Cars – Page 6

The electric Stark Varg EX is brutally fast but a little too unrefined

Cars, electric motorcycle, first ride, Stark Future / 9u50fv / July 25, 2025

This all-electric enduro monster needs a little more time in the oven.

Finding high-speed off-road harmony with the electric Stark Varg EX. Credit: Stark Future

The sport of off-roading suffers from a fundamental discordance: The desire to get out into nature and the irreparable harm inherent in the process of off-roading. That harm comes not only from damage to the land itself, but from an environment polluted with both fumes and noise.

Off-roading in an EV isn’t exactly a panacea, but it goes a long way toward at least solving those last two concerns. Over the years, I’ve been lucky enough to off-road in quite a few extremely capable EVs, but none more so than the new Stark Varg EX. This thing is an all-terrain monster, a diminutive 264 lb (120 kg) motorcycle with twice the torque of a Porsche 911 GT3, enough capability to cross nearly anything you care to run it over, and just enough civility to be street-legal.

It’s a wildly impressive two-wheeled machine—but one that’s not quite ready for primetime.

A new electric player

Founded in 2020, Stark Future’s first motorcycle is the Varg, which means “wolf” in Swedish. The Varg MX is an electric motocross and enduro monster that has already won numerous races and even the British Arenacross Championship. Where that machine was designed exclusively for off-road play and competition, the new Varg EX makes some concessions in the name of on-road legality and practicality while delivering a number of upgrades and tweaks over the earlier MX.

The Varg EX is built around two things: a 7.2 kWh battery pack and a permanent-magnet electric motor that, despite not being much larger than a can of soda, produces 80 hp (60 kW) and an astonishing 692 lb-ft (938 Nm) of torque.

Bikes are built at Stark’s facility in Barcelona, Spain, where workers assemble battery packs plus the bikes they power. While much of the bike is traditionally constructed, the company is experimenting with titanium laser sintering, a form of 3D printing used to create the bike’s beautifully sculpted footpegs. They provided a strong, secure platform for me on the adventure that lay ahead.

Ride time

Take a look at the back wheel of your average electric motorcycle, a Zero or LiveWire or the like, and you’ll see a rubber belt connecting the electric motor to the rear wheel. This has the primary benefit of reducing noise while also virtually eliminating the need for maintenance.

Chains are much louder and require oiling, eventually stretching enough that they’ll need replacing. On the surface, then, the chain at the back of the Varg EX might seem out of place, but it has its advantages.

That chain helps give the Varg EX a distinctive sound in the world of electric motorcycles. It’s a fair bit louder than much of the competition but still a stealthy machine compared to the screaming two-stroke or droning four-stroke engines that dominate the world of off-road riding.

The rear wheel and chain of an electric Stark motorcycle. — The rear wheel and its noisy chain. Credit: Stark Future

Neither of those power sources holds a candle to the Varg EX. I was politely but firmly encouraged to start my ride with the bike set to deliver only 35 hp (26 kW), less than half its outright capability. I expected to graduate to higher levels before long, but I quickly learned there wasn’t much point. Even limited, the Varg EX is scary quick.

It takes only a quick twitch of the wrist to lift the front wheel toward the sky, something that’s thankfully easy to catch with the rear brake mounted on the left bar rather than its traditional position by the rider’s right foot. No transmission means no clutch lever, freeing up that space on the grip.

Yes, there’s just one gear, but that single speed, combined with the 14,000 rpm motor, equals a top speed of 81 mph (130 km/h). A swap of the sprocket spinning that chain can bring that higher if needed, but this isn’t a machine built for high speed. It instead has the kind of instant torque and smooth power to crawl up technical terrain at a walking pace if you like or, with a little more twist of the wrist, send it over the worst obstacles.

Tech time

You select your power in the Varg EX through the handlebar-mounted touchscreen, which is actually a basic Android smartphone in a proprietary case that Stark aspirationally calls an Arkenstone. Through here, you can plan routes, track your bike’s performance, and craft five custom drive modes, selecting exactly how much power and regenerative braking you want. It’s a brilliant level of customization that I wish more EVs offered.

