A new “Cybertruck Only” clause in Tesla’s purchase agreement stipulates that buyers cannot sell their new vehicle within the first year unless they have explicit permission from the automaker, or they may be sued. The company just updated its Motor Vehicle Order Agreement ahead of the first Cybertruck deliveries, which it said last month are on track for November 30.

Under the terms, which have been making the rounds on social media this weekend, Tesla states that it “may seek injunctive relief to prevent the transfer of title of the Vehicle” if buyers breach its resale provision, or it may “demand liquidated damages from you in the amount of $50,000 or the value received as consideration for the sale or transfer, whichever is greater.” The terms also warn that offending resellers could be barred from buying vehicles from Tesla in the future.

Tesla says it may grant exceptions to some people wishing to sell their Cybertruck within the first year, but they must get written consent. If the company does agree, it will either buy the car back at a reduced price — deducting $0.25 per mile driven, plus wear and tear, and the cost of any necessary repairs — or allow the owner to resell the truck to a third-party buyer. Tesla’s Cybertruck is only being released to a small number of select customers at first and won’t enter mass production until 2024, so naturally, the company is trying to get ahead of resellers looking to cash in on the vehicle’s rarity.

We may get official details about Grand Theft Auto VI very, very soon. Following a Bloomberg that said Rockstar Games would announce the next entry in the GTA franchise as early as this week, Rockstar confirmed it would release a trailer for the forthcoming game in early December, as part of its 25th anniversary celebration. It's one of the most anticipated games for the current crop of consoles, especially since the fifth main installment in the series — the second-best selling video game of all time, as Bloomberg notes — came out way back in 2013. 

While Rockstar has yet to launch the title, some fans may have already gotten a glimpse of early-days gameplay footage due to a leak that a hacker uploaded online in 2022. It contained 90 seconds of gameplay from a GTA VI test build, showing one of the two playable protagonists, a female character named Lucia, robbing a store. Another clip showed the other playable character riding the "Vice City Metro," indicating that its story takes place in Rockstar's fictionalized version of Miami. The developer later confirmed the contents of the leak and said that the game's creation would continue "as planned."

Rockstar may reveal GTA VI's release period alongside the trailer next month, but its parent company Take-Two previously hinted that it's coming out sometime in 2024. 

Update, November 8, 2023, 8:15AM ET: This story has been updated to note that Rockstar has confirmed it'll release a trailer for the next Grand Theft Auto game in December.

We may get official details about Grand Theft Auto VI very, very soon, if Bloomberg's report turns out to be true. Rockstar Games plans to announce the next entry in the GTA franchise as early as this week, according to the news organization. Plus, Rockstar is reportedly publishing a trailer for the game next month as part of its 25th anniversary celebration. It's one of the most anticipated games for the current crop of consoles, especially since the fifth main installment in the series — the second-best selling video game of all time, as Bloomberg notes — came out way back in 2013. 

While Rockstar has yet to launch the title, some fans may have already gotten a glimpse of early-days gameplay footage due to a leak that a hacker uploaded online in 2022. It contained 90 seconds of gameplay from a GTA VI test build, showing one of the two playable protagonists, a female character named Lucia, robbing a store. Another clip showed the other playable character riding the "Vice City Metro," indicating that its story takes place in Rockstar's fictionalized version of Miami. The developer later confirmed the contents of the leak and said that the game's creation would continue "as planned."

Rockstar will likely reveal GTA VI's release period when it announces the game, but its parent company Take-Two previously hinted that it's coming out sometime in 2024. 

Lucid's electric vehicles will be able to plug into over 15,000 Tesla Superchargers in North America starting in 2025. The automaker is the latest entry in the growing list of companies pledging to support the North American Charging Standard (NACS), also known as the Tesla charging standard. Lucid will give customers access to a NACS adapter for its current vehicles, which are equipped with the Combined Charging System (CCS), in 2025. The company intends to start building NACS ports into its EVs within the same year, as well, so that newer models no longer need to use adapters.

Ford was the first automaker to announce this year that it was going to give its customers access to Superchargers after the White House convinced Tesla to share its charging network with vehicles from other companies. In the months after that, Mercedes, Volvo, Polestar, Honda, Toyota (and Lexus), BMW, Hyundai and Subaru revealed that they will also give their customers access to NACS adapters and will ultimately incorporate the standard into their vehicles over the next two years. 

