Model 3 to a CLA, you might already have a Tesla charger in your garage, and you’ll need an adapter for the J-plug, but we are in a strange transitional time for all of this. At least they’re on the same side of the car.

Some early cars making their way to the United States will only support 800 V DC fast charging stations. Those would include Mercedes’ own stations, along with Ionna. But those early cars won’t work on the nation’s biggest 400 V network, Tesla Superchargers.

Mercedes tells us that these early cars will be limited to demonstration vehicles, with customer vehicles early next year supporting both 400 V and 800 V chargers.

“After the initial limited delivery of cars late this year for demonstration of the CLA’s fast-charging abilities, 2026 US customer orders from early next year will feature a converter and be capable of charging at 400 V and faster 800 V, meaning the largest number of US charging points, currently over 140,000.”

Customers shouldn’t have to think about it when they receive their own cars, which is ultimately what matters the most. It does, however, highlight some of the challenges of developing EVs in a fast-changing environment.

Finally, a hood that opens

The CLA with EQ Technology has some new changes for Mercedes in the cargo capacity department, too. It’s the first Mercedes with a frunk since the W23 of the 1930s. It was silly to offer a hood on a car that is bolted shut, so it’s nice to not only see Mercedes change course on that but also provide 2.5 cubic feet (71 L) of storage up there.

The cockpit layout is similar to the EQ Mercedes EVs. Mercedes-Benz

That gives the CLA overall cargo capacity of 18.7 cubic feet (530 L) between the frunk and the trunk. The trunk swallows two people’s luggage without much issue, but the load lift into the trunk is pretty high. This is not uncommon for a proper sedan, but it is noticeable.

Speaking of being a proper sedan, the new CLA is 1.3 inches (33 mm) longer than the old car, with a 2.4-inch (61 mm) longer wheelbase. It also has more headroom for both front and rear passengers and is a comfortable place to spend time once you get settled.

Our test models all had the AMG Line package, which included sportier seats that are actually quite comfortable. The cabin gives you a feeling of being cocooned in the car, but it doesn’t feel cramped or claustrophobic.

When you look ahead, you have an optional heads-up display and Mercedes’ new MBUX Superscreen. This is a 10.25-inch driver display, a 14-inch center display, and a 14-inch passenger display. They are all powered by MB.OS and Unity Game Engine. The new infotainment includes support for apps, like Disney+ and Angry Birds. The driver can access these while parked, but the passenger can use their display while the vehicle is in motion.

the back half of a Mercedes CLA seen with pedestrians and cyclists in the foreground. — Less eye-catching colors are available. Credit: Mercedes-Benz

While playing Angry Birds, I couldn’t help but notice how good-looking the passenger screen was. In fact, all the screens have excellent contrast and color reproduction, which is partly due to their lack of a screen filter that normally prevents the driver from seeing the screen.

Keep your eyes on the road

However, in the CLA, the passenger display is initially visible to the driver. The camera mounted above the center display, which is also used for features like video conferencing or in-car selfies, watches the driver. If the driver looks toward the passenger display, the screen will be disabled until the driver pays attention to the road again. It’s an interesting way to solve the driver distraction problem while not ruining how the screen looks.

Star Wars’ Andor looks and sounds pretty good with the Burmeister sound system, even if it’s in Danish by default—because we’re in Copenhagen—and I don’t know Danish.

My biggest complaint about the new infotainment system in these versions is huge bezel on the center screen. Some of the bezel is needed for the camera, but in 2025, it comes across as being a bit cheap. They look great, just the bezel doesn’t. I wouldn’t be surprised if upgraded displays in higher-end future models expand to fill those gaps.

We’ll need to spend some time with the CLA on familiar roads before we can truly judge its efficiency. Credit: Mercedes-Benz

Driving the new CLA is a pleasant experience. The 250+ has plenty of grunt for most of the driving normal people do. The two-speed setup operates seamlessly, and at no point did I feel the need for more power.