You then cycle through those modes with a pair of buttons mounted just inside the left grip, part of an impressively machined-looking set of controls. Sadly, in practice, neither of these systems works well. In my two days in the saddle, I lost count of the times those buttons got stuck, likely jammed internally thanks to the fine Pyrenean dust that filled the air as I rode.

Sticky buttons meant I was never sure when the bike had changed modes. A touch of haptic feedback in there is supposed to confirm you’ve switched from one mode to the next, but as you can imagine, a little buzz from the handlebar is hard to feel when riding over rough terrain.

The grip and controls for an electric motorbike — The buttons next to the grip could be better. Credit: Tim Stevens

So I was left squinting at the screen—which was a challenge to see in the bright Catalonian sun—and sadly, even that was unreliable. The Stark app on that Arkenstone crashed on me a half-dozen times while I was riding, leaving me with no way to know what mode I was in or, indeed, how fast I was going until the thing rebooted.

OTA and a prayer

The software can be fixed, and I’m sure it will be soon enough via over-the-air updates, but I fear the issue with the buttons is going to be harder to address. A better system would be something like BMW’s multi-controller, a wheel you rotate forward or backward, which would not only fix the sticking issue but also let the rider know precisely how many modes they’ve cycled through by feel.

I also wish the Varg EX offered some sort of rider-assistance system. Traction control and wheelie control would be nice, but even basic ABS would be appreciated. These are features that serious riders would turn off when off-road, but they’d be helpful for more casual riders on-road.

A Stark Varg EX motorbike on display in the wilderness. — Needs more work, sadly. Credit: Tim Stevens

Still, its features are on par with competitors like the Husqvarna FE 501s or KTM 500 EXC-F, only with way more power and available at a fair price of $12,990. For that, you’re getting a machine with incredible off-road performance plus enough battery capacity to spend all day riding the trails. Stark says to expect up to six hours of off-road riding on a single charge. While the constant software failures made tracking efficiency difficult, after one three-hour ride, I still had 42 percent remaining. High-speed on-road riding will surely drain things much faster.

In many respects, the Varg EX is a wildly impressive package, but it’s one I struggle to recommend as it currently stands. The software is broken, those buttons are a concern, and for a bike positioned as being tech-forward and streetable, the lack of even a token traction control system or ABS is unfortunate.

However, in its element, the Varg EX is a remarkable ride. I was blown away by its capability, which will far exceed that of most riders, certainly including my own. Despite being a rookie off-roader, after a few hours of riding, I was climbing and crossing some incredibly challenging terrain. Yet I could just as easily cruise my way through cattle pastures, weaving between cows and calves who stood there curious and unconcerned by the bike’s quiet whir. Just try doing that on a two-stroke.

The electric Stark Varg EX is brutally fast but a little too unrefined Read More »

Going chain-free with the Priority Gemini gravel bike

Apollo Gravel, belt drive, bicycles, Cars, Gemini Gravel, gravel bikes, gravel biks, Priority Bicycles / 9u50fv / July 25, 2025

In combining a belt drive with a gravel bike, Priority Bicycles has put a smart idea into action with the Priority Gemini Smart.Shift. The execution is mostly there, although the Gemini is perhaps best described as a fantastic commuter bike with a solid gravel upside—as long as the road isn’t too rough.

The Priority Gemini comes in both aluminum and titanium frames. I tested the $3,499 aluminum model; the titanium version retails for $5,499. The aluminum version weighs in at 24 lb (10.9 kg), about a half-pound more than the titanium version, and comes with 40 mm WTB tires, WTB i23 ST tubeless-ready wheels (our test bike had inner tubes), and semi-hydraulic disc brakes. Both models use the Priority Smart.Shift hub and Gates Carbon Drive Belt.

No mess, no fuss

At first glance, a belt drive and internal gear hub seem the perfect match for a gravel bike. But implementation is key, and Priority has largely nailed it. Regular gravel grinding means regularly washing your bike and lubricating the chain. While the Gemini got dirty and needed to be hosed off, there were no gloves or chain lube involved. There were also no worries about dirt and dust making their way into a derailleur or coating the cassette. Belt drives are also dead quiet and have an excellent reputation for longevity, lasting up to three times longer than a chain.