As TechCrunch notes, Lucid vehicles use a 900-volt charging architecture, which became the basis of a Lucid Air promotion that called it the "fastest charging electric vehicle ever." At the moment, most Superchargers are rated at around 500 volts, and that means charging times won't be as fast as the company promises. That said, Tesla has started deploying V4 Superchargers that offer higher voltage charging in the US, and supporting NACS could convince potential customers in the region to purchase Lucid EVs. As company CEO Peter Rawlinson said, "[a]dopting NACS is an important next step to providing [its] customers with expanded access to reliable and convenient charging solutions for their Lucid vehicles."

Mozilla recently reported that of the car brands it reviewed, all 25 failed its privacy tests. While all, in Mozilla's estimation, overreached in their policies around data collection and use, some even included caveats about obtaining highly invasive types of information, like your sexual history and genetic information. As it turns out, this isn’t just hypothetical: The technology in today’s cars has the ability to collect these kinds of personal information, and the fine print of user agreements describes how manufacturers get you to consent every time you put the keys in the ignition.

“These privacy policies are written in a way to ensure that whatever is happening in the car, if there's an inference that can be made, they are still ensuring that there is protection, and that they are compliant with different state laws,” Adonne Washington, policy council at the Future of Privacy Forum, said. The policies also account for technological advances that could happen while you own the car. Tools to do one thing could eventually do more, so manufacturers have to be mindful of that, according to Washington.

So, it makes sense that a car manufacturer would include every type of data imaginable in its privacy policy to cover the company legally if it stumbled into certain data collection territory. Nissan’s privacy policy, for example, covers broad and frankly irrelevant classes of user information, such as “sexual orientation, sexual activity, precise geolocation, health diagnosis data, and genetic information” under types of personal data collected. 

Companies claim ownership in advance, so that you can’t sue if they accidentally record you having sex in the backseat, for example. Nissan claimed in a statement that this is more or less why its privacy policy remains so broad. The company says it "does not knowingly collect or disclose customer information on sexual activity or sexual orientation," but its policy retains those clauses because "some U.S. state laws require us to account for inadvertent data we have or could infer but do not request or use." Some companies Engadget reached out to — like Ford, Stellantis and GM — affirmed their commitment, broadly, to consumer data privacy; Toyota, Kia and Tesla did not respond to a request for comment.

Beyond covering all imaginable legal bases, there simply isn't any way to know why these companies would want deeply personal information on their drivers, or what they'd do with it. And even if it's not what you would consider a “smart” car, any vehicle equipped with USB, Bluetooth or recording capabilities can capture a lot of data about the driver. And in much the same way a "dumb" tv is considerably harder to find these days, most consumers would be hard pressed to find a new vehicle option that doesn't include some level of onboard tech with the capacity to record their data. A study commissioned by Senator Ed Markey nearly a decade ago found all modern cars had some form of wireless technology included. Even the ranks of internet listicles claiming to contain low-tech cars for "technophobes" are riddled with dashboard touchscreens and infotainment systems.

“How it works in practice we don’t have as much insight into, as car companies, data companies, and advertising companies tend to hold those secrets more close to the vest,” Jen Caltrider, a researcher behind Mozilla’s car study, said. “We did our research by combing through privacy policies and public documentation where car companies talked about what they *can* do. It is much harder to tell what they are actually doing as they aren’t required to be as public about that.”

The unavailability of disconnected cars combined with the lack of transparency around driver data use means consumers have essentially no choice to trust their information is being used responsibly, or that at least some of the classes of data — like Nissan's decision to include "genetic information" — listed in these worrying privacy policies are purely related to hypothetical liability. The options are essentially: read every one of these policies and find the least draconian, buy a very old, likely fuel-inefficient car with no smart features whatsoever or simply do without a car, period. To that last point, only about eight percent of American households are carless, often not because they live in a walkable city with robust public transit, but because they cannot afford one.

This gets even more complicated when you think about how cars are shared. Rental cars change drivers all the time, or a minor in your household might borrow your car to learn how to drive. Unlike a cell phone, which is typically a single user device, cars don’t work like and vehicle manufacturers struggle to address that in their policies. And cars have the ability to collect information not just on drivers but their passengers.

