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
Here’s how it breaks down. The company’s recalling 11,688 Cybertrucks due to a faulty windshield wiper that could significantly reduce visibility while driving. It’s also recalling 11,383 electric pickups because of trim in the bed that could come loose and create a road hazard for other people on the road. Tesla said that it’s “not aware of any injuries or deaths” related to either issue, according to Quartz.
The NHTSA's recall notice for the wiper indicates that Tesla will replace the wiper motor once the owner brings it in for service. As for the potentially loose trim, the company will apply “adhesion promoter and pressure sensitive tape or replace missing applique as necessary.” Both of these fixes will be free of charge.
This follows another significant recall from earlier this year. That one involved a faulty accelerator pedal that could get stuck during use. The accelerator pedal issue impacted nearly 4,000 vehicles.
It’s tough to figure out what percentage of sales these recalls impact, but it could be just about all of them. Back during the accelerator pedal fiasco in April, Tesla revealed it had manufactured and sold 3,878 units to date. The company hasn’t released updated sales figures but these latest recalls account for nearly 12,000 vehicles. How many more could it have sold since April? Maybe people are snatching them up just for the purpose of spray painting anti-Elon graffiti.
The Cybertruck has been plagued by issues since launch, though most of them didn’t reach the level of a recall. Consumers have complained about an overall lack of visibility, difficulty in off-road conditions, costly repairs, an inability to drive on snow, poor mileage and all kinds of other frustrations. It also starts at nearly $82,000.
This article originally appeared on Engadget at https://www.engadget.com/teslas-cybertruck-has-been-recalled-again-174632424.html?src=rss
Tesla is no stranger to safety issue recalls, and now there's another to add to its list. The company is recalling 125,227 vehicles due to a problem with the seat belt warning system, Reuters reports. According to the National Highway Traffic Safety Administration (NHTSA), the driver could be unbuckled, and the warning light and chime still might not activate. This malfunction violates federal safety requirements and could increase a person's injury risk.
The affected models span the last decade, comprising some of the 2012-2024 Model S, 2015-2024 Model X, 2017-2023 Model 3, and 2020-2023 Model Y vehicles. To fix the issue, Tesla will change the sensor from depending on seat weight to whether the buckle is plugged in and the car is turned on. An over-the-air update should begin in June.
Tesla notably recalled over two million vehicles in December following Autopilot safety issues and a two-year NHTSA investigation. More recalls followed earlier this year: In January, Tesla recalled 200,000 Model S, X and Y vehicles from 2023 due to a software issue that prevented the backup camera from working when the car is in reverse (so the exact time it's needed). The included vehicles comprised over 10 percent of the company's 2023 output. Tesla also recalled 3,878 Cybertrucks in April after discovering that an accelerator pad could get loose.
This article originally appeared on Engadget at https://www.engadget.com/tesla-recalls-over-125000-vehicles-to-fix-seat-belt-issues-121546942.html?src=rss
Tesla is no stranger to safety issue recalls, and now there's another to add to its list. The company is recalling 125,227 vehicles due to a problem with the seat belt warning system, Reuters reports. According to the National Highway Traffic Safety Administration (NHTSA), the driver could be unbuckled, and the warning light and chime still might not activate. This malfunction violates federal safety requirements and could increase a person's injury risk.
The affected models span the last decade, comprising some of the 2012-2024 Model S, 2015-2024 Model X, 2017-2023 Model 3, and 2020-2023 Model Y vehicles. To fix the issue, Tesla will change the sensor from depending on seat weight to whether the buckle is plugged in and the car is turned on. An over-the-air update should begin in June.
Tesla notably recalled over two million vehicles in December following Autopilot safety issues and a two-year NHTSA investigation. More recalls followed earlier this year: In January, Tesla recalled 200,000 Model S, X and Y vehicles from 2023 due to a software issue that prevented the backup camera from working when the car is in reverse (so the exact time it's needed). The included vehicles comprised over 10 percent of the company's 2023 output. Tesla also recalled 3,878 Cybertrucks in April after discovering that an accelerator pad could get loose.