If you want more power, or more importantly, all-wheel drive, the 350 4Matic delivers. In the normal driving mode, acceleration is even more brisk, but it doesn’t snap your head back. Put the car into the Sport setting, and you get all the acceleration you could really want. Yes, there’ll be more powerful versions in the future. But a 4.8-second run to 60 mph in a non-performance car is plenty.

That’s smooth

The country roads outside Copenhagen don’t offer many opportunities to really push the car to its limits, but ride comfort is excellent. Only when we hit a manhole cover on a torn-up street did I feel like I was driving an entry-level vehicle.

On the other hand, I didn’t feel the need or desire to switch over to the car’s sport mode. With a standard fixed suspension, little changes when you engage the setting (except unlocking the full acceleration power), and frankly, it never felt necessary.

That’s not to say the car isn’t fun or isn’t any good. On the contrary, I could spend a lot of time in one of these and be quite happy with it. However, there’s room to add an AMG variant that really cranks up the performance.

As for looks, I find the car attractive without being too much. I think the darker colors, look better on this car than the lighter ones, as the front grille looks a little busy with lighter colors. I find the car more attractive in person than in photos, and while I wasn’t a fan of the TriStar motif in the rear taillights, it has grown on me.

I haven’t driven the G580, but the GLC prototype I drove last month and the CLA feel different. Unlike previous Mercedes EVs, these feel like cars and not just science experiments. Yes, the technology is all there, but the one thing that BMW was able to do on its EVs that previous EQs lacked was delivering a driving experience that felt like it wasn’t exclusively dictated by math. There’s also no word on pricing yet.

The CLA with EQ Technology might be a mouthful, but it represents a significant leap forward.

2026 Mercedes-Benz CLA feels like a real car, not a science experiment Read More »

Stellantis abandons hydrogen fuel cell development

Cars, FCEV, hydrogen, Stellantis / Shannon Garcia / July 16, 2025

Hydrogen is also much less energy-dense by volume, and making the stuff is far from efficient, even when you use entirely renewable electricity. And of course, the vast majority of commercial hydrogen is not so-called blue hydrogen, which was made with renewables but is instead mostly produced via steam reformation from hydrocarbon stocks. That’s an energy-intensive process and one that is very far from carbon-neutral.

Finally, there’s virtually no infrastructure for hydrogen road vehicles to refuel.

The vehicles are inefficient, and the fuel is expensive, difficult to store, and hard to find. So it’s perhaps no wonder that someone at Stellantis finally saw sense. Between the high development costs and the fact that FCEVs only sell with strong incentives, the decision was made to cancel the production of hydrogen vans in France and Poland.

Stellantis says there will be no job losses at its factories and that R&D staff will be put to work on other projects.

“In a context where the Company is mobilizing to respond to demanding CO₂ regulations in Europe, Stellantis has decided to discontinue its hydrogen fuel cell technology development program,” said Jean-Philippe Imparato, chief operating officer for Enlarged Europe. “The hydrogen market remains a niche segment, with no prospects of mid-term economic sustainability. We must make clear and responsible choices to ensure our competitiveness and meet the expectations of our customers with our electric and hybrid passenger and light commercial vehicles offensive.”

Stellantis abandons hydrogen fuel cell development Read More »

BYD has caught up with Tesla in the global EV race. Here’s how.

BYD, Cars, china, elon musk, EVs, syndication, Tesla / Mike M. / July 15, 2025

“Tesla has partnered with Baidu [a Chinese search and AI group] but Baidu can’t disclose all the data points to Tesla,” Duo adds. “The real-world data is definitely more valuable.”

Home field advantage

While BYD might have home turf advantage when it comes to data collection and security, Wang’s late pivot to driverless functionality has created some risks for the group.

One is question marks over financial sustainability. Price wars among Chinese carmakers are putting margins and the industry’s balance sheet under strain as Beijing demands more action to protect suppliers in the world’s largest car market.

