Tesla has recalled over two million vehicles in 2024 alone, so close to 10,000 more cars shouldn't be very noteworthy at this point. But Tesla's latest recall is a bit fussier in that technicians must review each car in person rather than just issuing an over-the-air update. Tesla's latest recall will see 9,136 Model X SUVs tended to manually due to concerns of a trim on the roof separating which could increase the risk of a crash, Reuters reports.
The National Highway Traffic Safety Administration stated, "The front and center roof cosmetic trim pieces may be adhered to the vehicle without primer. As a result, one or both pieces of trim may separate from the vehicle." Tesla will test the attachment of each vehicle's roof trim and join the pieces back together if necessary.
This year has seen previous recalls on Model X vehicles, along with the Model Y, Model 3, Model S and its Cybertruck. The issues responsible have ranged from the backup camera not working in reverse to a potential for the hood to detach.
This article originally appeared on Engadget at https://www.engadget.com/transportation/evs/tesla-issues-an-in-person-recall-for-its-model-x-suv-150039573.html?src=rss
Electric vehicle company Polestar has started production for the Polestar 3 in South Carolina. Polestar 3 cars from this location are intended for consumers in the US and Europe. The Volvo-owned company's first SUV debuted in 2023, but the shift to a US production facility will help it to avoid huge tariffs for importing EVs from its facility in Chengdu, China.
"Manufacturing Polestar 3 in the USA is a crucial step for us," Polestar CEO Thomas Ingenlath said. "Now we offer customers in America an electric SUV that is built in America. Exporting the South Carolina produced Polestar 3 to Europe will strengthen our business on a broader scope."
Earlier this year, the Biden administration placed a sizable increase on the costs for imports of electric vehicles from China. The White House move to quadruple the tariff on Chinese-made EVs was meant to "protect American manufacturers." Even before that change was announced, we'd heard that Polestar 3 production would be shifted to South Carolina. The Polestar 4, on the other hand, will be manufactured at the company's plant in South Korea when production begins in mid-2025.
This article originally appeared on Engadget at https://www.engadget.com/transportation/evs/polestar-3-production-is-underway-in-the-us-221732000.html?src=rss
Intel has unveiled a discrete GPU for cars, the Arc A760A, designed to bring the "triple-A gaming experience" from home over to your car, the company announced. No automotive partners were revealed, but vehicles with the new chips will go on sale as soon as 2025.
With car buyers increasingly focused on in-vehicle entertainment above all else, the chips are designed to "unlock a new era of AI-powered cockpit experiences," according to Intel's press release.
The GPUs will allow voice, camera and gesture recognition to make it easy to control up to "seven high-definition screens rendering 3D graphics and six-in vehicle cameras and interactive features." At the same time, it can supposedly run demanding triple-A gaming titles, in-vehicle entertainment and AI-powered productivity apps.
Intel
The system will also be highly personalized to the driver. It'll include the ability to "execute complex vehicle control commands through natural language processing, answer vehicle-related questions accurately, and even engage in leisurely chat with users, providing a more interactive and enjoyable journey," according to Intel.
Intel added that it has created over 500 features and AI apps for automobiles, with over 100 independent software vendors working on in-vehicle experiences. In addition, the A760A will be fully compatible with software developed for its iGPU PC platform, while scaling from entry- and mid-tier vehicles up to higher-end cars.
Intel said it wants to be the "go-to partner for automakers." It's clearly looking to diversify its offerings in the wake of quality-control problems with recent PC chips and financial woes that may see it lay off up to 15,000 employees.
This article originally appeared on Engadget at https://www.engadget.com/intel-is-bringing-gpus-to-cars-120057738.html?src=rss
When the Mustang Mach-E first hit the streets at the end of 2021, people were so up in arms about its name that it felt like you couldn’t have a serious discussion about the vehicle itself. How dare Ford tarnish the legacy of its iconic pony car with *gasp* a crossover SUV?! And an all-electric one at that. But now that Ford has had a few years to refine the platform, it’s a great time to take another look at what is still the company’s most engaging EV to date.
What’s new for 2024
Ford has made several tweaks and adjustments to the Mach-E over the past few years, like streamlining the UI for its infotainment system, offering a wider range of colors and switching to LFP batteries (lithium ferrophosphate) for the standard range model and NCM (nickel, cobalt, manganese) for extended range trims. But for 2024, there are a few additional updates such as a new rear motor (which Ford says was developed in-house) that deliver a touch more torque and slightly faster charging speeds. The 72kWh standard range model can now go from 10 to 80 percent in 32 minutes or around 36 minutes for specs with the larger 91kWh extended range battery pack. That’s about six minutes faster compared to previous model year vehicles.
The Mach-E GT now also receives Ford’s MagneRide suspension tech as standard. This feature was only available on the top-spec GT Performance Edition, which now exists as a Performance upgrade package (and is what I reviewed here), instead of being a full standalone trim. It offers an extra 100 pound-feet of torque and improved tuning. This year, there are yet more color options headlined by Eruption green and Ford’s optional Bronze appearance pack (which you can see in photos of our loaner vehicle), alongside a brand new Rally model. It features some exclusive design touches including a larger rear spoiler and a bunch of tweaks for better off-road performance and handling.
Finally, earlier this spring, Ford announced that its EVs in the US can use Tesla’s Supercharging network and created a program that provides one free adapter to Mustang Mach-E and Ford 150 Lightning owners. (Envision a giant USB dongle that allows Ford’s CCS charging ports to use Tesla’s NACS plugs. Starting in 2025, new Mach-Es will come with an NACS plug from the factory.)
Design: A family-friendly muscle car for the EV age
Photo by Sam Rutherford/Engadget
One of the biggest issues Mustang die-hards have with the Mach-E is that it represents diametrically opposed objectives. Muscle cars are supposed to be simple, low-slung affairs that are big on power and light on weight (and often practicality). But this thing has two rows of usable seats, a large cargo area and a curb weight of between 4,400 and 5,000 pounds depending on the spec. That’s about 1,000 pounds heavier than an equivalent gas-powered Mustang.
Factor in that the Mach-E has a frunk where the engine ought to be and you’re basically looking at something that sits on the complete other end of the spectrum from where Mustang landed when it first hit the roads back in the 1960s. And often, when a product is being pulled in multiple directions, it ends up stuck in the middle.
