Tag Archives: Technology

Advanced Driver Assistance Systems Drive Just as Badly as Humans in the Rain

If you’re driving in a downpour, the technology you rely on to make you a better driver day in, and day out is likely useless.

Connected Vehicles 2
In ideal conditions, ADAS is very helpful, but a new study shows in moderate to heavy rain, suffered performance issues.

At least according to a new study from AAA, which tested a variety of safety technologies typically lumped together under the Advanced Driver Assistance Systems moniker and found they performed no better than humans in moderate to heavy rain.

The performance issues stem from the assistance systems inability to “see” better than a live person during those weather events — they don’t it turns out. The reason for this is pretty simple and is the same one that’s plagued these technologies from the beginning.

“Vehicle safety systems rely on sensors and cameras to see road markings, other cars, pedestrians and roadway obstacles. So naturally, they are more vulnerable to environmental factors like rain,” said Greg Brannon, AAA’s director of automotive engineering and industry relations. 

“The reality is people aren’t always driving around in perfect, sunny weather so we must expand testing and take into consideration things people actually contend with in their day-to-day driving.”

Lexus LSS
The Lexus LSS+ suite of advanced driver assistance systems becomes standard for 2020.

No better than people

During closed course testing with simulated rainfall AAA researchers found test vehicles equipped with automatic emergency braking traveling at 35 mph collided with a stopped vehicle one third (33%) of the time. 

Lane keeping assistance didn’t fare any better with test vehicles departing their lane 69% of the time. Vehicle safety systems, also known as advanced driver assistance systems or ADAS, are typically evaluated in ideal operating conditions. However, in order to get real world results, AAA attempts to simulate real world conditions.

Additionally, the study found automatic emergency braking engaged while approaching a stopped vehicle in the lane ahead:

  • In aggregate, testing conducted at 25 mph resulted in a collision for 17% of test runs
  • In aggregate, testing conducted at 35 mph resulted in a collision for 33% of test runs
Emergency Auto Braking
Driver assistance features like emergency auto-braking struggled in certain situations.

Meanwhile, lane–keeping assistance engaged to maintain the vehicle’s lane position “veered outside of the lane markers 69% of the time,” the results showed.

Other shortcomings and what to do

The safety technology fell short of ideal in other ways too, for example, it struggled to stay in its lane — despite markings — on curved roads as well as streets with busy intersections.

It also struggled to stop for pedestrians involved in everyday activities, such as walking in front of a vehicle, a child running out from between two parked vehicles or when people were walking at night. 

Occasionally, it struggled with dealing with a disabled vehicle on the road or “coming too close to other vehicles or guardrails.”

AAA’s research continues to show that vehicle safety system performance varies widely, reinforcing that they are not a replacement for a fully engaged driver.

“AAA recognizes these systems have the ability to lessen the chance of a crash and improve the overall safety of driving,” continued Brannon. “Fine-tuning their performance and providing drivers with a more consistent experience will go a long way in unlocking their true potential.”

Computer Space was the first commercial video game. But what is it?

Noah Wardrip-Fruin is a professor of computational media at the University of California, Santa Cruz. This story was originally featured on The Conversation.

Before Pong there was Computer Space, the first commercial video game. The progenitor of today’s US$175 billion industry debuted on Oct. 15, 1971, at the Music Operators of America trade show in Chicago. Housed in a futuristic-looking cabinet, Computer Space took its place alongside the latest jukeboxes, pinball machines and other coin-operated games manufacturers were pitching to arcade and bar owners.

Computer Space, made by the small company Nutting Associates, seemed to have everything going for it. Its scenario – flying a rocket ship through space locked in a dogfight with two flying saucers – seemed perfect for the times. The Apollo Moon missions were in full swing. The game was a good match for people who enjoyed science-fiction movies like “2001: A Space Odyssey” and “Planet of the Apes” and television shows like “Star Trek” and “Lost in Space,” or those who had thrilled to the aerial combat of the movies “The Battle of Britain” and “Tora! Tora! Tora!” There was even prominent placement of a Computer Space cabinet in Charlton Heston’s film “The Omega Man.”

But when Computer Space was unveiled, it didn’t generate a flood of orders, and no flood ever arrived. It wasn’t until Computer Space’s makers left the company, founded Atari and released Pong the next year that the commercial potential of video games became apparent. The company sold 8,000 Pong units by 1974.

Nolan Bushnell, who led the development of both Computer Space and Pong, has recounted Computer Space’s inauspicious start many times. He claimed that Computer Space failed to take off because it overestimated the public. Bushnell is widely quoted as saying the game was too complicated for typical bar-goers, and that no one would want to read instructions to play a video game.

As a researcher who studies video game design and history, I’ve found that isn’t the case.

Failure to launch

Computer Space was an attempt to commercialize the first popular video game. In February 1962, a group of MIT engineers created Spacewar!, a game that was free to play for those lucky enough to have access to the few bulky, expensive computers of the day.

The initial design was two ships against a star-field background, shooting at each other. It was a technical marvel, but unrewarding to play until the addition in April of gravity and a large star in the middle of the play area.