It has also opened up some rare gaps in BYD’s otherwise formidable vertical integration. Its market leadership has also enabled it to pressure suppliers for price cuts and extended payment terms, allowing it to rigorously control costs.

But according to Chris McNally, an analyst with US investment bank Evercore, the God’s Eye platform uses software and hardware partners, including Momenta, a Chinese group backed by General Motors in the US, and some chips from Nvidia.

BYD EVP next to car — BYD’s executive vice-president Stella Li said competition with Tesla in EVs and autonomous technology would accelerate innovation, ultimately making BYD a “better’” company. Credit: Joel Saget/AFP/Getty Images

For years, the risks associated with reliance on US-made chips in particular have hovered over the Chinese car sector—plans for driverless systems could be held back at any moment by US export controls or sanctions.

“Given the geopolitical environment, no one will invest in a technology with such a high risk that they’re still relying on foreign technology,” says Raymond Tsang, an automotive technology expert with Bain in Shanghai.

However, these vulnerabilities might not persist. Analysts believe BYD will soon develop most of its driverless systems in house and increasingly swap out Nvidia chips for those made by Beijing-based Horizon Robotics. “This is the BYD way to drive costs down,” McNally says.

It would also be consistent with a broader shift towards self-reliance in key technologies, in response to Washington’s steadily increasing restrictions on technology exports to China.

Yuqian Ding, a veteran Beijing-based auto analyst with HSBC, says that while BYD has not talked about developing a robotaxi service, executives have made “very clear” their plans to develop in-house all the important software and hardware needed for autonomous vehicles.

Wang, the BYD boss, has also previously indicated to analysts that the company has all the tech and know-how to develop robots, in another potential long-term challenge to Musk.

“With more than 5 million scale per annum, they can do everything,” Ding says, adding: “That’s the ultimate goal … Their target is much closer to Tesla.”

In an interview with the Financial Times this year, BYD’s executive vice-president Stella Li said competition with Tesla in EVs and autonomous technology would accelerate innovation, ultimately making BYD a “better” company.

“In the future, if you are not producing an electric car, if you’re not introducing technology in intelligence and autonomous driving, you will be out,” she warned.

Additional reporting by Gloria Li in Hong Kong

Graphic illustration by Ian Bott and data visualisation by Ray Douglas

BYD has caught up with Tesla in the global EV race. Here’s how. Read More »

Hyundai’s Ioniq 6 N offers more sound, more shifts, more smiles

Cars, Goodwood Festival of Speed, Hyundai Ioniq 6, Hyundai Ioniq 6 N / Beth Washington / July 14, 2025

In addition to the new sound, the shape of the 6 N is obviously quite a bit different than that of the SUV-silhouette of the Ioniq 5. Being a sedan means having a trunk, and on that trunk is a mighty large wing with a dramatic curving profile to match the sculpted edges at the rear of the 6 N.

Hyundai Ioniq 6 N charge port — The Ioniq 6 can fast charge very quickly, but how many tracks have convenient 350 kW DC fast chargers? Credit: Tim Stevens

Not big enough? Don’t worry, Hyundai is launching a new line of N Performance parts, enabling buyers to swap on a positively massive rear wing that follows the trend of gooseneck mounting, a design popularized by modern GT racing.

Big wings and EVs don’t usually mix, since the priority is usually aerodynamics and not downforce. However, Eduardo Ramirez, Chief Designer of Hyundai Design Europe, told me that despite the extra aerodynamic volume, the bigger optional wing doesn’t create extra drag. So if you crave that low-key GT3 look but worry about a big-time range hit, follow your heart.

The final change from the 5 N is so subtle that I didn’t even notice it at first, but the division’s distinctive Performance Blue paint now shines through a white pearl coating. I’m a big fan of the N series’ blue/red/black liveries, and the extra sheen here just makes things look that much more premium.