But on the Mach-E, Ford has artfully balanced nods to previous Mustangs while embracing a more accommodating crossover EV design. The car’s long hood and vertical taillights give it an unmistakable familial resemblance while the clever use of black panels on its roof, below its doors and elsewhere make the crossover look sleeker than it actually is. (Admittedly, they’re hard to see on a black car like the one I tested, but check out some other colors to see what I mean.) And in an ever growing sea of vaguely teardrop-shaped EV SUVs, the Mach-E stands out as a striking homage to a classic.
Photo by Sam Rutherford/Engadget
Perhaps the most contentious aspect of the Mach-E’s design is its door handles, or lack thereof. Instead, you get a button mounted on the pillar behind each window. In front, there’s also a small tab nearby you can pull to open, while in back, Ford expects you to simply grab the inside of the door when climbing in, because that’s what people tend to do anyway. And Ford is right. Buttons are good and don’t need any explanation. Plus, they’re a lot simpler than handles that have to pop out just so you can yank on them. Even my toddler (who isn’t even three yet) can open the doors by himself. Plus, they still deliver on the original purpose of getting rid of handles to reduce drag. It seems Ferrari agrees, because the Italian supercar maker opted for a similar tabbed design (albeit without the button) for the rear doors on the new Purosangue.
Another nifty feature inspired by the cars of yesteryear is the numeric touch controls on the driver’s side door. Just like the buttons on old Explorers, you can create a PIN that lets you unlock the car with a handful of taps. This lets you hide your keys inside the car if you’re at the beach or going on a hike and don’t want to risk losing them in the wild. It’s a bit of simple tech mixed with basic practicality that I wish more carmakers would support.
Photo by Sam Rutherford/Engadget
That delicate blend between new and old continues inside as well. In the center of the dash is a large 15.5-inch touchscreen that controls most of the vehicle’s functions. But unlike other EV makers (most notably Tesla), Ford stopped short of making everything so streamlined that it's hard to use. At the bottom of the screen, the touch buttons for the heated seats and temperature are frozen in place, so they’re always easy to reach. And then smack in the middle is a big control wheel that adjusts dynamically to handle whatever you need. By default, it handles volume, but if you touch something like the fan button first, you can simply twist the dial to increase or decrease the speed. It’s a wonderful blend between digital and analog controls that means you’re never more than two gestures away from turning something off or setting it to full blast.
It's endearing that Ford is so committed to its transitional philosophy between new and old that in addition to a built-in wireless charger, the Mach-E has USB-A and USB-C jacks positioned side-by-side. Usually, automakers just pick one and stick with it, sometimes resulting in cars saddled with only Type-A slots.
Meanwhile, over on the driver’s side, Ford skews a bit more traditional, where controls for the blinkers and wipers are just stalks. It’s a tried and true setup that makes the Mach-E feel immediately familiar, which is not something all EVs can claim. There’s even an on/off button for the car, which almost feels quaint in a time when so many electric cars let you just walk up, put your foot on the brake and go. But as I said before, buttons are good, so unless you really feel like tapping one is a drag, I don’t see an issue with Ford’s approach.
Photo by Sam Rutherford/Engadget
As for the rest of the interior, it’s easy to tell that the Mach-E was built with expertise. There’s a nice mix of premium textures (with very little piano black trim to call attention to fingerprints) and no cracks or loose ends to speak of. The cabin is also very quiet, with not even a hint of an EV’s usual faint electric motor whine (unless you’re really gunning it). Compared to the Hyundai Ioniq 5, the Mach-E has a slightly higher seating position (as befits a proper SUV) and larger cargo area (29.7 cubic feet versus 27.2), with the trade-off being slightly less rear-seat legroom for passengers in the second row. That said, I’m six feet tall and there’s still plenty of room in the back for me. However, if you want to really maximize storage, Tesla’s Model Y beats out both with large cubby spaces throughout.
The one thing I wish Ford offered — even if it had been strictly an optional extra — is ventilated seats. It’s something you can get on other similarly priced rivals or even the F-150 Lightning. And as I was testing this during the peak of a heatwave, it would have been the cherry on top of an otherwise already solid interior.
Tech and infotainment: A big screen with a much-appreciated analog touch
Photo by Sam Rutherford/Engadget
The Mach-E’s infotainment is powered by Ford’s Sync 4A system which is generally fine. You have all the basics for adjusting car settings, navigation and more. But most people are probably going to augment that with support for both wired and wireless Apple CarPlay and Android Auto, which makes the whole setup feel much more complete. Pairing was a cinch and connecting was fast enough that generally by the time I got into the car and put my seatbelt on, Android Auto was ready to go. From the main screen, you get a big window for mapping and some smaller panes for music and recent apps. In the settings, you can adjust things like the propulsion sounds or one-pedal driving, the latter of which I think is tuned perfectly for the Mach-E. It offers plenty of deceleration when you lift off but not so much that your head jerks around if you let it slow all the way to a full stop.
Meanwhile, thanks to the FordPass app, you get some additional controls on your phone, though things are a bit spartan compared to rivals like Tesla. All the basics are there like being able to lock the car, roll down the windows and activate the climate control remotely. But there are a lot of little things it can’t do too.
Photo by Sam Rutherford/Engadget
There’s no option to see the view from the Mach-E’s cameras on your phone like on a Model Y, and you can’t even adjust individual climate settings. You can either let the car pick a temperature or let it default to whatever it was the last time you were driving. However, one thing the Mach-E offers that a Model Y doesn’t is a top-down 360-degree camera. That thing is a lifesaver when you need to squeeze into a tight space while parallel parking and should be a standard feature on every new car. I just wish Ford’s execution was a touch more polished, as it applies little black outlines around the car that add the tiniest bit of guesswork.
You can also use your phone as a key, which is great for anyone who doesn’t want to carry Ford’s egg-shaped fob around. But I wish Ford would steal another page out of Tesla’s playbook and let you use the car’s sensors as a built-in dash cam. All the necessary equipment is already in place and there are plenty of USB ports for anyone who wants to plug in an external storage drive.
Unfortunately, there are still a few infotainment menus like the one for Sirius XM radio that take too long to appear. In 2024, I simply do not understand how a minimum $40,000 car has a screen that’s occasionally slower than a smartphone. And while Sync and Android Auto/CarPlay are usually quite responsive, there are a handful of situations where the display can’t keep up.