This article originally appeared on Engadget at https://www.engadget.com/tesla-recalls-over-125000-vehicles-to-fix-seat-belt-issues-121546942.html?src=rss
Volkswagen has delayed the launch of its ID.7 sedan in the US and Canada. Before Wednesday’s indefinite postponement, the automaker had slated the EV’s North American launch for this year. The ID.7, which was set to be Volkswagen’s first electric sedan in the US, has seen high demand in Europe, where it arrived last year.
“As market dynamics continue to change, Volkswagen is delaying the introduction of the ID.7 sedan in the U.S. and Canada,” the automaker wrote in a press release announcing the delay. Volkswagen added that its Microbus is still slated for a Q4 2025 stateside arrival. The company also touted in its press release how well its electric SUVs did in North America during Q1 2024.
Volkswagen
Volkswagen confirmed to Engadget sister site Autoblog that it doesn’t currently have a new timeline for the delayed ID.7 in North America, not an encouraging sign for folks who were eagerly waiting for the sedan. The Vergenotes that the model would fill a gap in the American electric industry’s offerings: a decently affordable electric sedan. Right now, most non-SUV electric vehicles in the American market sit on the high end of the pricing spectrum, starting at around $70,000.
The European ID.7 is an “upper mid-size” EV sedan that merges a powerful and efficient 282-hp motor with a 77-kWh battery. Rated for around 300 miles of range, it was expected to start at around $50,000 in the US.
This article originally appeared on Engadget at https://www.engadget.com/volkswagen-indefinitely-delays-the-id7-electric-sedans-arrival-in-north-america-175929524.html?src=rss
Volvo and Aurora have unveiled their first production autonomous truck, three years after the companies initially announced that they were teaming up. They've just showed off the Volvo VNL Autonomous truck, which was designed by autonomous trucking and robotaxi company Aurora but will be manufactured by Volvo, at ACT Expo in Las Vegas.
It's powered by Aurora Driver, a level 4 autonomous driving system that uses high-resolution cameras, imaging radars, a LiDAR sensor that can detect objects up to 400 meters away and even more sensors. Aurora's technology has driven billions of virtual miles for training, as well as 1.5 million commercial miles on actual public roads. For safety purposes, the truck has "redundant steering, braking, communication, computation, power management, energy storage and vehicle motion management systems."
According to TechCrunch, the vehicle will still have a human driver behind the wheel to take over whenever needed when it starts ferrying cargo across North America over the next few months. An Aurora spokesperson told the publication that it will be announcing pilot programs with its clients that are planning to use Volvo's truck sometime later this year. It didn't name any companies, but the startup previously ran pilot programs with FedEx and Uber Freight.
The autonomous vehicle company also intends to deploy 20 fully driverless trucks between Dallas and Houston soon, but it's unclear if this inaugural fleet of driverless vehicles will be comprised of Volvo's trucks or of its other manufacturing partners'. The companies did say at the Las Vegas event, though, that Volvo has already started manufacturing a test fleet of the VNL Autonomous truck at its New River Valley assembly facility in Virginia. Nils Jaeger, President of Volvo Autonomous Solutions, called this truck the "first of [the company's] standardized global autonomous technology platform." Jaeger added that it will enable Volvo "to introduce additional models in the future."
This article originally appeared on Engadget at https://www.engadget.com/volvo-and-aurora-introduce-their-first-self-driving-truck-080058835.html?src=rss
The National Highway Traffic Safety Administration (NHTSA) just announced new federal safety standards for automobiles. These standards include a mandate for advanced automatic braking systems for all new cars, which manufacturers must comply with by 2029. That’s just five years out.
This applies to all passenger cars and light trucks under 10,000 pounds. The automatic emergency braking systems must be able to bring a car traveling up to 62 MPH to a complete stop while avoiding a collision. These systems will also have to account for oncoming pedestrians at speeds up to 45 MPH in both daytime and nighttime conditions.
Automatic emergency brakes use a bevy of sensors, lasers and cameras to detect collisions. When a crash is imminent, the system brakes on its own or applies brake assist to help the driver quickly and safely come to a stop. It’s worth noting that manufacturers already include these systems in 90 percent of new cars, according to reporting by The New York Times, but many of these tools don’t meet the MPH thresholds as mentioned above. The NHTSA says that most manufacturers should be able to meet these requirements with software updates.