What about that internal gear hub? The Priority Smart.Shift hub in the Gemini offers a fantastic 600 percent gear range. By comparison, the Trek Checkpoint SL 7 we reviewed last year has a typical gear ratio for a 1x gravel bike, topping out at 400 percent (40t chainring and 10-42 cassette).

The Pinion Smart.Shift gearbox can be adjusted with an app. We used it to swap shifter buttons so that the larger paddle shifts to higher gears and the smaller to lower. There’s also an auto-shift option, which will shift to a selected gear when stopping. It works well enough that we eventually forgot about downshifting before stopping at a red light. If you’re the type of rider who tries to avoid coming to a complete stop whenever possible, you will find this feature less useful.

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The 2025 Audi RS 3 is a five-cylinder firecracker

Audi RS3, car review, Cars / 9u50fv / July 25, 2025

First offered in a passenger car by Mercedes-Benz back in 1974, the five-cylinder engine has always been a bit of an automotive oddball. The unconventional configuration eventually gained a foothold in the 1980s with manufacturers who needed a transversely mounted motor that was narrower than a V6 but wanted something smoother and more powerful than an inline-four.

For a time, the engine, with its distinctive exhaust warble, became closely associated with Audi’s lineup, aided in no small part by the motorsport successes of five-cylinder rally cars like the Sport Quattro S1 E2. But as technology progressed and turbocharging became more prevalent, the need for a straight-five layout dwindled. Today, the $63,400 RS 3 is the final five-cylinder holdout—not just for Audi, but for production cars in general.

In an era increasingly focused on electrification and modularity, the improbable introduction of the second-generation RS 3 back in 2022 seemed like fan service—an apparition that would likely vanish after a handful of diehards got their fill. But despite the headwinds that traditional performance cars have faced in recent years, the RS 3 not only lives on, it has actually been refreshed for 2025. While the tweaks are more evolutionary than revolutionary, they make what was already a highly entertaining sports sedan even more compelling. Well, for the most part anyway.

On the outside, the RS 3 scores new front and rear fascias that clean up the look, while new matrix LED headlights and a new 19-inch wheel design bolster the performance-oriented vibe. The cabin, meanwhile, is outfitted with new multi-colored ambient LED lighting, a new low-profile shifter design, and a new steering wheel that incorporates two dedicated drive mode buttons and aluminum paddle shifters. The steering wheel’s C8 Corvette-style flat top and bottom design complements the interior’s angular theme, but the touch-sensitive control panels on the spokes (which replace the physical buttons and dials on the outgoing car’s steering wheel) feel like a step backward in terms of accuracy and overall usefulness.

The 2025 Audi RS 3 is a five-cylinder firecracker Read More »

Yet another bad three months as Tesla reports its Q2 2025 results

Cars, Tesla earnings / Mike M. / July 24, 2025

Tesla posted its financial results for the second quarter of 2025 this afternoon. The numbers show yet another bad three months for the automaker. As competition in the EV marketplace has exploded, Tesla has increasingly been left behind, with a small and aging model lineup, before we even contemplate how CEO Elon Musk has tarnished what was once the hottest brand in the car world. Earlier this month, we learned that sales dropped by 13 percent year over year in Q2 2025; today, the financials show that automotive revenues fell even more, dropping 16 percent year over year to $16.7 billion.

Tesla’s battery business has been feeling the pain, too. For a while, this was a growth area for the company, albeit one with a relatively minor contribution to the bottom line. During Q2 2025, Tesla’s energy generation and storage division brought in $2.8 billion in revenue, a 7 percent decline from the same period in 2024.

Sales of Carbon credits—those government-issued permits that other automakers buy in order to pollute—shrank by more than half, to $490 million. Those other automakers are now selling EVs, at least most of them, and have less need to buy credits from Tesla. It’s likely this subsidy, which has kept the company out of the red in the past, will be even less of a contributor in the coming years as the US strips away environmental protections.