Performance: Pony power
Photo by Sam Rutherford/Engadget
Mustang or not, with a 0 to 60 time of just 3.3 seconds for a GT with the Performance upgrade pack, the Mach-E is seriously quick. And even if you opt for a more affordable Premium model with dual motors and AWD, you’re still hitting 60 in 5.2 seconds, which is more than respectable.
However, the real star of the GT’s kit is its MagneRide damping system. It makes the car feel more confident and planted in the corners. The downside is that it makes the ride even firmer, which is great when you want to really push the pace while maintaining control. But around me, where the roads exist in a superposition of being either freshly paved or filled with so many potholes you might as well be driving on the moon, you will feel every bump just a bit more. Regardless, compared to the bouncier feel from the standard suspension in Mach-Es with Select and Premium trims, I’ll take that extra bit of sporty rigidity every time.
Photo by Sam Rutherford/Engadget
The Mach-E also offers a few different performance modes: Whisper, Engaged and Unbridled, which roughly translates to relaxed, sport and full power. In Whisper, which I used the most for driving around town, the car is relatively chilled out. There’s still a lot of performance to tap into, you just have to be a little more deliberate with your foot before it arrives. But that’s just fine when you're out getting groceries and don’t want to crack all your eggs before you get home. Engaged offers a good balance between speed and comfort, and Unbridled doesn’t need much explanation. At this point, most people know that EVs can deliver peak torque at all times unlike cars powered by internal combustion. So while classic Mustang fans might not like to admit it, in the real world, the Mach-E is every bit as quick as its gas-powered predecessors. There’s a sense that there’s always excess power waiting to be unleashed and it's absolutely exhilarating.
Photo by Sam Rutherford/Engadget
On the flip side, when you don’t feel like driving, Ford’s BlueCruise hands-free driving tech is among the best in the business. Granted, it’s a bit more restricted than something like Tesla’s Enhanced Autopilot as its only available on approved highways. But according to Ford, that covers over 130,000 miles of roads across North America, so it wasn’t hard to find somewhere I could use it. And when it’s activated, you can just sit back and let the car do the work, which is a true stress reliever when you’re stuck in highway traffic.
BlueCruise neatly stayed in the middle of the lane without needing to bounce between the lines. When you want to change lanes, you can simply flick the blinker stalk in the proper direction and let BlueCruise do the rest. I also appreciate that when it’s on, the entire screen on the driver’s side display turns blue, so there’s no confusion about what’s going on. Meanwhile, the small sensor bank behind the wheels monitors your eyes to ensure you’re still paying attention. And when BlueCruise needs to revert back to good ‘ole adaptive cruise control, that’s really obvious too.
Range and charging: Underpromise but over-deliver
Photo by Sam Rutherford/Engadget
The Mach-E offers between 250 and 320 miles of range depending on the spec, with the GT falling in the middle with 280 miles of juice. (Note: all GTs come standard with AWD and Ford’s extended range battery pack). Those figures are more than solid and pretty much the same as a Tesla Model Y (Ford’s long-range RWD model can hit 320 miles per charge, while the Model Y Performance delivers 279 miles).
However, I noticed that Ford’s in-car range estimates are on the more conservative side, but in a good way. It feels like the Mach-E engineers were living by the mantra of underpromising and over-delivering. That’s because unlike every Tesla I’ve driven — which often served up overly optimistic calculations before updating to more realistic estimates halfway through the trip — what you see on the Mach-E’s display is pretty much what you get. And especially for first-time EV buyers who might be suffering from range anxiety, this predictability makes for more confidence on longer journeys.
Earlier this year, Ford announced that it would give Mach-E and F-150 Lightning owners a free CCS to NACS charging adapter.
Photo by Sam Rutherford/Engadget
On the other hand, perhaps the Mach-E’s biggest weakness is its charging time, which lags behind almost all of its rivals even with the six-minute decrease for 2024 models. This is because it maxes out with 150kW DC fast charging compared to 250kW for a Model Y or 350kW on a Hyundai Ioniq 5. Granted, if you have the luxury of being able to install a charger in your garage, that difference might not be a big deal. But for those who regularly need to charge mid-trip, you’re looking at between 10 and 15 minutes of extra time spent plugged in compared to its rivals. So while it’s not a deal breaker, faster DC charging would be the biggest upgrade Ford could add to the Mach-E.
Still, even for me, who lives in the city and can’t charge in my building or the lot I rent when testing cars, it’s not that bad. There are at least six public chargers within a five-block radius, all of which are significantly closer than the nearest gas station. This makes it easy to recharge the car when needed, which probably won’t be very often unless you have a major commute thanks to the Mach-E’s above-average range.
Wrap-up
Photo by Sam Rutherford/Engadget
So is the Mach-E a real Mustang? Ford certainly believes so because almost every badge on the outside of the car is a Mustang logo instead of the classic blue oval. However, methinks the lady doth protest too much. I suspect Ford will never admit to attaching the Mustang name to the Mach-E in hopes of attracting buyers to its first mainstream EV. (I’m not counting the electric Ranger from the 90s.) But you know what? The Mach-E is a great name for a car in its own right and it represents an incredibly thoughtful marriage of Ford’s legacy with forward-thinking design. (Though if we’re borrowing inspiration from the past, I kind of wish Ford had revived the Thunderbird name instead).
Sure, it’s not quite as techy as a Model Y and I hope Ford will incorporate some of Tesla’s more advanced features into future vehicles (a UWB-based car key would be really nice too). But at the same time, the Mach-E is welcoming to all sorts of drivers, including folks who may have never driven an EV, while also delivering tight handling and spirited performance. And unlike an old-fashioned Mustang, its size and two full rows of seats means the whole family can enjoy it.
This article originally appeared on Engadget at https://www.engadget.com/2024-ford-mustang-mach-e-gt-review-a-thrilling-mix-of-pedigree-and-electricity-170015532.html?src=rss
When the Mustang Mach-E first hit the streets at the end of 2021, people were so up in arms about its name that it felt like you couldn’t have a serious discussion about the vehicle itself. How dare Ford tarnish the legacy of its iconic pony car with *gasp* a crossover SUV?! And an all-electric one at that. But now that Ford has had a few years to refine the platform, it’s a great time to take another look at what is still the company’s most engaging EV to date.
