Author: EVAI

General Motors is recalling 132,037 Chevrolet and GMC heavy-duty pickup trucks because their tailgates might open unexpectedly. The recall includes only models with power-unlatching tailgates, which contain an electronic gate-release switch that may short circuit from water intrusion, according to a NHTSA disclosure on Tuesday. This can cause the…

Lexus is delaying production of its next-generation electric flagship, reports Japanese media outlet NHK.

Previewed by the Lexus LF-ZL concept first seen at the 2023 Tokyo auto show, this model was originally slated to launch in 2026 but will now arrive in 2027, allowing time for more development work, according to the report.

The LF-ZL (short for “Lexus Future Zero-emission Luxury”) was an SUV measuring 208.6 inches long. That made it about eight inches longer than the Lexus LX, the brand’s largest SUV, and two inches longer than the LS sedan that has traditionally been the Lexus flagship.

Lexus LF-ZL concept

Lexus said at the time of the concept’s unveiling that the LF-ZL was based on a dedicated EV platform, with a structure comprised of three large “gigacastings.” An engineering method advocated by Tesla, this replaces smaller welded components with large cast pieces, which Lexus has claimed will simplify manufacturing and increase structural rigidity.

The concept also featured prismatic battery cells, which Lexus said would allow for thinner battery packs and thus more design flexibility, and would also be used in future production EVs.

Lexus parent Toyota said last year that it intended to transform the luxury marque “into a battery EV brand” by 2035. In addition to the LF-ZL, the future EV lineup is expected to include a production version of the LF-ZC concept, a sleek hatch also unveiled at last year’s Tokyo show. These vehicles will be a big step forward from the Lexus RZ, the only Lexus EV currently sold in the U.S., and the electric version of the UX crossover sold in other markets.

Lexus LF-ZL concept

Lexus has seemed on track to begin its electric transformation. In 2022, the brand’s engineering boss told Green Car Reports that an 800-volt electrical system for future EVs was ready, and a report earlier this year said Toyota was building a new battery plant for Lexus in Japan.

Toyota has itself walked back some of its EV plans, reportedly delaying the start of production of a new three-row electric SUV at a plant in Kentucky from 2025 to 2026. But the automaker has also said that, on a global scale, it will ramp up EV production to at least one million units in 2026. That represents a nearly tenfold increase from 2023 levels.

• Rivian’s chief software officer confirmed the company’s EVs will get text messaging capabilities in 2025
• The text messaging solution will utilize native text-to-speech via a new voice tech stack
• Google Cast and native YouTube application will come in the next software update

Two years ago, Rivian Chief Software Officer Wassym Bensaid told owners and fans that the automaker was working on text-to-speech text messaging abilities.

Two years later and that functionality hasn’t appeared in any Rivian electric vehicles.

In a fireside chat with media and owners in November at the Rivian Space in Los Angeles, Bensaid said native text messaging abilities will come to Rivians in 2025.

Bensaid admitted Rivian has “made several attempts for text to speech,” but the problem, according to Rivian’s CSO, is the existing solutions available in the industry “are not great.”

A solution was in place and ready to ship, but during final testing Bensaid refused to sign off and said “no, we cannot ship,” because it was “fragmented.” The exec said the issue was especially prevalent for Android users, and the team wants to ensure both iOS and Android—despite most Rivian owners apparently having Apple devices, according to Bensaid—have a seamless experience.

Another issue with previous attempts included missing texts. “Supporting group chat is really a nightmare,” Bensaid said. He noted emojis or reactions are also “really a nightmare.”

The problem with today’s solutions is “it’s not a rich experience,” Bensaid said.

Bensaid said the team’s working on a new voice tech stack that will redefine the experience. Text-to-speech capabilities will come on top of this new software stack, and he’s been testing early prototypes for weeks. “It’s way, way different. I mean, honestly, it’s the type of experience that I want to really have,” Bensaid said.