If simply trusting manufacturers after they ask for the right to collect your genetic characteristics tests credulity, the burden of anyone other than a contract lawyer reading back a software license agreement to the folks in the backseat is beyond absurd. Ford’s privacy policy explicitly states that the owners of its vehicles “must inform others who drive the vehicle, and passengers who connect their mobile devices to the vehicle, about the information in this Notice.” That’s about 60 pages of information to relay, if you’re printing it directly from Ford’s website — just for the company and not even the specific car.

And these contracts tend to compound on one another. If that 60-page privacy policy seems insurmountable, well, there's also a terms of service and a separate policy regarding the use of Sirius XM (on a website with its own 'accept cookies' popover, with its own agreement.) In fairness to Ford, its privacy notice does allow drivers to opt out of certain data sharing and connected services, but that would require drivers to actually comb through the documentation. Mozilla found many other manufacturers offered no such means to avoid being tracked, and a complete opt-out is something which the Alliance for Automotive Innovation — a trade group representing nearly all car and truck makers in the US, including Ford — has actively resisted. To top things off, academics, legal scholars and even one cheeky anti-spyware company have repeatedly shown consumers almost universally do not read these kinds of contracts anyway. 

The burden of these agreements doesn't end with their presumptive data collection, or the onus to relay them to every person riding in or borrowing your car. The data held in-vehicle and manufacturer's servers becomes yet another hurdle for drivers should they opt to sell the thing down the line. According to Privacy4Cars founder Andrea Amico, be sure to get it in writing from the dealer how they plan to delete your data from the vehicle before reselling it. “There's a lot of things that consumers can do to actually start to protect themselves, and it's not going to be perfect, but it's going to make a meaningful difference in their lives,” Amico said.

Consumers are effectively hamstrung by the state of legal contract interpretation, and manufacturers are incentivized to mitigate risk by continuing to bloat these (often unread) agreements with increasingly invasive classes of data. Many researchers will tell you the only real solution here is federal regulation. There have been some cases of state privacy law being leveraged for consumers' benefit, as in California and Massachusetts, but on the main it's something drivers aren't even aware they should be outraged about, and even if they are, they have no choice but to own a car anyway.

Volvo’s EX30 crossover has yet to arrive, but it's already generated a lot of interest thanks to a killer combination of a charming design and low starting price of $35,000. On top of that, it’s eco-friendly to the core due to its low carbon manufacturing footprint and use of sustainable materials.

There is a “but,” though. All models sold globally to start with, including in the US, will be built in China by Volvo parent Geely. That’s controversial given current geopolitical tensions and it means the EX30 won’t be eligible for federal US tax credits. However, Volvo recently announced that it would build some models in its Ghent, Belgium plant in Europe starting in 2025 to “boost… production capacity for the expected EX30 demand in Europe as well as for global export.”

We’ve finally been able to drive the EX30 in Barcelona and answer a lot of lingering questions. How’s the handling, acceleration and range? We know it’s fairly small, so is there enough interior space for the US market? And how does it stack up against the competition, especially Tesla, considering the lack of tax credits? Let's dive in and learn more.

Features

We looked at the EX30 when it first launched, examining the controls, infotainment system, storage and more, so check that out if you haven’t. Still, I’ll revisit some highlights here before the drive. 

There are two versions of the EX30, the single-motor Extended Range and the twin-motor Performance model, starting at $34,950 and $44,900 respectively (before the $1,195 destination fee). They’re built on parent Geely’s 400 volt SEA platform, shared by some upcoming Polestar models.

The Extended Range version makes a decent 268 horsepower with 258 pound feet of torque, while the Performance model ups that to a wilder 422 horsepower and 400 pound feet. Both feature 69 kWh batteries, with 64 kWh usable, for an estimated EPA range of 275 and 265 miles respectively (the final figures should be available soon). There’s a 51kWh battery too, but it’s only available in Europe. The maximum charging rate is 153kW, bringing the battery from 10-80 percent in 26.5 minutes.