What’s new for 2024
Ford has made several tweaks and adjustments to the Mach-E over the past few years, like streamlining the UI for its infotainment system, offering a wider range of colors and switching to LFP batteries (lithium ferrophosphate) for the standard range model and NCM (nickel, cobalt, manganese) for extended range trims. But for 2024, there are a few additional updates such as a new rear motor (which Ford says was developed in-house) that deliver a touch more torque and slightly faster charging speeds. The 72kWh standard range model can now go from 10 to 80 percent in 32 minutes or around 36 minutes for specs with the larger 91kWh extended range battery pack. That’s about six minutes faster compared to previous model year vehicles.
The Mach-E GT now also receives Ford’s MagneRide suspension tech as standard. This feature was only available on the top-spec GT Performance Edition, which now exists as a Performance upgrade package (and is what I reviewed here), instead of being a full standalone trim. It offers an extra 100 pound-feet of torque and improved tuning. This year, there are yet more color options headlined by Eruption green and Ford’s optional Bronze appearance pack (which you can see in photos of our loaner vehicle), alongside a brand new Rally model. It features some exclusive design touches including a larger rear spoiler and a bunch of tweaks for better off-road performance and handling.
Finally, earlier this spring, Ford announced that its EVs in the US can use Tesla’s Supercharging network and created a program that provides one free adapter to Mustang Mach-E and Ford 150 Lightning owners. (Envision a giant USB dongle that allows Ford’s CCS charging ports to use Tesla’s NACS plugs. Starting in 2025, new Mach-Es will come with an NACS plug from the factory.)
Design: A family-friendly muscle car for the EV age
Photo by Sam Rutherford/Engadget
One of the biggest issues Mustang die-hards have with the Mach-E is that it represents diametrically opposed objectives. Muscle cars are supposed to be simple, low-slung affairs that are big on power and light on weight (and often practicality). But this thing has two rows of usable seats, a large cargo area and a curb weight of between 4,400 and 5,000 pounds depending on the spec. That’s about 1,000 pounds heavier than an equivalent gas-powered Mustang.
Factor in that the Mach-E has a frunk where the engine ought to be and you’re basically looking at something that sits on the complete other end of the spectrum from where Mustang landed when it first hit the roads back in the 1960s. And often, when a product is being pulled in multiple directions, it ends up stuck in the middle.
But on the Mach-E, Ford has artfully balanced nods to previous Mustangs while embracing a more accommodating crossover EV design. The car’s long hood and vertical taillights give it an unmistakable familial resemblance while the clever use of black panels on its roof, below its doors and elsewhere make the crossover look sleeker than it actually is. (Admittedly, they’re hard to see on a black car like the one I tested, but check out some other colors to see what I mean.) And in an ever growing sea of vaguely teardrop-shaped EV SUVs, the Mach-E stands out as a striking homage to a classic.
Photo by Sam Rutherford/Engadget
Perhaps the most contentious aspect of the Mach-E’s design is its door handles, or lack thereof. Instead, you get a button mounted on the pillar behind each window. In front, there’s also a small tab nearby you can pull to open, while in back, Ford expects you to simply grab the inside of the door when climbing in, because that’s what people tend to do anyway. And Ford is right. Buttons are good and don’t need any explanation. Plus, they’re a lot simpler than handles that have to pop out just so you can yank on them. Even my toddler (who isn’t even three yet) can open the doors by himself. Plus, they still deliver on the original purpose of getting rid of handles to reduce drag. It seems Ferrari agrees, because the Italian supercar maker opted for a similar tabbed design (albeit without the button) for the rear doors on the new Purosangue.
Another nifty feature inspired by the cars of yesteryear is the numeric touch controls on the driver’s side door. Just like the buttons on old Explorers, you can create a PIN that lets you unlock the car with a handful of taps. This lets you hide your keys inside the car if you’re at the beach or going on a hike and don’t want to risk losing them in the wild. It’s a bit of simple tech mixed with basic practicality that I wish more carmakers would support.
Photo by Sam Rutherford/Engadget
That delicate blend between new and old continues inside as well. In the center of the dash is a large 15.5-inch touchscreen that controls most of the vehicle’s functions. But unlike other EV makers (most notably Tesla), Ford stopped short of making everything so streamlined that it's hard to use. At the bottom of the screen, the touch buttons for the heated seats and temperature are frozen in place, so they’re always easy to reach. And then smack in the middle is a big control wheel that adjusts dynamically to handle whatever you need. By default, it handles volume, but if you touch something like the fan button first, you can simply twist the dial to increase or decrease the speed. It’s a wonderful blend between digital and analog controls that means you’re never more than two gestures away from turning something off or setting it to full blast.
It's endearing that Ford is so committed to its transitional philosophy between new and old that in addition to a built-in wireless charger, the Mach-E has USB-A and USB-C jacks positioned side-by-side. Usually, automakers just pick one and stick with it, sometimes resulting in cars saddled with only Type-A slots.
Meanwhile, over on the driver’s side, Ford skews a bit more traditional, where controls for the blinkers and wipers are just stalks. It’s a tried and true setup that makes the Mach-E feel immediately familiar, which is not something all EVs can claim. There’s even an on/off button for the car, which almost feels quaint in a time when so many electric cars let you just walk up, put your foot on the brake and go. But as I said before, buttons are good, so unless you really feel like tapping one is a drag, I don’t see an issue with Ford’s approach.
Photo by Sam Rutherford/Engadget
As for the rest of the interior, it’s easy to tell that the Mach-E was built with expertise. There’s a nice mix of premium textures (with very little piano black trim to call attention to fingerprints) and no cracks or loose ends to speak of. The cabin is also very quiet, with not even a hint of an EV’s usual faint electric motor whine (unless you’re really gunning it). Compared to the Hyundai Ioniq 5, the Mach-E has a slightly higher seating position (as befits a proper SUV) and larger cargo area (29.7 cubic feet versus 27.2), with the trade-off being slightly less rear-seat legroom for passengers in the second row. That said, I’m six feet tall and there’s still plenty of room in the back for me. However, if you want to really maximize storage, Tesla’s Model Y beats out both with large cubby spaces throughout.
The one thing I wish Ford offered — even if it had been strictly an optional extra — is ventilated seats. It’s something you can get on other similarly priced rivals or even the F-150 Lightning. And as I was testing this during the peak of a heatwave, it would have been the cherry on top of an otherwise already solid interior.