At about the same time Computer Space debuted, Stanford University students were waiting in line for hours in the student union to play another version of Spacewar!, The Galaxy Game, which was a hit as a one-off coin-operated installation just down the street from where Bushnell and his collaborators worked.

So was the difference in success between The Galaxy Game and Computer Space a matter of college students versus the average Joe? Was a reproduction of Spacewar!, an engaging game with a theme perfect for the era, really too complex for a public that filled out tax forms without software and found library books using paper index cards?

In researching my most recent book, “How Pac-Man Eats,” I became convinced that it wasn’t. That, instead, the common story of the genesis of the commercial game industry is wrong.

Key evidence that complexity was not the issue comes in the form of Space Wars, another take on Spacewar! that was a successful arcade video game released in 1977.

Lacking gravity

Why were The Galaxy Game and Space Wars successful at finding an enthusiastic audience while Computer Space was not? The answer is that Computer Space lacked a critical ingredient that the other two possessed: gravity.

The star in Spacewar! produced a gravity well that gave shape to the field of play by pulling the ships toward the star with intensity that varied by distance. This made it possible for players to use strategy – for example, allowing players to whip their ships around the star.

Why didn’t Computer Space have gravity? Because the first commercial video games were made using television technology rather than general-purpose computers. This technology couldn’t do the gravity calculations. The Galaxy Game was able to include gravity because it was based on a general-purpose computer, but this made it too expensive to put into production as an arcade game. The makers of Space Wars eventually got around this problem by adding a custom computer processor to its cabinets.

Without gravity, Computer Space was using a design that the creators of Spacewar! already knew didn’t work. Bushnell’s story of the game play being too complicated for the public is still the one most often repeated, but as former Atari employee Jerry Jessop told The New York Times about Computer Space, “The game play was horrible.”

Honda Targets 70,000 Annual Sales for Prologue EV — Depending Upon “Fair and Equitable” U.S. Incentives

Honda expects to sell 70,000 of its Prologue battery-electric vehicles annually after its launch in 2024 — but today warned it could fall short if federal lawmakers fail to take a “fair and equitable” approach to the new EV incentive program now being debated in Congress.

Honda Prologue teaser logo
Honda’s been teasing its all-electric Prologue sport-utility vehicle.

The Honda Prologue will be one of two BEVs that the carmaker plans to launch mid-decade, both developed and manufactured as part of a joint venture with General Motors. That’s part of its goal of having BEVs and other zero-emission vehicles account for 40% of its sales by 2030. Honda plans to subsequently introduce more BEVs of its own design.

“Launching our first volume BEV in 2024 is the start of an exciting new direction for Honda,” Dave Gardner, executive vice president of National Operations at American Honda Motor Co. Inc. said in a statement. “We are working with our dealers to plan the transition from sales of primarily gasoline-powered vehicles to selling 100% electric vehicles by 2040.”

Honda wants more money from Congress

President Joe Biden recently set a target that would have BEVs, PHEVs and fuel-cell vehicles, or FCVs, account for 50% of U.S. sales by 2030. To get there, the president is asking Congress to help fund a nationwide network of 500,000 chargers. Congress, meanwhile, is working up new EV sales incentives. But that has generated significant controversy as a plan approved by the House Ways & Means Committee would not only extend the current, $7,500 tax credits but add $5,000 for EVs and batteries built in the U.S. using union labor.

Honda last week condemned those provisions, sending a letter to Congressional leaders arguing that the plan “discriminates among EVs made by hard-working American auto workers based simply on whether they belong to a union.”

While a target of 70,000 Prologues may not seem like much compared to Tesla’s numbers, it equates to an average year for the Honda Pilot.

In the statement issued today, it followed up by saying reaching its 40% zero-emission target for the U.S. is “contingent upon fair and equitable access to state and federal EV incentives intended to encourage American consumers to purchase electric vehicles.”

Coming from behind

Honda was a pioneer of automotive electrification. Its original Insight, a high-mileage two-seater, was the first mass market hybrid to go on sale in the U.S., beating the Toyota Prius to showrooms by several months.

It briefly introduced a limited-volume battery-electric model, the EV Plus, in the late 1990s. And it followed up, nearly two decades later, with a battery-powered version of the Clarity line. That low-range model was dropped in 2020.

The automaker has come under increasing pressure to bring out a long-range BEV with key competitors like Toyota, Ford and even Subaru and Mazda getting into the growing electric vehicle market.

In April, Toshihiro Mibe, who became global president and CEO earlier this year, set a goal of having all Honda vehicles powered by some form of battery and hydrogen drive system by 2030. They are expected to generate 40% of its North American sales by the end of the decade, 80% by 2035, and 100% by the end of the next decade.

Honda turns to its partner

The GM-Honda relationship began more than two decades ago.

To speed up the process, Honda turned to General Motors — the two traditional rivals already having several joint ventures in the works, including one focused on fuel-cell technology, another on autonomous vehicles.

“Leveraging strategic partners to achieve scale and mitigate initial investment requirements” will let Honda bring a competitive battery-car to market sooner than it could on its own, Gardner acknowledged during a media briefing in June. “Our zero-emission focus has begun,” he said.