Speaking of premiums, the big question on my mind is how much the Hyundai Ioniq 6 N will cost. Prices of everything are a bit turbulent, with shifting tariffs and credit situations, but right now, you’ll have to spend an extra $23,600 over the $42,600 MSRP of an Ioniq 5 if you want to step up to an Ioniq 5 N.

If that same delta is maintained for this new model, given the Ioniq 6 starts at $37,850, you’ll be looking at somewhere around $60,000 for an Ioniq 6 N. But the market has changed significantly since the 5 N was introduced in 2023, so it’s anyone’s guess which numbers will be stuck on the glass of the 6 N when it hits American dealerships, assuming import tariffs don’t turn this blueberry into forbidden fruit.

When might you be able to get one? Nobody’s talking about that yet, either, but hopefully, Hyundai won’t keep us waiting long.

Hyundai’s Ioniq 6 N offers more sound, more shifts, more smiles Read More »

5 big EV takeaways from Trump’s “One Big Beautiful Bill”

Cars, EV charger, EVs, One Big Beautiful Bill, syndication / Kelly Newman / July 12, 2025

Plus, OBBB got rid of penalties for automakers who fail to meet Corporate Average Fuel Economy standards. These standards have ramped up over the last 50 years and forced auto companies to make their vehicles more gas-efficient. They pushed manufacturers to, for example, get into hybrids, and build some of the first modern electrics. Now, they’ll no longer have that extra incentive to get clean, emission-wise.

Keep your eye on your city or state

Just because federal EV support is going away doesn’t mean all government support is over in the US. “I do think we’ll see states step in to fill the gap,” says Harris. So it’s worth doing a bit of research to see what incentives exist where you live.

To date, 11 states—California, Colorado, Delaware, Maryland, Massachusetts, New Jersey, New Mexico, New York, Oregon, Rhode Island, and Washington—have joined together to experiment with new polices and programs that promote cleaner vehicles.

And last month, in the middle of a fight with the Trump administration over California’s power to set its own clean air rules, California governor Gavin Newsom directed state agencies to come up with new and innovative ways to support zero-emission vehicles. The state still plans to phase out sales of new gas cars by 2035.

Stay optimistic, EV fans

Industry watchers seem certain of one thing: Despite this setback in the US, electric vehicles are the future. So while American consumers and automakers try to figure out how to cope with uncertainty, electric progress will continue all over the world.

Expect China to continue to put out well-built and -priced EVs, and export them all over the world. “Americans are paying more and closer attention to those offerings, and eventually there’s going to be demand,” says Nigro. American companies are going to have to keep up—or else. ”That’s the existential crisis the industry faces,” he says.

Yoon, the Edmunds analyst, also expects the new bill to result in short-term electric pain. But he believes there’s light ahead. In fact, Yoon is so optimistic, he allows himself an auto metaphor. “Ultimately, this will be a speed bump rather than a true obstacle,” he says.

This story originally appeared at wired.com.

5 big EV takeaways from Trump’s “One Big Beautiful Bill” Read More »

Life after two-stroke: Rotax electrifies its bike and kart powertrains

Can-Am, Cars, electric motorcycles, Rotax / Mike M. / July 12, 2025

Whether I was riding in the rain in Austria or the blazing heat of the Texas sun (115° F/46° C), Rotax’s focus on thermal management kept the two Can-Am bikes ready to deliver the expected power at any speed. It’s not only a tremendous feat of engineering, but on the road, it can mean the difference between life and death.

The Can-Am Pulse is the other Can-Am motorbike to use Rotax’s electric powertrain.

Motorcycle riders are keenly aware—because we are routinely reminded—that our method of transportation is inherently dangerous. We straddle a motor connected to two wheels with a metal frame holding it all together. While astride these machines, it’s important that everything works as expected. More so than inside a car, counting on the brakes and powertrain to perform as anticipated is extremely important. Thermal fade in a car isn’t great. Thermal fade in a motorcycle could lead to a life-threatening situation.