Tech and infotainment: A big screen with a much-appreciated analog touch
Photo by Sam Rutherford/Engadget
The Mach-E’s infotainment is powered by Ford’s Sync 4A system which is generally fine. You have all the basics for adjusting car settings, navigation and more. But most people are probably going to augment that with support for both wired and wireless Apple CarPlay and Android Auto, which makes the whole setup feel much more complete. Pairing was a cinch and connecting was fast enough that generally by the time I got into the car and put my seatbelt on, Android Auto was ready to go. From the main screen, you get a big window for mapping and some smaller panes for music and recent apps. In the settings, you can adjust things like the propulsion sounds or one-pedal driving, the latter of which I think is tuned perfectly for the Mach-E. It offers plenty of deceleration when you lift off but not so much that your head jerks around if you let it slow all the way to a full stop.
Meanwhile, thanks to the FordPass app, you get some additional controls on your phone, though things are a bit spartan compared to rivals like Tesla. All the basics are there like being able to lock the car, roll down the windows and activate the climate control remotely. But there are a lot of little things it can’t do too.
Photo by Sam Rutherford/Engadget
There’s no option to see the view from the Mach-E’s cameras on your phone like on a Model Y, and you can’t even adjust individual climate settings. You can either let the car pick a temperature or let it default to whatever it was the last time you were driving. However, one thing the Mach-E offers that a Model Y doesn’t is a top-down 360-degree camera. That thing is a lifesaver when you need to squeeze into a tight space while parallel parking and should be a standard feature on every new car. I just wish Ford’s execution was a touch more polished, as it applies little black outlines around the car that add the tiniest bit of guesswork.
You can also use your phone as a key, which is great for anyone who doesn’t want to carry Ford’s egg-shaped fob around. But I wish Ford would steal another page out of Tesla’s playbook and let you use the car’s sensors as a built-in dash cam. All the necessary equipment is already in place and there are plenty of USB ports for anyone who wants to plug in an external storage drive.
Unfortunately, there are still a few infotainment menus like the one for Sirius XM radio that take too long to appear. In 2024, I simply do not understand how a minimum $40,000 car has a screen that’s occasionally slower than a smartphone. And while Sync and Android Auto/CarPlay are usually quite responsive, there are a handful of situations where the display can’t keep up.
Performance: Pony power
Photo by Sam Rutherford/Engadget
Mustang or not, with a 0 to 60 time of just 3.3 seconds for a GT with the Performance upgrade pack, the Mach-E is seriously quick. And even if you opt for a more affordable Premium model with dual motors and AWD, you’re still hitting 60 in 5.2 seconds, which is more than respectable.
However, the real star of the GT’s kit is its MagneRide damping system. It makes the car feel more confident and planted in the corners. The downside is that it makes the ride even firmer, which is great when you want to really push the pace while maintaining control. But around me, where the roads exist in a superposition of being either freshly paved or filled with so many potholes you might as well be driving on the moon, you will feel every bump just a bit more. Regardless, compared to the bouncier feel from the standard suspension in Mach-Es with Select and Premium trims, I’ll take that extra bit of sporty rigidity every time.
Photo by Sam Rutherford/Engadget
The Mach-E also offers a few different performance modes: Whisper, Engaged and Unbridled, which roughly translates to relaxed, sport and full power. In Whisper, which I used the most for driving around town, the car is relatively chilled out. There’s still a lot of performance to tap into, you just have to be a little more deliberate with your foot before it arrives. But that’s just fine when you're out getting groceries and don’t want to crack all your eggs before you get home. Engaged offers a good balance between speed and comfort, and Unbridled doesn’t need much explanation. At this point, most people know that EVs can deliver peak torque at all times unlike cars powered by internal combustion. So while classic Mustang fans might not like to admit it, in the real world, the Mach-E is every bit as quick as its gas-powered predecessors. There’s a sense that there’s always excess power waiting to be unleashed and it's absolutely exhilarating.
Photo by Sam Rutherford/Engadget
On the flip side, when you don’t feel like driving, Ford’s BlueCruise hands-free driving tech is among the best in the business. Granted, it’s a bit more restricted than something like Tesla’s Enhanced Autopilot as its only available on approved highways. But according to Ford, that covers over 130,000 miles of roads across North America, so it wasn’t hard to find somewhere I could use it. And when it’s activated, you can just sit back and let the car do the work, which is a true stress reliever when you’re stuck in highway traffic.
BlueCruise neatly stayed in the middle of the lane without needing to bounce between the lines. When you want to change lanes, you can simply flick the blinker stalk in the proper direction and let BlueCruise do the rest. I also appreciate that when it’s on, the entire screen on the driver’s side display turns blue, so there’s no confusion about what’s going on. Meanwhile, the small sensor bank behind the wheels monitors your eyes to ensure you’re still paying attention. And when BlueCruise needs to revert back to good ‘ole adaptive cruise control, that’s really obvious too.
Range and charging: Underpromise but over-deliver
Photo by Sam Rutherford/Engadget
The Mach-E offers between 250 and 320 miles of range depending on the spec, with the GT falling in the middle with 280 miles of juice. (Note: all GTs come standard with AWD and Ford’s extended range battery pack). Those figures are more than solid and pretty much the same as a Tesla Model Y (Ford’s long-range RWD model can hit 320 miles per charge, while the Model Y Performance delivers 279 miles).
However, I noticed that Ford’s in-car range estimates are on the more conservative side, but in a good way. It feels like the Mach-E engineers were living by the mantra of underpromising and over-delivering. That’s because unlike every Tesla I’ve driven — which often served up overly optimistic calculations before updating to more realistic estimates halfway through the trip — what you see on the Mach-E’s display is pretty much what you get. And especially for first-time EV buyers who might be suffering from range anxiety, this predictability makes for more confidence on longer journeys.
Earlier this year, Ford announced that it would give Mach-E and F-150 Lightning owners a free CCS to NACS charging adapter.
Photo by Sam Rutherford/Engadget
On the other hand, perhaps the Mach-E’s biggest weakness is its charging time, which lags behind almost all of its rivals even with the six-minute decrease for 2024 models. This is because it maxes out with 150kW DC fast charging compared to 250kW for a Model Y or 350kW on a Hyundai Ioniq 5. Granted, if you have the luxury of being able to install a charger in your garage, that difference might not be a big deal. But for those who regularly need to charge mid-trip, you’re looking at between 10 and 15 minutes of extra time spent plugged in compared to its rivals. So while it’s not a deal breaker, faster DC charging would be the biggest upgrade Ford could add to the Mach-E.