While the 70,000 sales target might seem modest compared to the volumes some new BEVs — particularly those from Tesla — are generating, the figure is roughly in line with annual demand for the Honda Pilot SUV.

A regional approach to sales

When it launched the original EV Plus, Honda focused primarily on the California market, the largest for BEVs. While manufacturers like Tesla, General Motors, Ford and Nissan now are rolling out their battery-electric cars nationwide, Honda plans to continue focusing on select markets with Prologue.

Honda put an end to its battery-electric Clarity sedan in 2020.

“Honda’s initial approach to selling the Prologue will be regional, focusing on California and the ZEV states, including the BEV-friendly Sunbelt states of Texas and Florida,” it said in a statement today. “Honda anticipates these regions will represent the bulk of sales at the onset of launch due to higher customer acceptance and regulatory requirements.

“As EV infrastructure expands and customer interest grows nationwide, the company will rapidly expand sales and marketing efforts to other areas of the country.”

More to come

The automaker has provided no specific details about Prologue’s drivetrain beyond the fact it will share the Ultium battery technology GM will launch later this year, starting with models like the GMC Hummer pickup and Cadillac Lyriq SUV. That would suggest that Honda’s electric SUV will deliver at least 250 miles or more of range between charges.

Honda has been completely mum about the second vehicle to come from its GM alliance. But it did note that subsequent battery-powered cars will rely on its own new e-Architecture. That is expected to follow the same skateboard-style approach used for Ultium, with its batteries and key drive components mounted below the load floor.

Downtime Continues for Carmakers as Chip Shortage Carries On

Automakers are still grappling with the chip shortage, cutting production time down and giving up on getting those vehicles back this year — however, not all the closures are semiconductor related.

Flat Rock Assembly Plant
Ford plans to resume production at its Flat Rock, Michigan plant Sept. 20.

Ford Motor Co. plans to resume production Sept. 20 at an assembly plant in Flat Rock, Michigan, which closed earlier this month after a leak of toxic material into the local sewer system forced hundreds of residents from their homes near the plant. 

Ford confirmed by e-mail the company agreed to pay each owner of the 1,100 homes impacted by the spill $500 to cover expenses incurred when they had to leave their homes near the plant south of Detroit. The Flat Rock plant currently builds the Ford Mustang is the only Ford plant building traditional passenger cars. 

GM extends shutdown at Orion

General Motors, meanwhile, said it is extending the shutdown of its assembly plant in Orion Township, north of Detroit, where it assembles the all-electric Chevrolet Bolt through Oct. 15. GM originally closed the Orion plant at the end of August after expanding the recall of the Bolt due to potential battery fires. 

GM has now targeted 140,000 Bolts, including the latest models, for recall, which could involve replacing the battery packs. The extension of the layoffs at the Orion plant indicates GM and its South Korean partner, LG Energy, which manufactured the battery, have not yet come up with a satisfactory fix for curing the defect in the batteries. 

2022 Chevy Bolt inspection line at Orion plant
GM extended the production shutdown of the Chevy Bolt while it continues to work with LG Energy to resolve the car’s battery problems.

GM also extended the shutdowns at two Lansing, Michigan plants, the CAMI plant in Ingersoll, Ontario and two plants in Mexico — Ramos Arizpe and San Luis Potosi — due to the continuing shortage of semiconductors. The Lansing plants will be down the week of Sept. 27 while the other plants will stay shuttered through the week of Oct. 11, GM said.

“These most recent scheduling adjustments are being driven by the continued parts shortages caused by semiconductor supply constraints from international markets experiencing COVID-related restrictions,” said David Barnas, GM spokesman, in an email to TheDetroitBureau.com. 

“We remain confident in our team’s ability to continue finding creative solutions to minimize the impact on our highest-demand and capacity constrained vehicles. Although the situation remains complex and very fluid, GM continues to prioritize full-size truck production which remains in high demand.”

The tights supply of semiconductors, which has prevailed all year, also prompted Stellantis to extend the shutdown of its plant in Belvedere, Illinois, which is used to build the Jeep Cherokee. 

Lansing Grand River SUV plant line
General Motors extending the shutdown of its two Lansing, Michigan plants through the week of Sept. 27.

IHS cuts outlook for future production

IHS Markit said this week it was cutting its global light vehicle production schedule forecast by 6.2% or 5.02 million units in 2021. In an indication it expects shortages to continue, IHS also said it was reducing its forecast for 2022 by 9.3% or 8.45 million units in 2022. 

“For 2023 we have reduced the forecast by 1.05M units or 1.1% to 92M units; this is a front-loaded adjustment and from the second quarter we expect output levels will be able to accelerate as supply chains return to normal,” IHS said in a statement. 

Stellantis still faces strike threat

Stellantis also is continuing to face pressure from a strike at an axle plant operated by ZF, which supplies axles for Ram trucks and Jeep SUVs. The issues around the strike at the plant in Marysville, Michigan have not been resolved, United Auto Workers officials said. 