Steve Dent for Engadget

Starting in 2025, the 2026 model year EX30 will be equipped with a NACS (North American Charging Standard) port thanks to its recent agreement with Volvo. That means the 2025 model debuting in 2024 will effectively be a unicorn, as it will carry a CCS port instead — though a NACS adapter will be included for Tesla Superchargers, of course. 

The base models are, well, basic, with things like parking sensors and a digital key left out. We tested both with the “Ultra” equipment level, which includes the Harman Kardon sound system, larger wheels, USB-C outlets, power front seats, park assist pilot and more. Those cost $40,600 and $46,600, respectively.

Steve Dent for Engadget

The EX30 is a looker, with balanced proportions and smooth lines. The design says “friendly” and “accessible” rather than “aggressive,” and it caught a few admiring looks from passersby.

From the outside, the EX30 looks larger than it is, but the 167-inch wheelbase is similar to a Mini Clubman or VW Golf GTI hatch – not large vehicles by any means. It weighs 3,850 pounds, about the same as a Kia Niro EV. All told, it’s Volvo’s smallest SUV by a good margin.

That’s not an issue up front, as the EX30 is relatively wide and has ample headroom for tall drivers. The backseat is a bit cramped, though, especially with tall occupants up front. The rear cargo area can accommodate a decent amount of stuff, and you can make it a bit larger by removing the floor-leveling door. It can be further expanded by folding down the front seats.

Steve Dent for Engadget

Rather than putting speakers in the doors, Volvo simply used a soundbar-like system built by Harman Kardon. That’s smart, as it should appeal to younger users in Volvo’s target market. With EX30-specific tuning, it sounds really good too.

The interior isn’t as basic as the Model 3, as there are switches and stalks for drive mode, turn signals, lights, volume and other primary functions. The interior is also less sterile thanks to Volvo’s creative use of sustainable materials and color schemes. Everything is soft and welcoming, with a variety of textures and patterns, made from things like old denim and recycled PVC window frames.

Steve Dent for Engadget

Like the Model 3, though, the EX30 has no dashboard, just a center touchscreen, so important information like speed and charge level is off to the side. Volvo says that it helps you refocus on driving, somehow, but I’m not a fan – it forced me to take my eyes off the road more than I’d like.

All other things are handled by the 12.3-inch center touchscreen. The main display shows key functions like speed, moving map, charge, drive mode and more. Other settings let you change things like the steering firmness, or get maximum boost in the Performance model by choosing all-wheel drive – if you don’t mind a significant hit to range. The on or off one-pedal control isn’t as precise as I’d like, as it lacks multiple braking levels like Kia’s EV6 and other models.

Driving

Steve Dent for Engadget

Now that we know the EX30, what’s it like to drive? In short, it’s a Volvo. That’s not a bad thing – what it lacks in agility, it makes up in comfort. It floats over tattered freeway pavement with little jolting and you’ll barely notice potholes or small speed bumps. It’s a nice car to drive in the city or take on cross-country trips, but it’d flounder on a track.

That’s not an accident; Volvo specifically tuned in a fair amount of suspension travel to favor comfort over sport. Tesla went the other way with the Model 3, so it can nip around corners more precisely, but rides harshly on less-than-smooth roads.

In terms of power and torque, the Extended Range model has enough for most drivers. With a 5.1 second 0-60 MPH time, overtaking is safe and easy at freeway speeds and acceleration is crisp and predictable in all conditions. With that model, the power pairs well with the suspension, striking a nice balance between comfort and control.

Steve Dent for Engadget

The Performance version is on another level, though. With 422 horsepower and 400 pounds of torque in an EV of this size and weight, acceleration is hair-raising. In fact, it can go from 0-60 MPH in just 3.4 seconds, quicker than any Volvo to date and close to the Model 3 Performance. On tight winding roads with short passing zones, I felt confident enough to zip around trucks or buses. Freeway speed limits arrive almost too quickly, though the EX30 is limited to 180 km/h, or about 112 MPH.

Despite the power, it’s no race car. The suspension is identical to the Extended Range model, which is to say, too soft for high-speed cornering. Just stomping on the pedal from a start can create some drama, as it becomes clear that the suspension isn't quite up to that level of instant torque. So, apart from the raw horsepower, it’s not an enthusiast car.