For a company that has been building motors for itself and other bike makers, the importance of creating a vehicle that performs as expected is likely not lost on Rotax.

The company is also aware that the rest of the motorcycle industry is likely keeping an eye of the Can-Am bike sales. “They know what we did in the power sports industry, that we are a serious company with design, development, manufacturing capabilities, an international footprint, an international global supply base, and we have the knowledge to do great products. If I [were] them, I would be watching us,” Gebetshuber said.

Like other businesses, Rotax is trying to deal with the fallout of the United States’ chaotic tariff situation. Gebetshuber notes that the company doesn’t want to comment on politics but, “what we can say is the environment is currently very difficult, because changes are happening faster than we’re able to react.”

You’ll find Rotax’s motors in a number of other OEMs’ bikes. Credit: Rotax

It does help with development that nearly everything is done in-house. The motors are built at a Rotax facility. The bikes are put together at another. Development is done in Austria. Nearly everything on the Can-Am bikes is either built by Rotax or, in the case of the inverter on the electric platform, built to Rotax specifications.

Life after two-stroke: Rotax electrifies its bike and kart powertrains Read More »

Lamborghini follows successful racing Huracan with new Temerario GT3

Cars, GT3, Lamborghini Temerario / Shannon Garcia / July 11, 2025

Thanks to performance balancing, older GT3 cars like the Huracan are still competitive. But with the road car out of production, it was obvious that a racing version of its replacement was called for.

“The Temerario GT3 has been designed with the end user in mind,” said Lamborghini Chief Technical Officer Rouven Mohr. “Everything has been considered, from the efficiency of the aerodynamics to the power curve to the way in which the team is able to operate the car. The car operates in a slightly different area of the performance windows, which are used to balance the cars of different configurations compared to its predecessor. We are confident that it will be competitive in terms of lap time, while also nice to drive in a wide range of conditions, including at night and in the rain. The development team has worked hard to ensure the car has a wide operating window and that the teams are better able to work on it.”

The hybrid system is gone—too complex for customer racing, not to mention far too heavy. And again, with its balance of performance, it’s not like the Temerario GT3 would be allowed much more than half of the road car’s 907 hp (676 kW). The 4.0 L twin-turbo V8 stays, albeit limited to just 550 hp (410 kW), and there’s a new six-speed racing transmission that sends power to the rear wheels. The bodywork is designed for rapid replacement—rubbing isn’t really racing, but contact happens, and the faster you can fix it, the better.

These customer racing cars are even a decent little money-spinner for Lamborghini. The company sold more than 200 Huracan GT3s, and probably at least that many Super Trofeo cars, which race in a one-make series and don’t have the restrictions of the GT3 category.

Lamborghini follows successful racing Huracan with new Temerario GT3 Read More »

Inside Brembo’s brake factory, where technology is making better brakes

brembo, Cars, Le Mans / Beth Washington / July 10, 2025

“Ultimately, the more cooling holes, the lower the temperature of the disc,” Miller said. “You have mechanical wear between the disc and the pad, and 350˚ Celsius and below you have a lot of dust, which physically wears the disc. At higher temperature ranges, the dust between the pad and the disc creates friction. That results in less wear and less impact.”

The shift to technology

While manufacturing is the visible side of the brakes process, CEO Daniele Schillaci emphasizes the role of technology. In the last three years alone, Brembo has hired more than 100 software engineers in Italy, China, India, and the US (some in Silicon Valley).

“The automotive business is in a very deep transformation phase with new technology, software, AI, and electrification,” Schillaci said. “Until a couple of years ago, Brembo was a very nice company building cast iron discs, aluminum calipers, and carbon ceramic for racing. But when it came to software, Brembo wasn’t top of mind.”

Cast iron discs are cooled a bit differently. Brembo

That’s changing, as the manufacturer has poured money and resources into its newest offering, a software-controlled product called Sensify. Billed as the first fluid-free braking system that continuously controls and supervises each wheel’s braking, Sensify integrates software and mechatronics, combining mechanical, electrical, computer, and robotics engineering with code.