The strike over union recognition has left unionized portion operating more or less normally under an existing labor pact. However, workers seeking to have the UAW recognized as there bargaining agent have set up picket lines at the new plant, which was set up after ZF bought out an existing operation — and labor contract — from Fiat Chrysler.

Mercedes Pushes the All-Electric Performance Envelope with AMG EQS

Even as the first new Mercedes EQS begins rolling into showrooms, the German automaker is rolling out two more variants of the flagship sedan at the first-ever Munich Motor Show. And the new AMG EQS highlights the sort of performance Mercedes’ muscle car brand plans to deliver as it shifts to all-electric propulsion.

2023 Mercedes-AMG EQS
The new EQS is, like so many other Mercedes models, getting the AMG treatment.

The initial version of the EQS certainly isn’t a slouch, delivering anywhere from 329 to 526 horsepower. But the AMG edition takes that to a new level, the big sedan punching out as much as 751 hp when its boost function is triggered. That’s nearly 25% more than the gas-powered AMG S 63.

“The AMG EQS is the first all-electric ambassador in the performance segment (and) will undoubtedly appeal to and win over a new clientele for Mercedes-AMG,” Philipp Schiemer, chairman of the performance brand’s board. “It is tailor-made for car enthusiasts who are looking for a combination of innovative electric mobility in a luxurious ambience, coupled with sportiness and agile driving dynamics.”

Taking on Tesla

The decision to deliver an electrified version of the EQS should come as no surprise. The rival Tesla Model S has been stealing buyers from not only the mainstream Mercedes S-Class, but also AMG models like the S 63 with the addition of its Model S Performance and Plaid editions.

2023 Mercedes-AMG EQS - rear 3-4
The Mercedes-AMG EQS is expected to race from 0-62 mph in 3.4 seconds.

AMG aims to tap into the performance benefits offered by electric motors — which deliver maximum, off-the-line torque the moment they start spinning. That will permit the AMG EQS to launch from 0 to 100 kmh, or 0 to 62 mph, in an estimated 3.4 seconds on models equipped with the optional AMG Dynamic Plus package. Top speed is electronically limited to 155 mph.

Like the initial version of the EQS, the AMG edition will be powered by a 107.8 kilowatt-hour lithium-ion battery pack, though it will use modified wiring to increase the amount of power that can be sent to the big sedan’s wheels. That will allow a normal output of up to 649 hp, briefly jumping to 751 hp when in boost mode. That also will bump up torque from 700 to 752 pound-feet.

The system uses twin motors, with the primary one mounted on the rear axle. Along with the increase in wiring capacity, the AMG EQS takes several steps to keep the motors cool under aggressive driving. That includes a “water lance” in the rotor shafts, as well as a transmission oil cooler.

2023 Mercedes-AMG EQS - interior
The new AMG EQS features Mercedes’ new Hyperscreen technology.

Range and charging

The automaker isn’t yet quoting range but the AMG model is expected to deliver less than the more mainstream EQS which is rated at 770 kilometers, or nearly 480 miles, per charge using the European WLTP test cycle.

The 400-volt drive system can be charged at up to 200 kW at quick-charging stations, yielding an additional 300 km, or 186 miles, in just 19 minutes.

The AMG EQS rides on a modified version of Mercedes’ new EVA2 architecture, a skateboard-like platform that mounts most of its powertrain components below the load floor. That eliminates the driveshaft tunnel normally required on vehicles with AMG 4Matic all-wheel drive, and allows for more interior space than the conventional S-Class.

The new EQS adopts what might be thought of as a “one-box” or, as Gorden Wagener, Mercedes’ global design director prefers, a “one-bow” design. With only subtle deviation, a single, curved line flows over the top of the vehicle from bumper to bumper.

2023 Mercedes-AMG EQS - front 3-4 turning
The AMG EQS rides on a modified version of Mercedes’ new EVA2 architecture, a skateboard-like platform that mounts most of its powertrain components below the load floor.

“It’s all about proportion,” said Wagener, during the launch of the initial EQS last April. “We managed to keep the balance, go to the edge in design and tech, but … not leave anyone behind.”

Unique features

As with other AMG models, the performance version of the EQS features a number of design tweaks. These include:

  • Front splitter in high-gloss black with chrome trim and also flics and fins on the air intakes, with air curtains on the left and right in high-gloss black with chrome trim
  • AMG side sill panels in high-gloss black
  • Rear bumper in the color of the car with aerodynamically optimized diffuser with six longitudinal fins
  • Larger rear spoiler (compared to AMG Line), to improve driving dynamics: rear lift is reduced without increasing drag
  • 21- or 22-inch AMG aerodynamically optimized alloy wheels

Inside, the EQS gets a modified version of the new Mercedes Hyperscreen which stretches virtually pillar to pillar across the instrument panel. The Hyperscreen is optional on the standard EQS but standard here.

2023 Mercedes-AMG EQS - rear
The AMG model is expected to deliver less than the more mainstream EQS which is rated at 770 kilometers, or nearly 480 miles, per charge using the European WLTP test cycle.

Enhancing performance and handling

Other standard features include the AMG Dynamic Plus system which not only improves performance and handling but also adds unique “Soundscapes.” These are, essentially, sound tracks specifically designed to enhance the perception of performance driving, replacing the traditional sound of a gasoline engine.