Still, even for me, who lives in the city and can’t charge in my building or the lot I rent when testing cars, it’s not that bad. There are at least six public chargers within a five-block radius, all of which are significantly closer than the nearest gas station. This makes it easy to recharge the car when needed, which probably won’t be very often unless you have a major commute thanks to the Mach-E’s above-average range.
Wrap-up
Photo by Sam Rutherford/Engadget
So is the Mach-E a real Mustang? Ford certainly believes so because almost every badge on the outside of the car is a Mustang logo instead of the classic blue oval. However, methinks the lady doth protest too much. I suspect Ford will never admit to attaching the Mustang name to the Mach-E in hopes of attracting buyers to its first mainstream EV. (I’m not counting the electric Ranger from the 90s.) But you know what? The Mach-E is a great name for a car in its own right and it represents an incredibly thoughtful marriage of Ford’s legacy with forward-thinking design. (Though if we’re borrowing inspiration from the past, I kind of wish Ford had revived the Thunderbird name instead).
Sure, it’s not quite as techy as a Model Y and I hope Ford will incorporate some of Tesla’s more advanced features into future vehicles (a UWB-based car key would be really nice too). But at the same time, the Mach-E is welcoming to all sorts of drivers, including folks who may have never driven an EV, while also delivering tight handling and spirited performance. And unlike an old-fashioned Mustang, its size and two full rows of seats means the whole family can enjoy it.
This article originally appeared on Engadget at https://www.engadget.com/2024-ford-mustang-mach-e-gt-review-a-thrilling-mix-of-pedigree-and-electricity-170015532.html?src=rss
Tesla has issued a recall on 1.8 million vehicles across the United States, Reuters reports, a sizeable number even for a company that is no stranger to this turn of events. The National Highway Traffic Safety Administration (NHTSA) announced the recall due to a risk of software failure to notify individuals of a detached hood.
A hood that isn't properly secured could detach while a person is driving and block their view. Tesla has issued an over-the-air software update that should fix the issue. The recall is on select Model 3, Model S and Model X vehicles from 2021 to 2024. It also impacts Model Y vehicles from 2020-2024.
This article originally appeared on Engadget at https://www.engadget.com/tesla-recalls-18-million-vehicles-over-risk-of-detached-hoods-140049560.html?src=rss
Tesla has introduced a Model 3 option with 363 miles of range that will cost less than $35,000 after federal tax credits. The Model 3 Long Range Rear-Wheel-Drive is now on Tesla's configurator with deliveries slated between July and August 2024.
Performance-wise, it fits between the base model and Long Range AWD option, with a 125 MPH top speed and 0-60 time of 4.9 seconds. The AWD option is a $5,000 upgrade, though, so you're paying a lot for an extra 0.7 seconds of acceleration. For comparison, Hyundai's Ioniq 6 LR has roughly the same range and price, but isn't eligible for the federal EV tax credit.
The Model 3 Long Range RWD is now Tesla's cheapest EV, if you take the tax credit into account. That's because the base $38,990 Model 3 RWD version uses lithium-iron phosphate (LFP) batteries from CATL in China, so it's ineligible for any federal rebate.
The new model arrives amid a decline in EV battery prices. The price for LFP cell in China dropped over 51 percent to $53 per kWh over the last year, Bloomberg recently reported. That in turn has led to LFP battery packs at $75 per kWh, meaning EVs can be priced the same or less than combustion vehicles in China. Western efforts to match China's battery production will only increase overcapacity and likely keep prices down.
Early this year, Tesla launched its refreshed Model 3 in the US. The new version has some mild styling changes on the exterior, along with new interior materials, ventilated front seats, a 17-speaker audio system option and a new eight-inch rear display.
This article originally appeared on Engadget at https://www.engadget.com/tesla-brings-the-model-3-long-range-rwd-to-the-us-for-42490-120016482.html?src=rss
Ford is reviving that most '70s of cars, the Capri, though pretty much in name only. Resembling not at all the original two-door pony-style fastback that debuted in 1968, the new Capri will instead be a four-door electric vehicle built on Volkswagen's MEB platform and be sold only in Europe.
The Capri looks like it was designed by executive committee, with styling that resembles the Polestar 2, but far more nondescript. Ford calls it a "sports coupe for the family," and the only thing vaguely as rebellious as the original is the paint scheme, either in bright yellow or blue.
Ford
Two models will be available in launch, base and Premium versions, both termed "Extended Range." The base is a 282-horsepower single-motor rear-drive model with a 77-kWh battery pack, 390 miles or range (WLTP) and a 28-minute charge time from 10-80 percent.
The Premium model is all-wheel-drive with two motors and 335 horsepower. The slightly larger 79kWh battery accepts a 185 kW charge (50 kW more than the base), so it can get from 10-80 percent in 26 minutes. Range on this model is just slightly reduced to 368 miles, according to Europe's WLTP standard. As for performance, the base model can zip from 0-62MPH in 6.4 seconds, while the Premium can do it in 5.3 seconds.
Ford
The Premium model gets a few other add-ons, including 20-inch alloy wheel instead of 19-inch, along with ambient lighting, a B&O sound system and hands-free tailgate.
On the tech side, the Capri offers automated lane changes, cyclist detection when opening doors and a massaging driver's seat. The 14.6-inch vertical touchscreen even slides out to reveal a storage compartment, while the front armrest caches a "MegaConsole" with 0.6 cubic feet of space.
Ford recently unveiled another EV in Europe named after a classic model, the Explorer. Like the Capri, it's nothing like the original either in looks or spirit, being a compact crossover rather than a pickup or SUV.
With availability in Europe only, you'll be able to buy a Capri on its namesake Italian island, but nowhere in North America. It'll be built in Germany and starts at €49,400 (around $53,590) for the base model and €53,000 ($57,490) for the Premium pack, according to Ford's French website.