Brembo sees Sensify as a significant breakthrough that represents a new standard in the automotive industry, and the company built the software and AI in-house. While some outlets are describing it as brake-by-wire technology, which debuted more than 20 years ago, Schillaci says it goes way beyond that.

“Sensify is more than brake-by-wire,” Schillaci said. “Brembo has been collecting data from its test benches for many years. With this data, combined with our internally built algorithm, Brembo has increased its ability to read the data and understand the impulse in the braking system at each corner. The car will stay stable, without vibration, even in emergency braking situations.”

As racing evolves, parts manufacturers will have to as well. Brembo, like the rest of the industry, aims to stay on top of the shift and use the latest tools to remain successful.

Inside Brembo’s brake factory, where technology is making better brakes Read More »

Mazda reveals next-gen CX-5 details, including a hybrid, due in 2027

Cars, Mazda CX-5 / Kelly Newman / July 10, 2025

A red third-generation Mazda CX-5 in profile

The new model goes on sale this year in Europe. Credit: Mazda

More recently, Mazda borrowed the hybrid powertrain from Toyota’s RAV4 and dropped it into the CX-50—conveniently, both SUVs are built in the same shared factory in Huntsville, Alabama. (In exchange, Toyota gets access to Mazda’s Soul Red paint for the RAV4, which is a pretty fair swap.)

Both the CX-5 and CX-50 will continue to coexist in dealerships: The former is a global bestseller, and the latter is made in the US for North American tastes. Finally, there will be a hybrid CX-5 to go with the hybrid CX-50, although not until 2027. Not much is known about the new “Skyactiv-Z” engine other than that it will be a four-cylinder gasoline engine that operates at the ideal stoichiometric ratio of air to fuel throughout the rev range.

For 2026, though, the CX-5 will come with Mazda’s Skyactiv-G 2.5 L four-cylinder gasoline engine. Mazda has also developed a new generation of infotainment system for the CX-5, joining the growing list of automakers that have adopted Google’s Android Automotive OS and Google automotive services.

The addition of a hybrid in 2027 will be welcome, as Mazda has often lagged behind in terms of fuel efficiency. Mazda

Expect pricing much closer to the car’s official US launch in 2026.

Mazda reveals next-gen CX-5 details, including a hybrid, due in 2027 Read More »

Nissan feels the effect of US-China trade war

Cars, EV adoption, Nissan, trade war / Shannon Garcia / July 8, 2025

Nissan’s future product portfolio is feeling the effects of some of Trump’s other policies. Working with congressional Republicans, the president has chosen to end federal tax incentives meant to encourage the adoption of clean energy vehicles like EVs. As a result, many new EVs will get $7,500 more expensive for most customers from October 1.

There’s no question that EV incentives help spur demand, given the higher purchase price of an EV. No credit means lower demand, so Nissan is delaying a pair of EVs it plans to build in Canton, Mississippi, according to Automotive News. The automaker has told its suppliers to expect a 10-month delay to the original schedule for an electric Nissan crossover now due for November 2028, and an Infiniti version that will now go into production in March 2029.

It’s not the first time this year that the production schedule at the factory in Canton has been torn up and redone. In April, Nissan said it had to “face reality” and accept that “the sedan market is shrinking,” as it cancelled a pair of electric sedans that were also to be built in Canton in the coming years.

Nissan feels the effect of US-China trade war Read More »

Rivian’s new Quad-Motor R1T and R1S beat the competition in any conditions

car review, Cars, First drive, Rivian, Rivian R1S, Rivian R1T / Mike M. / July 8, 2025

Faster than a supercar to 60, still able to rock crawl with the best of them.