AMG’s Ride Control+ suspension with adjustable damping also comes standard. So does rear-wheel steering which is optional on the “base” EQS.

At speeds below 37 mph, the rear wheels steer in the opposite direction to the front wheels. This makes the AMG EQS highly maneuverable, light-footed and nimble” in urban driving, Mercedes explains. While at speeds above 37 mph, “the rear wheels steer in the same direction as the front wheels. As a result, the virtually extended wheelbase offers increased handling stability and driving safety at high speeds, and during fast lane changes or sudden evasive maneuvers.”

High-performance compound brakes capable of regenerating energy while slowing or coasting come standard. Among the options offered on the AMG model, buyers can opt for carbon-ceramic compound brakes.

Pricing will be revealed closer to launch. The base Mercedes EQS will reach U.S. showrooms later this year, the EQS AMG set to follow in early 2022.

Audi’s Grandsphere Concept is a “Private Jet for the Road”

The new Grandsphere is the second of three futuristic concept vehicles Audi is introducing as a way to examine the massive transformation it sees coming as automakers combine cutting edge technology with more traditional luxury features.

Audi Grandsphere concept side
The second of three “Sphere” concepts from Audi, the Grandsphere will go on public display next week at the Munich Motor Show.

The all-electric, fully autonomous Audi Grandsphere can be seen as a four-wheeled luxury jet or, if you prefer, a “first class lounge” on wheels. While the Audi concept is part of a long history of fantasy-in-chrome show cars, the automaker contends it shouldn’t be dismissed outright.

“The technologies and design features assembled in it are expected to turn up again in future Audi series,” the automaker said in a statement released ahead of next week’s Munich Motor Show where the show car will be officially unveiled. “The Audi Grandsphere concept illustrates the brand’s claim that it is becoming a trendsetter at the top of the automotive industry for technological transformation and completely new, holistic mobility offerings.”

Second of three

From a design perspective, the Grandsphere is a bit less radical of a departure than the earlier Skysphere which had the ability to stretch its length by nearly a foot, transforming itself from a sporty grand tourer into a mobile living room. The Grandsphere measures 17.6 feet, nose-to-tail, and vaguely resembles a stretched version of Audi’s current A7 line.

Audi Grandsphere concept rear
Audi describe’s the Grandsphere as a “private jet on wheels.”

The technology built into the Audi Grandsphere falls roughly into three distinct categories. To start with, the show vehicle uses an all-electric drivetrain pairing twin motors — one on each axle — to produce 711 horsepower and 686 pound-feet of torque. According to Audi, that would permit a launch from 0-100 kmh, or 62 mph, in about 4.2 seconds.

Range is 750 kilometers, or 466 miles, using a 120 kilowatt-hour lithium-ion battery pack. The system operates at 800 volts and can draw up to 270 kW from a Level 3 quick charger, letting it go from a 5 to 80% state-of-charge in just 25 minutes. In 10 minutes, it would yield another 300 km, or about 186 miles.

“Its range and charging speed can keep pace with those of combustion engines, making it the perfect universal car for everyday needs,” Audi claims.

Driving on its own

The Gransphere, meanwhile, features Level 4 autonomy. That’s not quite go-anywhere, anytime capability but could allow a driver to effectively hand off control on most roads and under most weather conditions.

Audi Grandsphere concept steering wheel
The concept uses an all-electric drivetrain pairing twin motors — one on each axle — to produce 711 horsepower and 686 pound-feet of torque.

When that were to happen, the concept could be transformed into a mobile lounge, with business jet roominess and seats that could recline or even swivel.

“In level 4 driving, the steering wheel and pedals disappear and the front area of the cabin becomes actual free space in all its breadth, with a perfect view through the large front and side windows, as well as maximum possibilities for movement,” Audi explained.

And this is where the third level of technology comes into play, the interior becoming a showcase of smart functions.

Sitting back and enjoying the ride

“The driver and passenger positions are automatically detected and an array of personal comfort features — such as the climate control settings and the seats — are adjusted for the individual seats,” noted the Audi statement. “At the same time, the infotainment system accesses the passengers’ most recently used services and seamlessly resumes them inside the car. For instance, a video that a passenger was streaming on a tablet is automatically played back over the display surface in the Audi Grandsphere.”

Audi Grandsphere concept interior w:o steering wheel
The concept could be transformed into a mobile lounge, with business jet roominess and seats that could recline or even swivel.

Numerous surfaces, in fact, double as video displays. And while it’s not quite up to Star Trek tech, there’s even what Audi calls a “holoride” system using VR, or virtual reality, glasses stored in pockets on the doors.

There’s actually a fourth level of technology built into Grandsphere, an active suspension system that uses sensors to not only respond to road surfaces but also predict how to respond before the concept hits a bump or pothole.

“That makes it possible to actively control the state of the chassis and therefore significantly reduce pitching and plunging when accelerating or braking,” the automaker said. “Thanks to the front camera, which recognizes unevenness, the adjustments happen predictively. The navigation system’s topographical data are also used to integrate curve radii, gradients, and inclines into the system’s projection.”