This article originally appeared on Engadget at https://www.engadget.com/ford-revives-the-capri-after-30-years-as-a-four-door-ev-140013729.html?src=rss
The EV market is hotter than ever in the US, but there are only a handful of options for families who need three rows of seats and tons of storage space. There's the Rivian R1S, a beautiful and well-reviewed car, but one that's firmly in luxury territory with a starting price of $75,900. Tesla's Model X is similarly pricey, and its tiny rear row isn't suited for adults (the smaller Model Y's third row option is even worse). That's why Kia's EV9 is such a big deal. It offers even more internal space than the company's massive Telluride, and it starts at a more palatable $54,900 (along with a $1,495 destination charge).
It makes sense why car makers were more focused on smaller EVs up until now. Large batteries are expensive, and many people don't really need three rows of seats. But I'm a dad of two kids still using child car seats, and we also need to travel with my two parents on occasion. So the additional room is a must. And even without rear passengers, we often need extra room to lug two kids' worth of gear to local parks (especially if we bring along our wagon stroller).
There are, of course, legitimate reasons to be wary of large EVs. Like any massive vehicle, they're more dangerous for pedestrians, especially when coupled with the near-instant torque power of EVs. They're also far worse for the environment than smaller cars, because they require those aforementioned large batteries and all the rare earth material they contain. If I lived in a city with usable public transportation, I'd give up on the EV9 in an instant. But for now I'm stuck traversing Atlanta suburbs, so the EV9 (ideally a pre-owned one in a few years) is our best worst option.
A Tesla Cybertruck parked next to the Kia EV9.
Photo by Devindra Hardawar/Engadget
Design
Like Kia’s EV6, the EV9 (available in Light, Land, Wind and GT-Line configurations) looks striking up close. It doesn't shy away from being a large SUV — its boxiness is a feature, not a bug. And what it lacks in curves, it makes up for with polygonal body panels that look futuristic without being garish like Tesla’s Cybertruck. From the front, the EV9 pairs vertical headlights with customizable LEDs. (You have to buy additional lighting patterns separately, though, a truly unfortunate choice by Kia.)
Kia didn't stray too far from the original EV9 concept it revealed in 2019, and that's a good thing. There aren't any rear-hinged suicide doors, but I don't miss them. Structurally, standard door frames are safer for passengers, especially during accidents.
Photo by Devindra Hardawar/Engadget
Interior
Upon opening the driver side door, you're greeted with an elegant setup: well-cushioned seats with comfortable mesh headrests; Kia's 30-inch "Triple Panorama Display," which features a gauge cluster, HVAC controls and a 12.3-inch infotainment screen; and tons of clean and usable space. It's similar to the EV6's setup, but a bit less cluttered since gear controls are handled by a stalk on the steering wheel, instead of a dial by the cupholders.
Even though it features a massive screen, the EV9 also has a combination of physical and capacitive buttons. You can change the temperature, mode and fan speeds with rocker switches on the driver and passenger side (rear passengers also have easily reachable HVAC controls). You can also control heating and cooling using the small display next to the infotainment screen, but I found that a bit awkward while driving. It was sometimes obscured by the steering wheel, and there wasn't much feedback when changing settings on the screen.
Kia's infotainment software is zippy and responsive, befitting the EV9's modern displays. Wireless CarPlay and Android Auto support also makes it easy to connect your phone without fiddling for cables. The EV9 has a large wireless charging pad that should fit my iPhone 15 Pro Max just fine, and there's enough room to squeeze in even bigger phones. It was a bit finicky to find the right wireless charging zone, so much so it made me wish Kia had implemented MagSafe or the newer Qi2 standard to keep my phone in place. I'd recommend always having a USB-C cable handy to take advantage of the EV9's fast charging port.
I was blown away by the GT-Line EV9's 14-speaker Meridian system, which has just enough low-end oomph (thanks to an open-air subwoofer) for music and precise clarity for voices while listening to podcasts and audiobooks. Meridian says its DSP (digital sound processing) optimizes sound for the EV9's cabin, and it also upmixes audio for 5.1 surround sound (or the equivalent with many more speakers).
The EV9 is chock full of ambient lighting at night.
Photo by Devindra Hardawar/Engadget
The company's Intelli-Q Equalization also transforms audio as the EV9's in-cabin noise changes — instead of just raising or lowering the volume, it can emphasize specific frequency ranges to cover something like tire noise. In my testing, the Meridian system sounded great during both noisy highway driving and relaxed local trips. I definitely noticed when the Intelli-Q software kicked in, but it wasn't unbearable like older cars that would just get louder on the highway. (You can also adjust the level of automatic sound equalization, and audio purists can disable it entirely.)
The EV9's second row captain's chairs are just as comfortable as the front seats, but they have cushioned headrests instead of flexible mesh. As much as I like the second row, though, my family would likely be better off with the 7-seat arrangement from Light or Wind EV9 models. Those rely on a bench seat instead of two captain's chairs, which my wife prefers when she needs to ride beside my two-year old.
Photo by Devindra Hardawar/Engadget
The EV9's third row seats are comfortable as well, but as in many three-row SUVs, most adults won't have much legroom to work with. I was able to squeeze in my 5-foot 8-inch frame, but I wouldn't call the experience ideal. Anyone riding in the EV9's last row will likely have to bargain with the person in front of them for some leg space. It's also worth noting that the second row is immovable with child seats, since they lock seat belts down. So be sure to have the second row at a comfortable spot for rear passengers before hooking up child seats.
Unfortunately, the US version of the EV9 won't have second-row seats that can swivel 180-degrees to face the third row, because they don't meet federal safety standards. That feature, which was a major part of Kia's initial EV9 publicity blitz, will be available in South Korea and other countries.
The EV9's trunk space with the third row of seats folded down.
Photo by Devindra Hardawar/Engadget
For cargo, the EV9 sports 20.2 cubic feet behind its third row seats, and a more usable 43.5 cubic feet of storage when the third row is folded flat. If you push down the second row seats as well , you can fit in up to 81.7 cubic feet of gear. There's a front trunk, or frunk, underneath the hood too, but it's not as useful as other EVs. It can hold 3.2 cubic feet in the rear-wheel EV9, and an even more minuscule 1.8 cubic feet in the all-wheel drive models. In both cases, you have just enough room to hold Kia's level 1 charging cable and a few other small items.
Photo by Devindra Hardawar/Engadget
Driving
On the road, the EV9 feels like a paradox. Similar to Rivian's R1S, it's a large SUV that's surprisingly quick and nimble for its size. I was able to effortlessly glide through local traffic, launch quickly from stoplights and pass cars on the highway with ease. It wasn't as easy to maneuver as my 2019 Volvo XC90, but I was still impressed since the EV9 is a far boxier car.