The new voice tech stack will coexist with today’s Alexa implementation, according to Bensaid. The exec noted he sees the future as everything being accessible through the touchscreen and voice, not just one or the other. Bensaid noted that AI offers a tremendous opportunity in this regard.

But it won’t only be text-to-speech. There will be a physical interface on the screen to interact with text messages. Bernsaid wouldn’t elaborate on what that might look like or how it’ll operate aside from noting “it’s really a nice interface.”

“So my message is, please be patient with us,” Bensaid asked of owners. He went on to say Rivian’s implementation will be better than anything else in the industry today.

2025 Rivian R1S

But that’s all to come. The next software update, according to Bensaid, will enable Google Cast along with native YouTube implementation. Google Cast will come with the support of more than 3,000 applications, except Netflix, which Rivian is still working with Google on, according to the software exec. Dolby Surround Sound is in the cards, but no timeline was given. Rivians already feature Dolby Atmos when using the new Apple Music app.

For the time being, Google Cast will only be on the front screen, but Bensaid said the team’s looking at how to enable it for rear screens. Today, the only rear screen Rivian offers is a small screen mounted on the back of the center console, like in Teslas. Bensaid said enabling Google Cast for the rear seats would make it so the feature could be used by passengers while driving.

• Fratzonic Chambered Exhaust was developed to get V-8 sensory experience into EVs
• All 2024 Dodge Charger Daytona EVs will include it
• Hardware and energy use is similar to subwoofer, generates V-8 sound and vibes

Paradoxically, to get a new Dodge muscle car with the signature V-8 sound, you’ll need to go with the EV. 

The propulsion systems of modern electric vehicles are naturally smooth and near-silent, and some EV enthusiasts have come to know and love that. Meanwhile, Dodge has phased the V-8 out for its muscle car lineups. But the team behind the 2024 Dodge Charger Daytona EV, which is due to go on sale in its launch Scat Pack form within weeks, aims to show that they might be able to win over traditional enthusiasts, too—by engineering a V-8 sensory experience back in. 

What does it take? In a recent conversation with Kevin Hellman, senior vice president of product for Stellantis’ Dodge brand vehicles, on the floor of the LA auto show, Green Car Reports learned that the much-touted “bone-shaking” Fratzonic Chambered Exhaust makes more than the sound of muscle-car rumble. It adds some finely calculated noise, vibration, and harshness (NVH) back into the mix. 

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Hellman said that the rumble is one you’ll be able to feel from the driver’s seat, and the team behind the Charger Daytona wanted an impression that, when you start the vehicle, would leave no doubt whether or not the power was on.

In a quick startup, rev, and power-down—out on the auto-show floor, which would have never been allowed with a real V-8—Hellman demonstrated to us that it sounds the part. But as for the rumble from the driver’s seat, and the whole experience, you’ll have to wait another week or so for first drive impressions. 

“Your butt tells you the car’s on,” he summed, underscoring that it’s the vibration that this system adds back to the experience that makes it something far greater than the in-cabin noise makers that some electric vehicles offer. “And quite honestly, when you’re driving a car fast and driving around a track, everything else, that visceral feeling is great feedback.”

2024 Dodge Charger Daytona

Fratzonic generates more NVH for an EV?

To do that, the Fratzonic Chambered Exhaust is effectively a noise-and-vibration-generating unit. Four “custom-designed elastomer isolator bushings” support the system and operate much like those on an engine’s exhaust system. Inside there are two “bespoke, high-efficiency extreme bandwidth transducers”—which Hellman broke down to a combination of standard drivers plus two so-called passive radiators (essentially a driver without the magnet). It’s using those passive radiators—”passivators,” Hellman nicknamed them—”to get that low, low growl that’s the rumble that you would expect from a muscle car,” he said.

All said, the materials that go into the Fratzonic unit are “very similar” to what’s built into a subwoofer box, according to Hellman, albeit with a design that’s patented around how those passivators and speakers work together within its volume to create the sound. The physical volume of the system is about 36 liters—about the size of a 10-gallon gas tank, or a smallish carry-on suitcase, at just 1.3 cubic feet. 