Lots of EVs can accelerate quickly, few also have off-road abilities that would put a mountain goat to shame. Credit: Tim Stevens

It’s getting harder to find hyperboles to describe the performance of modern EVs. Horsepower figures measured in four digits and acceleration figures clocking in well under three seconds aren’t exactly de rigueur, but they’re well short of rare these days.

Rivian’s latest generation ticks those boxes, joining the automaker’s range alongside the cheaper dual-motor models we tested last year. The new Gen 2 Quad-Motor versions of the company’s R1S SUV and R1T truck offer 1,025 hp (764 kW) and 1,198 lb-ft (1,624 Nm) of torque, enough to get the pick-up from 0 to 60 mph in just 2.5 seconds—the heavier SUV is a tenth slower. That’s awfully quick for a truck that weighs in at around 7,000 pounds (3,175 kg) and can tow 11,000 pounds (5,000 kg) or, in the case of the SUV, seat seven comfortably.

That spread of performance and practicality is impressive, but as I learned in a day behind the wheel of both the $115,990 truck and $121,990 SUV, winding around and over the mountains surrounding Lake Tahoe, that’s just scratching the surface of what they can do.

Rivian launched its second-generation R1 last year, with a cheaper dual motor version. Now it’s time for the more powerful quad motor powertrain to hit the road. And the trails. Tim Stevens

More motors, more potential

As you can guess by the name, the Quad-Motor editions of Rivian’s R1 machines offer four motors, one per wheel. That, of course, provides those astronomical performance figures, providing the sheer force necessary to accelerate them so quickly.

But it goes well beyond that. Most EVs with all-wheel drive—including the cheaper dual-motor R1S and R1T that Rivian started selling last year—rely on a pair of motors: one up front and one out back, each splitting its power across two wheels courtesy of a differential. Each differential divvies up the twisting force from a motor but introduces extra friction and drivetrain losses into the equation.

Most traditional differentials also struggle with wheelspin, such that when one wheel starts to lose grip, the EV actually needs to apply the brakes on that wheel to keep it from spinning wildly. Hitting the brakes while you’re trying to accelerate isn’t great for maximum performance.

Rivian R1 interior — Rivian continues to eschew buttons and phone-casting interfaces like CarPlay. Credit: Tim Stevens

Installing one motor per wheel simplifies the whole setup immensely. Now, each motor can be controlled individually, with no differentials required to ensure power goes where it’s needed. If one wheel starts to slip, the car can simply cut that motor’s power without impacting any of the other three.

That process is helped by Rivian’s new system architecture introduced in the Gen 2 R1 platform last year. This not only greatly simplified the architecture of the vehicles, cutting cost and weight, but it enabled far more finite control over those motors.

The four motors are backed by a 140 kWh (usable) NMC battery pack, which, for the first time on a Rivian, is charged via a Tesla-style NACS port. That pack offers up to 374 miles (602 km) of range per the EPA if you go with the efficiency-minded all-season wheel and tire setup. Switch the Quads over to Conserve drive mode, and Rivian’s engineers told me upwards of 400 miles (643 km) on a charge is possible.

But if you want that eye-opening acceleration figure mentioned above, you’ll need to opt for the optional summer wheel and tire package, which swaps out the low-rolling resistance tires for a set of Michelin Pilot Sport 5 S tires on staggered 22-inch wheels, measuring 275 wide at the front and 305 at the rear.

More into the off-road side of the equation? There’s another wheel and tire package available: 20-inch wheels with aggressive Pirelli Scorpion tires. Choose wisely, because your selected wheel and tire will have a huge impact on the personality of your Quad.

Rolling clean

I started my day in an R1T Quad-Motor on the street performance-oriented Michelin tires, and sadly, the first hour or so was spent idling through traffic. That meant leaving most of those 1,025 horses safely blanketed in the stable, but it did give me time to sample the more nuanced changes in the Quad.

I’ve spent a fair bit of time in Rivian’s second-generation machines, but Quad-Motor features a few updates. The cel-shaded visual display design has been cleaned up a bit, especially the gauge cluster view of the world around you, meaning the entirety of the interface looks equally clean and charming.