While Audi says the Grandsphere is a concept vehicle, it contends it will serve to influence future models it is working on.

Next up is the Audi Urbansphere. Set to debut sometime in 2022, that concept will show the sort of design and technologies the automaker believes will find a place in future products targeted for application in the crowded cities of tomorrow.

Cadillac’s New Blackwing Series Arrives — and the News is Bittersweet

During the past two decades, Cadillac has struggled repeatedly to invent itself with new designs, new technology and new, higher performance powertrains. That comes to a peak with the arrival of the new Blackwing in U.S. showrooms.

2022 Cadillac CT5-V Blackwing blue front
The CT5-V Blackwing represents the pinnacle of Cadillac performance, technology and craftsmanship, Cadillac says.

The fastest and, Caddy claims, most nimble products the brand has ever sold, should impress anyone taking their measure — whether by stopwatch or by the pure, seat-of-the-pants feel of launching from 0 to 60 in as little as 3.4 seconds.

But the arrival of what are more formally known as the V-Series Blackwings also has a distinctly bittersweet feel. The CT4-V Blackwing and CT5-V Blackwing, a spokesman confirmed in an e-mail note, will be “the last internal combustion engine sedans that Cadillac will build.” Going forward, General Motors’ most exclusive brand will switch to battery propulsion.

What a way to go.

Big power under the hood

2022 Cadillac CT5-V Blackwing rear
The CT5-V Blackwing is powered by a 6.2-liter V-8 that pushes from 0-60 mph in 3.4 seconds.

The CT5-V Blackwing is powered by an upgraded version of GM’s 6.2-liter supercharged V-8, here making an eye-popping 668 horsepower and 659 pound-feet of torque. That’s enough to get it from 0-60 mph in a mere 3.4 seconds when paired with a 10-speed paddle-shift automatic transmission.

You’ll sacrifice two-tenths in the sprint if you opt for one, but Caddy has been kind enough to end a century run of internal combustion engines by also offering a 6-speed manual option. Either way, top speed is more than 200 mph, making this the fastest Cadillac ever.

“For nearly two decades, enthusiasts have told us how important it is to have the control of a manual gearbox in their performance sedan,” said Mirza Grebovic, Cadillac performance variant manager. “The ability to choose the driving experience they want is a luxury in and of itself, allowing them to feel more connected with the vehicle.”

2022 Cadillac CT5-V Blackwing interior
Cadillac’s most powerful sedan ever is loaded with technology — and an optional 6-speed manual.

The smaller CT4-V Blackwing makes good with a 3.6-liter twin-turbo V-6 rated at 472 hp and 445 lb-ft of torque. Low-inertia turbos, the automaker notes, help deliver plenty of power at low revs. As with its bigger brother, the subcompact delivers some impressive numbers: the automatic model hitting 60 in 3.9 seconds, the stick in 4.1. It tops out at 189 mph. And, for those who dream of launching a Caddy down the quarter-mile, it’ll hit the traps in 12.14 second, at 117 mph.

(And for those comparing stats: the 11.30 second quarter-mile of the CT5-V Blackwing is the same as the Ford Mustang Shelby GT 500.)

“Driving is always a blend of the quantifiable and the subjective, and in both regards, the new CT4-V Blackwing and CT5-V Blackwing deliver like few other luxury sport sedans,” said Grebovic. “They’ve got the numbers to stand with the world’s best, but they also transcend the stopwatch with the sort of satisfying driver experience that cannot be defined by lap times alone.”

Fast paired with great handling and comfort

2022 Cadillac CT4-V Blackwing orange driving
The CT4-V Blackwing is the smaller sibling, but is still plenty powerful with a 3.6-liter twin-turbo V-6 rated at 472 hp.

In today’s world, straight-line acceleration can only be part of the story. And Cadillac spent a lot of time making sure the Blackwing models will be able to run laps on the track, as well as cruise smoothly down the highway. Both models feature electronic limited-slip rear differentials, a magnetic ride control suspension and other improvements to ride and handling. They ride on Michelin Pilot Sport 4S tires designed specifically for each Blackwing model.

Buyers of what is being billed as a limited-run series will be offered the option of upgrading what are already the largest-ever brakes on a Cadillac to a carbon-ceramic package. And there’s an available carbon fiber aero package that, the automakers claims, “delivers the highest downforce in V-Series production history.

Of course, this is a Cadillac, and not just some mainstream muscle car. So, there are all the requisite luxury elements: stitched, heated and cooled leather seats, carbon fiber and metal accents, big touchscreen infotainment systems, wireless Apple CarPlay and Android Auto, and so on. There’s an optional head-up display on the CT5-V Blackwing, and a high-performance steering wheel on its little brother. Both offer “available” performance data recorders.

2022 Cadillac CT4-V Blackwing orange rear
The CT4-V Blackwing races from 0-60 mph in 3.9 seconds.

The CT4-V Blackwing starts at $59,990, though you can quickly run it up to an MSRP of $87,775 when fully configured. The CT5-V Blackwing starts at $84,990 and a fully configured MSRP of $125,980.