Yet another bad three months as Tesla reports its Q2 2025 results Read More »

Audi has a new midsize EV, and we’ve driven it: The 2025 A6 Sportback

Audi A6, car review, Cars, First drive / Beth Washington / July 23, 2025

Audi S6 drives on a straight road past vineyards — Long straight roads glide underneath. Credit: Audi

The car’s cabin layout and ergonomics are starting to feel familiar at this point—it shares much not only with the electric Q6 e-tron but also Audi’s new midsize combustion cars, the A5 and Q5. (We’ll leave for now the fact that a combustion A6, unrelated to today’s vehicle in virtually all but name, is also in development, bringing an end to the “odd numbers for ICE, even numbers for EV” convention that briefly took hold at the automaker. Now nameplate chaos reigns.)

Hey Audi…

The voice control proved a frustrating alternative to using the touchscreen, with a lot of “I’m sorry I can’t do that” and “can you ask me that again” for commands that I’m pretty sure ought to have worked. But both the A6 and S6 felt mature in terms of software, something that wasn’t true for the same infotainment platform a year ago. I remain frustrated with how limited the UI options remain for the main instrument display, however.

I keep writing this, but Audi pioneered the use of high-resolution digital displays instead of analog dials and gave owners quite a lot of choice, including the option of a moving map for navigation. Now, there’s a way to make the display very minimal, which would be useful at night, but otherwise, you’re extremely limited in what you can display in front of you. The optional full-color heads-up display has the same augmented-reality direction tech that we’ve seen in other luxury cars, and it remains helpful when driving on unfamiliar roads, although that requires using the native navigation app; Apple CarPlay users should still see turn-by-turn directions on the HUD, though.

The layout is starting to become familiar. Audi

There’s no true one-pedal driving mode, just a choice between B—0.25 G of lift-off regeneration deceleration—and D, which can be toggled between none, 0.06 G, and 0.15 G of lift-off regen braking using the paddles behind the steering wheel. B is preferable when the road turns twisty, something both A6 and S6 coped with surprisingly well. Hairpins proved the steering and suspension rapid enough to rotate the car quickly, and what felt like numb steering initially began to reveal some information about road surfaces and available grip as the road surface changed then changed again. There’s also a noticeable difference between the drive modes. Comfort feels a little soft and wallowing, Dynamic effectively transfers more bumps into the cabin, and Balanced is a rather good midpoint between the two, and where I spent most of my time. I should also note the lack of fatigue I felt despite a full day behind the wheel of both cars.

Audi has a new midsize EV, and we’ve driven it: The 2025 A6 Sportback Read More »

2025 Aston Martin Vanquish Volante: A-M’s ultimate GT goes topless

Aston Martin Vanquish Volante, car review, CarPlay Ultra, Cars, First drive / Kelly Newman / July 23, 2025

It’s hard to blame them. Top up or down, the Vanquish’s aesthetic is one of eagerness and aggression, largely due to the F1-derived aero elements to cool the massive power unit as well as to balance out air from front to back. The rest is all Aston Martin-quality craftsmanship, shaping the Vanquish into a taut, sleek form wrapped in formal attire.

An Aston Martin Vanquish engine bay — Yes, you could just have an electric motor make this much torque and power almost silently. Credit: Aston Martin

Bond. Aluminum Bond.

The secret underlying the Vanquish’s capabilities is its bonded aluminum body, which is perfectly suited for a grand tourer like this. Bonding panels together rather than welding them makes controlling the NVH (noise, vibration, harshness) levels much easier as the adhesives absorb vibrations, while the stiffness provides much more control in terms of lateral movement. This also means the suspension has less to compensate for, which means it can be stiffer without adding teeth-rattling jitter.

Indeed, on the move, the Vanquish Volante is velvety-smooth on the highway, and with the top down, conversations don’t need to be shouted. Raise the soft top and the well-sealed cover is indistinguishable from the coupe as far as your ears are concerned.

The even-keeled nature is also due in part to the balance Aston Martin maintains between the throttle input and the electronic rear differential. At low speeds, the Vanquish is quite agile, but a progressive power band keeps it from being nervous or jerky when laying down the power, with the wheels effectively locked in place at high speeds for added stability.