Sadly, Android Auto and Apple CarPlay are still missing, which I found particularly annoying when testing the now Atmos-equipped sound system. Since I couldn’t access the music I’d downloaded on my phone, I was stuck relying on the truck’s data connection to stream music through Apple Music. Connectivity is spotty in the rural routes around Lake Tahoe, and it was rare that I got through a single track without stuttering or outright pausing. Fumbling for my phone and having to pair over Bluetooth felt awfully low-rent for a $119,900 as-configured machine.

Rivian infotainment screen showing the RAD tuner — The RAD tuner is new. Credit: Tim Stevens

An unexpected software surprise was the new RAD Tuner. This presents you with a screen full of vehicle parameters to modulate, including standard stuff like suspension stiffness and throttle response, plus far more nuanced parameters like front-to-rear torque split and even roll stiffness. You can modify any of the stock on- or off-road modes or just add new ones to your heart’s content.

As someone who is often frustrated by the lack of configurability in modern EVs, I loved being able to tweak every slider. Each adjustment is paired with an intuitive graph and explanation showing you exactly what it does. Best of all, I could really feel the differences. Dragging the roll slider up and down made the R1T go from a relaxed, floppy feel to a taut, engaging turner.

Unfortunately, nothing I changed made the ride quality any better. The truck was surprisingly harsh over broken asphalt, and there was a fair bit of road noise, too. That’s a big difference from what I’ve experienced from Rivian’s R1 machines in the past, making me think the sportier wheel and tire package is the culprit here. I unfortunately did not have a chance to sample the all-season wheels and tires, but I would have to figure their less aggressive design would be an improvement.

Given that, I’d probably skip the Michelin tire setup. But with it equipped, the truck was impressive. Acceleration was truly eye-opening, as you’d expect, while the ability to seamlessly apply power to each wheel as needed resulted in a confidence-inspiring machine when the traffic cleared. Only the complete lack of steering feedback dampened the fun, but even so, the R1T Quad-Motor is far more engaging on the road than a truck this size has any right to be.

A pair of Rivians seen off-road at dusk. — Time to get dirty. Credit: Rivian

But things got even more fun when the road ended.

Rolling dirty

The second half of my time behind the wheel was spent in an R1S Quad-Motor outfitted with the more aggressively treaded Pirelli Scorpion tires. That three-row SUV brought me up and over some astonishingly tricky terrain, including a sheer rock wall that, on foot, would have required a ladder.

Over loose gravel and tricky articulations, the new Quad showed its ability to lean on those tires with grip while quickly cutting power to those left hanging in the air. This is the kind of next-level traction management that trumps locking differentials and makes an R1 Quad-Motor a cinch to drive up even the most extreme terrain.

It was easy going down, too. On loose surfaces, with the regen set to maximum and the SUV’s central display showing the output of the individual motors, I could see how each corner of the vehicle dynamically ramped its regen up or down to match the available grip. The result was a clean, straight descent.

The side of a Rivian R1T, seen from the rear. — Tire choice is quite important. Credit: Tim Stevens

The Quad-Motor is even easy to turn around in tight spaces. Rivian’s original Tank Turn returns, now rebranded and expanded as the Kick Turn, enabling 360-degree spins on loose surfaces or even tail-dragging pivots around tight corners. The process of engaging this mode is a bit clumsy, requiring you to hold buttons on the steering wheel simultaneously with both thumbs to indicate spin direction. But, when off-road at least, this helps to make up for the R1’s continued lack of rear steering.

At the end of the day, I honestly wasn’t sure whether I was more impressed by the on-road or off-road capabilities of Rivian’s new Quad-Motor machines. That spectrum of performance makes the top-shelf R1 series unique, an addictive mixture of supercar speed and super truck capability.

Rivian’s new Quad-Motor R1T and R1S beat the competition in any conditions Read More »