That’s most but not all of it. There is some “active noise management” of the system throughout the vehicle, including some tweaks from the sound system, Hellman said, but about 90% of what the driver is hearing is coming from that external unit at the back of the car. 

2024 Dodge Charger Daytona

Up to 126 dB, but Charger V-8 growl is what matters

The sound isn’t just for those inside the EV. The team’s functional objective for the system was to be as loud as the outgoing Hellcat—which is a screaming-loud 126 decibels. But it really came down to getting the tone right with the engine’s low notes, Hellman explained, as you can play a really high-pitch sound and hit 126 decibels rather easily. 

The EV had to sound like a Dodge V-8, the team decided early on, so it started out with a lot of sampling of historical Hemi V-8s, 426 V-8s, modern Hemis and Hellcats, and even the 1960s Chrysler Turbine car, folding those sounds into the output. It then asked all the participants a chance to evaluate each theme on how they liked the way it starts up, shuts down, revs, and runs. And they asked whether it sounds or feels like a Dodge. 

The system does involve psychology and being perceived as an inspiring sound, not a cheap imitation, so Dodge spent some time clinicking the solution. “We did a lot, and the agency we worked with put together some themes from mild to wild muscle, to crazy futuristic space-ship kind of things, and we clinicked it at our vehicle clinics, and then we took it to SEMA,” said Hellman.

What results, he explained, is the low-frequency growl, with a bit of a futuristic edge. Meanwhile, the waveforms don’t resolve at the same time, so as to give it some of the organic complexity of the original. 

2024 Dodge Charger Daytona

While the Daytona EV team avoided the super-futuristic route, there are plenty of EVs that have gone that way. The Ford Mustang Mach-E sounds, for instance, were influenced by classic 1980s sci-fi cinema, including “Blade Runner” and Batman’s Tumbler. But they’re only for those inside the vehicle. 

“When you’re out driving the car you may notice that there’s a familiarity of the sound that you can’t quite put your finger on,” he explained. “That’s because it operates at 38 Hz, which is very close to the firing order of a Hemi.”

Location, location, location is part of this, too. In this acoustic puzzle the sounds were all tuned to sound the most like a natural V-8 to the driver—although they’re pretty on-target from the outside of the car, based on the auto-show sound check. 

2024 Dodge Charger Daytona

Fratzonic solves an acoustic-physics puzzle

As with the sound of the Hellcat and a lot of the vintage muscle cars that preceded it, the project became larger than life. Hellman said that the Fratzonic project started with a simple: “This car’s gonna make sounds all the other EVs aren’t,” but it soon pivoted toward a deeper V-8 feel. 

Tying in, briefly, a lesson in linguistics and acoustic physics: You have to use breath to make vowel sounds, and each of those vowel sounds can be seen as a particular band of frequencies. After I heard, in brief, Fratzonic in use on the car, when idling and revving, I can say that it’s getting all those growly vowels in a V-8 idle that make the difference. 

Stellantis NVH engineers in Michigan—essentially the same people who would tune an exhaust in a real-V-8 muscle car—together with an unnamed agency that works on sound and special effects for Hollywood movies, created essentially six instruments. Then for this system, they trained them to play at different levels and variations depending on variables fed through the car.

2024 Dodge Charger Daytona

The list of parameters influencing the sound the vehicle actually makes is long, and includes the speed of the vehicle, the speed of the motors, the throttle position, the load, the regen mode, and the drive mode. 

In general, Hellman says, a change to a more aggressive drive mode will drive up the amplitude and volume of the sound. Auto is the baseline, while Sport gets a little louder, and Track and Drag get the loudest.

You can also turn the sound completely off if you don’t like it. Or there’s a Custom drive mode that can dial a different level in for each of the modes as desired. 

Adding that NVH efficiently and reliably

The noise-and-vibration-making equipment will be included on all examples of the upcoming 2024 Dodge Charger Daytona EV. When I pushed about the cost of the system, Hellman would only say that “we treat it like any other component on the vehicle that we believe is part of the experience.”