Steve Dent for Engadget

The EX30’s Pilot Assist is reasonably advanced for a relatively inexpensive EV, offering more than just lane-keeping and collision avoidance. As on other Volvo cars, it can also change lanes automatically, make passing easier and adjust your speed to traffic. It also offers a Park Pilot Assist function that can locate spots at speeds up to 14 MPH and then park automatically. The system worked as well as any I’ve tried, squeezing the car into tight spots while displaying synthesized views all around the vehicle.

It also has an advanced driver alert system as standard. It can not only detect if your hands are on the wheel, it uses a special sensor that raises a warning if it thinks you’re distracted, drowsy or inattentive.

Wrap-up

After driving the EX30 for nearly a full day, I’m impressed. While not the most nimble crossover EV, it’s comfortable to drive whether you’re on the freeway or city streets full of potholes. Even in the base single-motor model, the acceleration is more than anyone needs. In the dual-motor performance version, it’s borderline insane. It also offers enough range for reasonably long trips, with support for decently fast charging.

Steve Dent for Engadget

Volvo has more or less nailed the interior, bar a few minor complaints. It ticks all the boxes for buyers looking for an eco-friendly car, particularly the fact that Volvo says it uses 75 percent less CO2 to manufacture than its current EVs. It also uses sustainable materials in the fun but functional interior.

The EX30 has a lot of competition from the likes of Tesla, Volkswagen and Chevy, though, and is at a disadvantage due to the lack of a federal tax credit. The fact that it’s built in China may turn off some buyers, though as mentioned, Volvo just announced it would build some EX30s in Ghent, Belgium, starting in 2025. Still, it should appeal to a lot of consumers looking for something charming, easy to drive and relatively quick, along with fans of the Volvo brand. With all that, the EX30 should be a solid hit in North America and elsewhere.

Subaru just announced forthcoming support for Tesla’s North American Charging Standard (NACS), joining other big-time manufacturers like Hyundai. The company will update the charging ports of its electric vehicles for North American consumers beginning in 2025. This will give consumers access to more than 12,000 Tesla Superchargers across the country.

The company also says it will continue to advance NACS adoption for vehicles manufactured and released after 2025, so future EV owners should be in good shape. Subaru will offer an adapter for anyone that owns or leases a vehicle with the Combined Charging System (CCS), further solidifying NACS as the one to beat.

This is part of the company’s efforts to transform half of its vehicles to EVs by 2030. Subaru has a long way to go in this regard, as it currently sells just one true electric vehicle, the Solterra. This EV starts at $45,000, so it’ll have to manufacture some more budget-friendly cars to meet that 50 percent threshold.

As previously mentioned, Subaru is just the latest company to jump on the NACS bandwagon. Honda made a similar promise for 2025, as did Toyota and Lexus. As of this writing, there are around 56,000 EV charging stations in America, with many of them integrating the NACS standard in the short-term future.

A California jury has found that Tesla was not at fault for a fatal 2019 crash that allegedly involved its Autopilot system, in the first US trial yet for a case claiming its software directly caused a death. The lawsuit alleged Tesla knowingly shipped out cars with a defective Autopilot system, leading to a crash that killed a Model 3 owner and severely injured two passengers, Reuters reports.

Per the lawsuit, 37-year-old Micah Lee was driving his Tesla Model 3 on a highway outside of Los Angeles at 65 miles per hour when it turned sharply off the road and slammed into a palm tree before catching fire. Lee died in the crash. The company was sued for $400 million plus punitive damages by Lee’s estate and the two surviving victims, including a boy who was 8 years old at the time and was disemboweled in the accident, according to an earlier report from Reuters.

Lawyers for the plaintiffs argued that Tesla sold Lee defective, “experimental” software when he bought a Model 3 in 2019 that was billed to have full self-driving capability. The FSD system was and still is in beta. In his opening statement, their attorney Jonathan Michaels also said that the “excessive steering command is a known issue at Tesla.”

Tesla’s defense argued that there was no such defect, and that an analysis cited by the plaintiffs’ lawyers identifying a steering issue was actually looking for problems that were theoretically possible. A fix to prevent it from ever happening was engineered as a result of that analysis, according to the company. Tesla blamed human error for the crash, pointing to tests that showed Lee had consumed alcohol before getting in the car, and argued that there’s no certainty Autopilot was in use at the time.