A silver Aston Martin Vanquish Volante seen in profile

If a Vantage is for track work, a Vanquish is for cruising. Credit: Aston Martin

We’re talking autobahn speeds, here, by the way. What we’d usually muster on the highway is a cakewalk for this immense luxury chariot. It goes too fast too quickly, for better or for worse, with 80 mph (129 km/h) feeling like half of that. Different drive modes make a palpable difference in behavior, with GT mode supporting smooth, long stretches while Sport and Sport + offer more engaging, throaty behavior for twisty backroads. Here, the car continues to be well-mannered, though the occasional dab for power triggers an overeager automatic into dropping a gear or two, sending the V12 into a fury.

2025 Aston Martin Vanquish Volante: A-M’s ultimate GT goes topless Read More »

Tesla skepticism continues to grow, robotaxi demo fails to impress Austin

Autonomous Driving, Cars, EV adoption, Tesla / Kelly Newman / July 22, 2025

Tesla’s eroding popularity with Americans shows little sign of abating. Each month, the Electric Vehicle Intelligence Report surveys thousands of consumers to gauge attitudes on EV adoption, autonomous driving, and the automakers that are developing those technologies. Toyota, which only recently started selling enough EVs to be included in the survey, currently has the highest net-positive score and the highest “view intensity score”—the percentage of consumers who have a very positive view of a brand minus the ones who have a very negative view—despite selling just a fairly lackluster EV to date. Meanwhile, the brand that actually popularized the EV, moving it from compliance car and milk float to something desirable, has fallen even further into negative territory in July.

Just 26 percent of survey participants still have a somewhat or very positive view of Tesla. But 39 percent have a somewhat or very negative view of the company, with just 14 percent being unfamiliar or having no opinion. That’s a net positive view of -13, but Tesla’s view intensity score is -16, meaning a lot more people really don’t like the company compared to the ones who really do. The problem is also growing over time: In April, Tesla still had a net positive view of -7.

Tesla remained at the bottom of the charts when EVIR looked more closely into demographic data. Tesla was the least-positively viewed car company regardless of income, although the effect was most pronounced among those with incomes less than $75,000, as were the results based on geography (although suburbanites held it in the most disdain) and age (where those over 65 have the most haters).

Vinfast is the only other automaker with a negative net-positive view and view intensity score, but 92 percent of survey respondents were unfamiliar with the Vietnamese automaker or had no opinion about it.

When asked which brands they trusted, the survey data mostly mirrored the positive versus negative brand perception. Only Tesla and Vinfast have negative net trust scores, with Tesla also having the lowest “trust integrity score”—those who say they trust a brand “a lot” versus those who distrust that brand “a lot,” at -19.

Tesla skepticism continues to grow, robotaxi demo fails to impress Austin Read More »

Mercedes-AMG gives us a ride in its next high-performance EV

Cars, mercedes-AMG / DJ Henderson / July 22, 2025

The first thing I noticed was the simulated engine noise. It was developed to be unique to AMG.EA, taking inspiration from some of the great AMGs of the past. AMG boss Michael Schiebe tells us that they set up shop outside the offices and had people drive by in various cars to find the right engine and exhaust notes to fit into the creation. It’s a deep, throaty sound.

It’s a sound you can feel

Seriously, I feel something in my seat. The engineer later asks if I notice anything in my seat, and while I can’t confirm what it was adding to the sound—be it a speaker or a motor—it does help make the car feel more alive.

The artificial gearshifts are more than just halting power for a brief period; they’re part of a mapped-out torque curve. Like in the Hyundai, you can feel the acceleration build like you would in a combustion engine. It’s not as prominent as in the Hyundai, but it’s there.

When the car shifts, it feels a lot like a ZF 8-speed automatic in a modern performance car. It’s smooth, but enthusiastic. It’s not as extreme as the Hyundai, but I’d argue the Hyundai driver and the AMG driver are looking for a different experience, with the AMG being a bit more adult.