The system is powered by a dedicated 600-watt amplifier, and energy consumption is comparable to that of a high-end audio system. The design of the Charger Daytona already likely earns back some of that in the aero-savvy of its front R-Wing setup that guides air for efficiency or downforce. 

When asked whether there were challenges in making the Fratzonic solution weatherproof from puddles, road salt, and the like, Hellman said without hesitation, but without further comment: “Oh yeah!”

Fratzonic for Ferrari…or Maserati?

As for whether Stellantis would be able to tune this system for a completely different type of vehicle—like a Maserati or Ferrari—Hellman essentially said not yet. There are some things that would carry over into other vehicles, like the approach, but it’s not the sort of thing that’s scalable at face value. 

“This moment in time, it’s absolutely developed for Dodge, developed for this,” he emphasized. 

2024 Dodge Charger Daytona

But Hellman, who previously oversaw the Challenger and Charger model lines for eight years, sees it as more than a bridge-building gimmick. “I think it’ll become one of those things that, as the EV market shifts, helps you find that familiarity,” Hellman said. “The sound is such an important piece for Dodge and for muscle cars. It’s something that we’ll continue to lean into and develop.”

“The way it looks, the way it sounds, we created something that no one else has done,” he said. “I don’t think I’ve heard anyone that even had a slight hesitation when they’ve heard it and seen it in person.”

California-based Telo Trucks on Tuesday confirmed a lower base price for its space-efficient MT1 electric pickup.

When the MT1 was unveiled in 2023, Telo said it would launch in dual-motor all-wheel drive form at a cost of $49,999 before incentives. The truck’s configurator has now gone live and shows a single-motor rear-wheel drive base model with a $41,520 starting price.

Telo truck vs Mini Cooper SE

The base MT1 develops 300 hp and Telo estimates 260 miles of range from its Standard battery pack. A Long Range pack delivering an estimated range of more than 350 miles is also available for an additional $3,980, while the 500-hp dual-motor powertrain costs $4,769. This enables maximum payload and towing capacities of 1,600 pounds and 6,600 pounds, respectively.

Range estimates are the same regardless of powertrain. Telo previously said the Long Range pack would have a 106-kwh capacity, but has not confirmed a capacity for the Standard pack. It’s also said that, with the bigger pack, the MT1 will be able to recover 210 miles of range in 20 minutes when DC fast-charging.

Telo truck (rendering)

Telo is still accepting reservations for $152—the length of the vehicle in inches. That’s the same as outgoing Mini Cooper SE two-door hatchback, yet the MT1 has room for five adults and a 60-inch bed, which is larger than what you get in a Rivian R1T. A midgate allows long objects, including a 9-foot surfboard or a 4-by-8 sheet of plywood, to fit behind the front seats, Telo claims.

Telo claims to have 3,700 reservations so far, and aims for a press launch event in early 2025. But, as Canoo and Alpha Motors have shown, showing off an attractive small electric pickup and actually getting it into production are two entirely different matters.

The Pagani Utopia is a rare, hand-built supercar, but even it has succumbed to a recall. Pagani issued a recall for the V-12 supercar due to a manufacturing issue with the passenger-side dashboard panel, which may cause the airbag behind the panel to fail to deploy correctly in the event of a crash. The panel is made from carbon fiber, and a…

General Motors and LG Energy Solution dropped two noteworthy pieces of news Monday.

In separate announcements, GM said it planned to sell its stake in a Michigan joint-venture battery factory to LG, while the companies also agreed to a continued technical partnership for development of prismatic cells.

Pending closure of the transaction, which is expected in the first quarter of 2025, GM said it anticipates recouping its investment in the Lansing, Michigan, plant, which the automaker said is nearly complete but is awaiting installation of equipment. The plant was said to cost $2.5 billion when first reported in 2022, with GM and LG splitting that amount.

GM said the transaction would not change its ownership interest in the Ultium Cells LLC joint venture with LG that the plant is a part of. And so far there are no plans to change the ownership status of Ultium Cells plants in Warren, Ohio, and Spring Hill, Tennessee, according to the automaker.