Change is coming

But back to the somber note that we began with. This will, indeed, mark the end of an era for Cadillac, the brand that really made the internal combustion viable more than a century ago by incorporating the very first self-starter. Going forward, the brand intends to switch to battery-electric propulsion. That transition begins with the arrival next year of the Cadillac Lyriq.

The initial, single-motor version will push 340 hp and 325 lb-ft through the rear wheels. But a twin-motor variant is in the works and, considering what we’re seeing with other all-electric luxury models, that version of the Caddy SUV very well could deliver sub-4 second 0-60 times.

Cadillac has confirmed it has an array of at least four more BEVs in the works, including an all-electric alternative to the Escalade, as well as a limited-edition supercar flagship, the Celestiq.

While they won’t deliver the aural grunt of the Blackwing series, they could take Caddy performance up to an even more exotic level in the near future.

A New Interior for an Iconic Mercedes-Benz Model

Having first divulged the redesigned 2022 Mercedes-AMG SL’s architecture in May, Mercedes-Benz revealed another piece of the product puzzle Tuesday, unveiling the SL’s new cabin, even as test mule photos have already appeared online.

The new Mercedes-AMG SL’s center console.

“This roadster has stood for automotive fascination and desire for decades,” said Gorden Wagener Chief Design Officer Daimler Group. He characterizes the new SL’s interior as, “a great opportunity and challenge for design, because every designer wants to create icons. The result is a revolutionary interior experience caught between digital and analog luxury.”

More space for passengers

For the first time since the 1989 Mercedes-Benz SL R 129 model, the SL boasts a 2+2 seating configuration finished in single- or two-tone Nappa Leather, Nappa Leather with the now-ubiquitous diamond stitching, or a mix of Nappa Leather with Dinamica Race microfiber and contrasting topstitching in yellow or red. The last is, perhaps, the most ecologically sensitive choice, as Dinamica is an Italian-produced recycled microfiber made from polyester fibers and plastic bottles. 

While the addition of rear seats suggests the new model has a more spacious usable cabin, Mercedes-Benz did not provide any specifications. 

A far more refined interior

The new SL boasts a 2+2 seating configuration.

The new instrument panel is anchored by a center-mounted 11.9-inch center-mounted multimedia touchscreen alongside a 12.3-inch high-resolution LCD instrument cluster.

The screen’s massive vertical orientation is a switch from the horizontal one used previously. It’s framed in a gently sinuous motif that envelopes the touchscreen and flows into the center console, offsetting the screen’s rectilinear form.

Mercedes-AMG’s signature air-conditioning vents used in the AMG GT dot the instrument panel, which has a far more integrated appearance, wrapping seamlessly into the doors, unlike the 2021 SL. The design’s finesse possesses an artistry clearly lacking in the previous model, which looked as if an engineer, not a designer, had cobbled together the interior.

The new instrument panel is anchored by a center-mounted 11.9-inch center-mounted multimedia touchscreen.

Technology

For many drivers, the performance of a vehicle’s infotainment system is as important as the car’s overall performance. In the SL’s case, the touchscreen uses the latest-generation Mercedes-Benz User Experience software, while the instrument cluster can be customized. A head-up display is optional, and can be personalized to match the instrument cluster’s appearance. Further technology details were not disclosed.

New ways to achieve old objectives

The new interior resides in a vehicle that adheres to the original SL’s goal of being Super Leicht, or Super Light. Engineers are using aluminum, steel, magnesium and composites to shed weight from the vehicle, with its spaceframe weighing in at 595 pounds.

“Compared to the previous model series, the torsional stiffness of the bodyshell structure increased by 18 percent. The transverse rigidity is 50% higher than that of the AMG GT Roadster, while the longitudinal rigidity is 40% higher,” said Jochen Hermann, chief technical officer of Mercedes-AMG GmbH.

The first-generation 300 SL roadster interior.

A model steeped in history

The company is calling the 2022 SL a “reinterpretation” of the original coupe from 1954. 

The SL’s life began as a racecar, one built with an innovative spaceframe design to keep weight down. Debuting at 1952 Mille Miglia, the 300 SL came in second, going on to win races at the Nürburgring, Le Mans and the Carrera Panamericana.

Its success caught the attention of Mercedes-Benz importer Max Hoffman, who asked Daimler-Benz to make a production version of the 300 SL race car. Debuting at the 1954 New York Auto Show, it featured roof-hinged gullwing doors and thick door sills, as the race car’s space frame design dictated using non-traditional doors.

The new 2022 Mercedes-AMG SL’s interior.

Its design would be built for three years until it was modified into a roadster, beginning the iconic car’s long history.

Mercedes-Benz is looking to reconnect the new model’s aura with that of its long-ago forbearer in the eyes of customers. “The new SL is the rebirth of an icon for the modern era,” said Philipp Schiemer, chairman of the Board of Management at Mercedes-AMG GmbH.

Given consumers declining appetite for coupes and roadsters, fielding a new SL is imperative. Having sold 7,007 units when last redesigned in 2013, last year, the SL found a mere 1,784 buyers, down nearly 75 percent. 