The federal agency estimates that these new rules will prevent over 360 road deaths per year and should reduce the severity of more than 24,000 injuries. It’s also expected to save people a lot of money on property damage costs. Cathy Chase, the president of Advocates for Highway and Auto Safety, told The Washington Post that the new rules were a “major victory for all consumers and public safety.” There were over 41,000 automobile-related deaths in the US in 2023 alone, and that’s actually a slight decrease from the previous year.
The actual auto industry, however, isn’t quite as bullish about the mandate. The Alliance for Automotive Innovation, a lobbying group that works on behalf of auto manufacturers, has urged the NHTSA to consider other options. One major suggestion is to lower the speed threshold in certain cases, as the group stated that “significant hardware and software changes will be needed to achieve a level of performance that no production vehicle can currently achieve.”
To that end, tests conducted by the Insurance Institute for Highway Safety indicate that these systems will likely require major overhauls to adequately comply with the mandate. The research group says it tested crash avoidance systems on 10 small SUVs at speeds up to 43 MPH, and many failed to stop in time to avoid a crash in the most difficult testing scenarios. The Subaru Forester and Honda CR-V performed best, for those in the market.
Heavy-duty vehicles, like larger trucks, could be getting their own mandate in the near future. The NHTSA is currently working with the Federal Motor Carrier Safety Administration, a truck safety agency, to draw up similar standards for chonky vehicles.
This article originally appeared on Engadget at https://www.engadget.com/us-will-require-all-new-cars-to-have-advanced-automatic-braking-systems-by-2029-184455802.html?src=rss
The National Highway Traffic Safety Administration (NHTSA) just announced new federal safety standards for automobiles. These standards include a mandate for advanced automatic braking systems for all new cars, which manufacturers must comply with by 2029. That’s just five years out.
This applies to all passenger cars and light trucks under 10,000 pounds. The automatic emergency braking systems must be able to bring a car traveling up to 62 MPH to a complete stop while avoiding a collision. These systems will also have to account for oncoming pedestrians at speeds up to 45 MPH in both daytime and nighttime conditions.
Automatic emergency brakes use a bevy of sensors, lasers and cameras to detect collisions. When a crash is imminent, the system brakes on its own or applies brake assist to help the driver quickly and safely come to a stop. It’s worth noting that manufacturers already include these systems in 90 percent of new cars, according to reporting by The New York Times, but many of these tools don’t meet the MPH thresholds as mentioned above. The NHTSA says that most manufacturers should be able to meet these requirements with software updates.
The federal agency estimates that these new rules will prevent over 360 road deaths per year and should reduce the severity of more than 24,000 injuries. It’s also expected to save people a lot of money on property damage costs. Cathy Chase, the president of Advocates for Highway and Auto Safety, told The Washington Post that the new rules were a “major victory for all consumers and public safety.” There were over 41,000 automobile-related deaths in the US in 2023 alone, and that’s actually a slight decrease from the previous year.
The actual auto industry, however, isn’t quite as bullish about the mandate. The Alliance for Automotive Innovation, a lobbying group that works on behalf of auto manufacturers, has urged the NHTSA to consider other options. One major suggestion is to lower the speed threshold in certain cases, as the group stated that “significant hardware and software changes will be needed to achieve a level of performance that no production vehicle can currently achieve.”
To that end, tests conducted by the Insurance Institute for Highway Safety indicate that these systems will likely require major overhauls to adequately comply with the mandate. The research group says it tested crash avoidance systems on 10 small SUVs at speeds up to 43 MPH, and many failed to stop in time to avoid a crash in the most difficult testing scenarios. The Subaru Forester and Honda CR-V performed best, for those in the market.
Heavy-duty vehicles, like larger trucks, could be getting their own mandate in the near future. The NHTSA is currently working with the Federal Motor Carrier Safety Administration, a truck safety agency, to draw up similar standards for chonky vehicles.
This article originally appeared on Engadget at https://www.engadget.com/us-will-require-all-new-cars-to-have-advanced-automatic-braking-systems-by-2029-184455802.html?src=rss