In what is considered a separate matter from GM’s divestment in the Michigan battery plant, the two companies will also extend an existing technical partnership to include prismatic cells for future GM electric vehicles.

General Motors and LG Energy Solution partner on prismatic battery cells

GM has for the moment standardized its EV hardware around pouch cells, which are currently being manufactured at the existing Ultium Cells LLC plants in Ohio and Tennessee. But the automaker said it aims to “diversify its supply chain, leveraging multiple chemistries and form factors.”

This is something GM has been investigating for awhile. In 2023, CEO Mary Barra noted that GM was flexible on battery-cell format and said the automaker was looking into both prismatic cells and cylindrical cells, albeit with no definitive plans to use either.

The automaker is now saying that prismatic cells could provide packaging advantages, as well as simplified manufacturing by reducing the number of modules in a battery pack. And LG already has experience with prismatic cells, GM noted.

Some retrenchment was likely after initial struggles with GM’s EV ramp-up. The automaker earlier this year backed away from a previous target of having production capacity for one million EVs by 2025, with Barra saying the market wasn’t developing as anticipated. GM’s own EV production issues might have contributed to that as well, although increased EV deliveries beginning in Q2 indicated the automaker was turning a corner.

The Lamborghini Temerario could potentially pack over 1,000 hp in a future hardcore variant Lamborghini considered V-6 and V-10 engines before deciding on the V-8 for the Temerario The Temerario is priced from $361,621 in the U.S., including destination The Lamborghini Temerario debuted in August as the successor to the Huracán and already…

Telo’s MT1 electric pickup truck measures just 152 inches long, or about the same as a Mini Cooper The MT1 is currently scheduled for launch in early 2025 The MT1 promises up to 500 hp and more than 350 miles of range Pickup trucks have grown in size with each generation, but an electric vehicle startup called Telo wants to reverse that trend with…

Mission accomplished, Jaguar. You have our attention. Along with that of Stephen Colbert, the gay-panic shit-stirrers at Fox News, X-man Elon and every hot-take purveyor from London to Los Angeles. 

I’m referring to the, um, “Exuberant” rebranding of this famed-yet-foundering British luxury automaker; complete with expressionless models whose ruched-and-ruffled attire and lunar-pink backdrop seemed equal parts Teletubbies and Dune. “Does Jaguar sell ketamine now?” Colbert quipped, noting the ad’s Infiniti-esque absence of cars. 

Well, cue the EDM from Miami, because this brand isn’t through with provoking, or the color pink. Jaguar chose the city’s Art Week to unveil an actual car, the Type 00—a concept design statement that history may record as the inflection point for Jaguar’s EV renaissance. Or an epitaph.

The initial rebranding struck so many observers as Category 5 corporate wankery. But perspective, people: Almost nobody buys, or doesn’t buy, a car based on advertising. If they did, Volkswagen would rule America, and Lexus wouldn’t sell any cars until December. Tesla doesn’t even advertise, unless you consider Musk a walking advertisement. Which is certainly going well. 

In the words of Gerry McGovern, JLR’s creative director, “Product is God.” And Jaguar does need a miracle. But it’s a long way between now and 2026 when the first of a planned three-car electric lineup goes on sale. Pouring a glass half-full, that’s bankrolled by Jaguar’s share of $19 billion from owner Tata Motors, in planned EV and autonomous investment in Jaguar and Land Rover over five years. With green capital drying up elsewhere, it’s the kind of money any EV start-up would kill for.

Jaguar says the Type 00 name alludes to zero emissions and a fresh start for an 89-year-old brand that once symbolized the best of British design. It’s a brawny two-seat fastback with faint echoes of those golden years, including a swept roofline, a boattail rear and a hood long enough to house a V-12, rather than a petite electric motor. As intended, this coupe appears carved from a single block of granite, albeit one with little room to spare for miniature windows. A freight-train front end recalls Audi’s original single-frame grilles, minus conventional openings. 