The AMG also, at least as it sits now, will automatically upshift at redline. The fun thing about the Hyundai is, if you intentionally miss a shift, the car will throw your head into the steering wheel as you hit the artificial rev limiter. It’s hilarious. The vibe from the prototype I’m in is that things are a bit more serious.

Mercedes-AMG gives us a ride in its next high-performance EV Read More »

Experts lay into Tesla safety in federal autopilot trial

Cars, tesla autopilot / Mike M. / July 18, 2025

For example, she said Tesla “clearly recognized that mode confusion is an issue—this is where people, for example, think the car is in Autopilot and don’t understand that the Autopilot has disengaged,” she told the court.

Cummings also referred to the deposition of Tesla autopilot firmware engineer Ajshay Phatak. Phatak’s deposition told the court that the company did not keep good track of Autopilot crashes prior to 2018, and Cummings pointed out that “it was clear they knew that they had a big problem with people ignoring the warnings. Ignoring the hands-on requests. And…as you know, prior to this accident. It was known to Tesla that they were having problems with people ignoring their warnings.”

Tesla’s abuse of statistics to make misleading claims about safety are nothing new: in 2017, Ars found out that Tesla’s claims about Autopilot reducing crashes was not at all backed by data, which in fact showed the driver assist actually increased crash rates.

Mendel Singer, a statistician at Case Western University School of Medicine, was very unimpressed with Tesla’s approach to crash data statistics in his testimony. Singer noted that he was “not aware of any published study, any reports that are done independently… where [Tesla] actually had raw data and could validate it to see does it tend to make sense” and that the car company was not comparing like with like.

“Non-Teslas crashes are counted based on police reports, regardless of safety system deployment,” Singer said. Further, Tesla kept misleading claims about safety on its website for years, Singer pointed out. When asked whether he would have accepted a paper for peer review from Tesla regarding its reports, “that would have been a really quick and easy rejection,” he said.

While it’s possible that Tesla will still settle this case, we may also see the trial carried out to its conclusion.

“The plaintiffs in this instance have already received compensation from the driver of the Tesla in question, apparently in a decent amount. My understanding is that this makes them much less likely to take the kinds of offers Tesla has been making for settlements, and this is more about the justice,” said Edward Niedermeyer, author and long-time Tesla-watcher.

“That said, the judge in the case has made some frustrating rulings around confidentiality on key issues, so it’s possible that may be in Tesla’s favor. They could also just up their settlement offer enough to be impossible to refuse,” Niedermeyer said.

Experts lay into Tesla safety in federal autopilot trial Read More »

Feds tell automakers to forget about paying fuel economy fines

Cars, corporate average fuel efficiency / DJ Henderson / July 17, 2025

Automakers selling cars in the United States now have even less incentive to care about fuel economy. As Ars has noted before, the current administration and its Republican allies in Congress have been working hard to undermine federal regulations meant to make our vehicle fleet more efficient.

Some measures have been aimed at decreasing adoption of electric vehicles—for example the IRS clean vehicle tax credit will be eliminated at the end of September. Others have targeted federal fuel economy regulations that require automakers to meet specific fleet efficiency averages or face punishing fines for polluting too much. At least, they used to.

According to a letter seen by Reuters, sent to automakers by the National Highway Traffic Safety Administration, the federal government has decided it will not levy any fines on companies that have exceeded the corporate average fuel economy (CAFE) limits dating back to model year 2022.

Under the Biden administration, CAFE fines were increased to $17 per vehicle for each 0.1 mpg below the standard, and between model years 2011–2020, OEMs paid more than $1.1 billion in fines—money that will now no longer be collected. For automakers like Stellantis, which has paid almost $600 million in fines over the last decade, the change will be significant.

“Average fuel economy has doubled over the last 50 years, meaning drivers save thousands in gas money every year thanks to this program. Weakening this program, either by changing the rules or repealing it outright, means everyday Americans will have to buy more gas, and more demand for gas means higher gas prices. That’s not what we need right now,” said Albert Gore, executive director of the Zero Emission Transportation Association.

Feds tell automakers to forget about paying fuel economy fines Read More »

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.

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