The jury ultimately found there was no defect, and Tesla was cleared on Tuesday. Tesla has faced lawsuits over its Autopilot system in the past, but this is the first involving a fatality. It’s scheduled to go on trial for several others in the coming months, and today's ruling is likely to set the tone for those ahead.

In 2021, Hertz announced that it was going to order 100,000 electric vehicles from Tesla by the end of 2022. Turns out the car rental company is far from being able to reach that number still, and it may take a while to get to 100,000, if it even gets there, because it's slowing down its plans to electrify its fleet. During the company's third-quarter earnings call (PDF), CEO Stephen Scherr said Hertz's "in-fleeting of EVs will be slower than [its] prior expectations."

Hertz reported a 13 percent margin for the quarter, which Scherr said would've been "several points higher" if not for the cost challenges associated with EVs. One of the factors that affected the company's margins was depreciation, compounded by the one-third drop in retail prices of the electric cars in its fleet. Tesla had implemented several price cuts over the past year, slashing the Model S and X prices by nearly 20 percent in September.

In addition, the CEO said that EVs are costing Hertz "about twice in terms of damage cost repair than a conventional internal combustion engine vehicle." He said the company is working directly with Tesla to look at its cars' performance and lower the risk of damage, as well when it comes parts procurement and labor. The company disclosed in its earnings report that 80 percent of its EVs is made up of Tesla vehicles, which means it has 35,000 Tesla in its fleet out of 50,000. As CNBC explains, EVs come with their own set of maintenance challenges, potentially brought about by their heavier weight. Aside from those two factors, moving a portion of its EV fleet from ridesharing use to leisure had affected its margins, as well. Hertz rents Tesla EVs to Uber and Lyft drivers, and it's now planning to move the vehicles it removed from the pool back to its ridesharing business.

Scherr said Hertz remains committed to its long-term plan to electrify its fleet, but it's going to pace itself while it looks for solutions to its EV-related issues. The CEO talked about how taking on EVs by other manufacturers like GM could address some of the problems it's facing. He expects Hertz to be able to purchase them at an "appreciably lower price point" than the prices it paid for its Tesla vehicles. He also thinks that those cars "will likely speak to lower incidence of damage," as well as to "a lower cost of parts and labor." GM and other traditional automakers have a broad parts supply network nationwide established over the decades, which will make it easier — and potentially cheaper due to aftermarket availability — to procure components.

Ford has called its 20,000 employees back to work now that it has reached a tentative agreement with the United Auto Workers (UAW). The two parties have agreed on a new four-year labor contract that include a 25 percent pay increase for employees over that period, according to Reuters and The New York Times. With the cost-of-living wage adjustments the union has also successfully negotiated, the total pay hikes would amount to 33 percent, the UAW said. In addition to a wage hike, the contract also has stipulations for higher pensions and the right to strike over company plans to close factories. 

Based on those rates, the highest-paid employees at Ford will ultimately be earning more than $40 an hour, up from $32, and have a base pay of $83,000 for a 40-hour-a-week workload. Meanwhile, recent hires will see their pay double over the next four years. As The Times notes, Ford initially offered to pay its workers 23 percent more, telling the union that it's what the company could afford without making big changes to its business. However, the UAW pushed for a bigger percentage and managed to reach this agreement with Ford by having thousands of its workers walk out over the past few weeks. 

Approximately 8,700 personnel at the company's largest truck plant in Kentucky had stopped working, along with another 10,000 in Illinois and Michigan. Around two weeks after the strikes began, Ford suspended the construction of a Michigan battery factory for electric vehicles "until [it's] confident about [its] ability to competitively operate the plant."

Ford, like other automakers, are taking steps to electrify its fleet in hopes of having an all electric vehicle lineup over the next 10 years or so. The automakers affected by the strike, which also include GM and Stellantis, previously said that their electrification efforts currently costing them billions of dollars would be affected by the union's demands. "Toyota, Honda, Tesla and the others are loving the strike, because they know the longer it goes on, the better it is for them," Ford executive chairman William C. Ford Jr. said. Tesla and the Japanese automakers aren't unionized, but the UAW argued that its success with the current strikes could give it the momentum it needs to expand and organize at other companies.