The look is one part Streamline Moderne, one part armored vehicle. It’s like a brutalist take on the Rolls-Royce Spectre, at barely one-quarter the price, minus the Rolls’ traditional grille and graceful curvature.  But the exterior also looks unfinished, like a rough design sketch that’s come to life. Dramatic butterfly doors and three brass rails inside—including a 10.5-footer that splits the cabin between floating seats—clearly aren’t meant for production.

Then again, the screens that rise theatrically from the dash appear doable. A new Leaper logo is laser-etched onto brass fender “ingots” that deploy to expose rear-facing cameras. Gorgeous travertine stone inlays might win over buyers all on their own. Too bad the natural stone appears unfeasible: It’s the kind of bravura element that could back up Jaguar’s “Copy Nothing” mantra that traces to founder William Lyons.

The Type 00 does take an opaque page from the Polestar 4: There’s no rear window, rather a “glassless tailgate” and a camera-based rearview mirror. That offputting gimmick—something nobody ever wanted—appears headed to the first production car inspired by this concept, a four-seat, roughly $120,000 GT. You’re not going to make this easy, are you Jaguar? 

Under-the-skin details remain scarce for that production model, beyond an 800-volt architecture and what Jaguar claims will deliver 430 miles of range on the EPA testing cycle. Jaguar has said it will be its most powerful road car ever, so we’re expecting output to top 575 horsepower. That GT is to be followed by an SUV in some form because they actually need to make some sales here, plus an electric super sedan that sounds like a more affordable Bentley Flying Spur or Rolls-Royce Ghost.

To its credit, the Type 00 looks expensive, anchored by 23-inch wheels. But alluring roofline aside, it’s not traditionally “pretty,” lithe or elegant like Jags of old. And its blunt-force proportions and design pretensions will surely spark another round of handwringing from the easily outraged. 

That includes the Type 00’s dusky shade of “Miami Pink” that I admired in November at JLR’s Gaydon, U.K. headquarters, during a hush-hush media showing prior to the official reveal. The rosy paint was a highlight for this careless coupe, seemingly designed for modern-day Daisy Buchanans to mow down peasants/pedestrians. In Miami’s Design District, Jaguar paired the pink car with a “London Blue” specimen. 

A literal whiff of fashionista does follow the “Prism,” a kind of magic handbag that tucks into the bodyside, behind a powered door panel. The Prism contains three “totems”—wedges of Alabaster, Travertine and Brass—that slot into the console to summon various moods in ambient lighting, soundscapes or bespoke fragrances. Silly? A bit. But for decades, these kinds of playful flourishes have been par for the concept course.

Screen animations use chiaroscuro, mixing light and shadow to suggest three-dimensional objects. Jaguar’s new “strikethrough” design hallmark traces front and rear ends, and tops a striking peekaboo roof that appears solid at first glance. Think a Venetian blind with gracefully thin slats.

Even if the initial rebranding exercise was the equivalent of two torn hamstrings, Jaguar has captured its biggest mindshare in years. With all eyes on Jaguar, expect some auto writers and armchair critics to continue the gleeful pile-on, and declare the Type 00 more evidence of a brand and electric transformation gone awry. 

But concept cars don’t work that way. So many concepts or design elements that were declared “radical” or ridiculed, from those Audi front ends to BMW’s X6 “SUV coupe”, were soon accepted or even beloved by actual buyers. They became commonplace or spawned myriad imitators. Looking back, you wonder what the original fuss was all about. 

So if you were expecting a definitive answer as to whether Jaguar can design its way out of trouble, the Type 00 is not it. We’ll all need to wait until this polarizing concept and design language evolves into showroom form. Jaguar plans to reveal that GT late next year and build it in the UK sometime in 2026. Then wealthy EV prospects, not Jaguar’s critics, will have the final say.

Lawrence Ulrich is an award-winning freelance automotive journalist. He’s also the former chief auto critic of The New York Times and a contributing editor at Road & Track.