After visiting my parent's home, a 45-mile highway trip each way, the EV9 dropped from 80 percent charge to 52 percent. The AC was blasting heavily to combat Georgia's heat and humidity, so that range felt about right. Just be aware that an EV's estimated mileage can easily change depending on AC usage, external temperatures and how fast you're driving.
My wife, who hasn’t spent much time with EVs, noted that she didn’t feel like she was actually driving while behind the wheel of the EV9. On well-paved roads, it rides smoothly without much discernible road noise. My wife took a while to adjust to the EV9’s touchy brakes — it’s easy to slam the vehicle to a halt — but that’s something I’ve noticed on many EVs. You can use the EV9’s paddle shifters to adjust regenerative braking, which puts a bit of power back into the battery and doesn’t use the car’s traditional brake pads.
In its most extreme form, the EV9’s regenerative braking allows for one-pedal driving, which allows you to completely stop the car simply by lifting your foot off of the accelerator. It’s an odd feature to get used if you’ve only ever driven gas cars, but it’s one of those things that EV owners learn to love quickly.
Photo by Devindra Hardawar/Engadget
It would be nice to see Kia offer adaptive suspension on the EV9 eventually, since you can feel the impact of rough roads and large bumps far too easily. For a car that scales up to near $80,000 — like our GT-line review unit — smarter and smoother suspension should at least be an option. Without it, the EV9 doesn't feel nearly as luxurious as the Rivian R1S as driving conditions get worse.
I didn’t have much trouble parking the EV9 in most lots, but backing out of spaces could sometimes be painful. That was particularly true in locations designed for smaller cars–I’m looking at you, Trader Joe’s. It took me six bouts of reversing and precarious turning to make it out of one spot at my local Regal Cinema. Even then, I could only leave in one direction, thanks to a slew of other large cars (including a particularly ugly Cybertruck) sitting around me.
Thankfully, the EV9’s high-resolution cameras, proximity sensors and 360-degree overhead camera (on the GT Line only) helped me get out of tight spots. But even with those assists, it was still more annoying than the chunky Pacifica hybrid minivan I used to own.
Photo by Devindra Hardawar/Engadget
Charging
The Kia EV9 supports 210 kilowatt fast charging, and it’s compatible with both 400- and 800-volt chargers. Using the most powerful 800V hardware (which admittedly isn’t always easy to find), the EV9 can charge from 10 percent to 80 percent in 24 minutes. Using a local Electrify America charger, which clocked in at 150kW, the EV9 went from 21 percent of battery to 90 percent in 39 minutes.
I don’t have a Level 2 charger at home, which could completely juice up the EV9 in six to seven hours, but I was able to plug it into a Level 1 charger using a standard 120V outlet overnight. That typically added an additional 10 to 15 percent of charge after eight to 10 hours. This level of charging may not be feasible for the long term, but it’s helpful if you don’t have the ability to add a Level 2 system at home, or if you’re traveling and need to add a bit more juice to reach the next fast charger.
Photo by Devindra Hardawar/Engadget
Pricing and the competition
The Kia EV9 starts at $54,900 (not including destination charges) for the "Light" model, which includes rear-wheel drive, 215 horsepower and 230 miles of range. Leasing options start at $487 a month on average, with $2,000 due at signing for a 36-month term. These numbers could also change depending on the offers Kia makes available, as well as what local dealers are willing to charge.
The "Light Long Range'' model gets you a bigger battery with 304 miles of range for $59,200 and a slightly weaker 201hp motor. Higher-end trims are nearly twice as fast with 379hp all-wheel drive motors. That includes the $63,900 "Wind" EV9 and the $69,900 "Land" model, both of which have 280 miles of range.
At the top end, there's the flagship GT-Line model we reviewed, which starts at $73,900. It has a bit less range (270 miles) than mid-range choices, but it also has just about every feature Kia could throw in, including a 12-inch heads-up display on the windshield, 21-inch alloy wheels and the 14-speaker Meridien sound system.
While its price escalates quickly, the EV9 is still a better deal than every other three-row EV on the market. The Rivian R1S starts at $75,900, and it currently leases for $699 a month with at least $8,500 in signing fees. The aging Tesla Model X starts at $77,990. Those cars are also both significantly faster than the EV9, and they offer better ride options like adaptive suspension.
Photo by Devindra Hardawar/Engadget
Wrap-up
After eagerly awaiting the perfect family EV for years – following my time with the Rav4 hybrid, Sienna hybrid and the Chrysler Pacifica plug-in hybrid – I’m surprised it’s coming from Kia and not a more established brand like Toyota. The EV9 is spacious, more affordable than other EVs and it drives (mostly) like a dream. It charges quickly, and most models have more than enough range to deal with the occasional road trip. Simply put, the Kia EV9 is everything I’ve been looking for in a three-row family EV.
This article originally appeared on Engadget at https://www.engadget.com/kia-ev9-review-everything-i-want-in-a-three-row-family-ev-150048944.html?src=rss
China’s leading EV manufacturer, BYD, is catching up with Tesla in sales, according to sales figures published by Reuters. The company posted a 21 percent increase in electric vehicle sales throughout the second quarter. This totals 426,039 EVs from April to June, which is just 12,000 fewer vehicles than Tesla’s estimated deliveries for the same time period. This places BYD in a good position to become the world’s leading vendor.
Tesla just reported a five percent drop in deliveries for the most recent quarter, which is the first time the company has ever experienced two straight quarters of decline. It produced 410,831 units and delivered 443,956 EVs in Q2. Production decreased by over 20,000 units compared to quarter one. Analysts like Barclays predicted an even steeper drop, so this is (sort of) good news for the company.
BYD is part of China’s industrial strategy to topple US carmakers, though there’s one sure-fire way to stem the tide. Automakers should manufacture cheaper electric vehicles. BYD is becoming a global phenomenon because it makes budget-friendly EVs that aren’t pieces of junk. Some manufacturers have taken note. Look at the Nissan Leaf, for instance, or the Hyundai Kona. One company that seems to have ignored the memo entirely? Tesla.
This article originally appeared on Engadget at https://www.engadget.com/chinas-byd-is-catching-up-with-tesla-in-sales-153900131.html?src=rss