Time will tell if even the best that Mercedes-Benz has to offer is enough to entice buyers to once again consider an SL. 

2022 Mercedes-AMG SL ­— Frequently Asked Questions

Is there a new Mercedes SL coming out?

There’s an all-new redesigned SL-Class debuting for 2022 after a short hiatus. Expect to see it in showrooms by the end of the year.

How much will the 2022 Mercedes SL cost?

Pricing has not been announced, but its closest competitor is the BMW 8 Series Convertible which starts at $94,400.

What does SL mean on a Mercedes-Benz?

SL is an abbreviation from the German term Super-Leicht, or Super Light, and derives from the construction method used on the first SL, built in 1954.

GM’s Cruise Secures $5 Billion Credit Line to Buy Vehicles

Cruise LLC CEO Dan Ammann announced the company secured a $5 billion credit line to buy the Origin shuttles it needs for its autonomous vehicle services from General Motors in a few years.

GM has already begun building the 100 pre-production Origin shuttles in Detroit.

GM — essentially Cruise’s parent company — will build the Origin’s driverless shuttles at its new Factory Zero plant in Detroit. To close the loop on this deal, the credit line comes from GM Financial, the auto company’s in-house finance arm.

The $5 billion credit line makes it so Cruise “can efficiently finance the expansion of our fleet as we scale up over the next few years,” Ammann wrote in a blog post Tuesday. “This bumps up Cruise’s total war chest to over $10 billion as we enter commercialization.”

Production is already underway as GM’s already built several pre-production models — a total of 100 are coming before they’re set for business.

Next step in the business plan

GM’s Factory Zero in Detroit is readying the first round of shuttles for validation and testing.

Ammann, who was previously president of GM before taking over as CEO at Cruise, noted in the blog entry that he’s excited seeing the first few vehicles already built and to have them begin the validation and testing process.

“Seeing them up close and in person is absolutely thrilling,” he wrote in the post.

The company, which also counts Honda and Microsoft among its investors, recently received the go-ahead to begin testing its self-driving technology in California from the state’s public utilities commission. The company is using Chevrolet Bolt EVs for the testing run. 

To date, Cruise has fielded 300 modified Bolt EVs, logging 2 million miles of testing on public roads. Most are being run near its San Francisco headquarters, though others are operating in Phoenix, another popular test site for autonomous startups, including Waymo.

Cruise’s $5 billion credit line aims to ensure the business can operate efficiently.

Until recently, companies like Cruise, Waymo and others have been allowed to test their autonomous technologies on public roads, but only with a back-up “safety operator” onboard, ready to retake control in an emergency.

Autonomous businesses

The Cruise Origin is expected to be used in a ride-sharing service similar to what Google spinoff Waymo plans to set up. It is unclear whether the GM subsidiary may also sell the Origin or other products to competing ride-share services.

The first production models of the toaster-shaped shuttle are expected to be ready for 2023. The company already set to begin a commercial ride-sharing service in Dubai that same year. 

The Cruise vehicles will use Level 4 technology that expands the range of roads on which they can operate without a driver onboard. The planned Cruise Origin shuttles won’t even have controls like a steering wheel or brake and accelerator pedals. Still, the vehicles will be “geo-fenced,” meaning they can be used only on specific roads and places and under defined conditions. It remains unclear when it will be possible to go the next step, fielding driverless vehicles that will be able to operate on their own, anywhere and at any time.

2022 BMW 2 Series Coupes Coming Soon

BMW 2 Series coupes

The 2022 BMW 2 Series coupes are on their way. Dynamic testing, drivetrain, and suspension tuning on the two-door compact are nearing conclusion. Production begins in the late summer of 2021.

BMW 2 Series coupesThe new BMW 2 Series is being described as more nimble, agile, and powerful than previous models.

Tuning and testing at Nurburgring’s Nordschleife and on public roads around Munich, the new 2’s drivability is key.

BMW 2 Series coupes

The 230i and M240i AWD will be the first out of the gate, with the 230i xDrive and M240i to follow.

The M240i xDrive has a 3.0 liter, inline 6-cylinder TwinPower turbo under hood, producing 382 horsepower. Backed up by a standard 8-speed sport Steptronic automatic, alas there’s no mention of a manual transmission option.

xDrive AWD systems have an M sport rear differential to add traction and stability while accelerating, according to BMW.

BMW 2 Series coupes

There’s a front lip spoiler, splitter, air curtains, deflectors, and underfloor covers for the fuel tank and rear differential. BMW attributes a 50-percent reduction in front-end lift to the aerodynamic package.

Twelve percent more torsionally rigid than its predecessor, BMW has also increased front and rear tracks to add rigidity.

BMW 2 Series coupes

New shocks enhance ride comfort, while better responding to road conditions. The optional Adaptive M suspension adds electronically-controlled shocks with settings that are more dynamic or comfort-oriented.

Improved road feel comes from new, stiffer front axle support bearings. Another option, variable sports steering, reduces steering effort while improving driving feel.

Meanwhile, the 2 Series is out there killing cones in pursuit of fine-tuning the suspension. We’ve not yet reached the point of cone conservation.

[Images: BMW]