General Motors can’t seem to catch a break. One week after the automaker announced it was suspending production at all but four of its North American manufacturing facilities, it said it plans to extend the shutdown of its Orion assembly plant by two weeks. The facility is where the company makes its Chevy Bolt electric vehicles. It was one of the assembly plants GM shut down last week — though it did so because of the recent Bolt recall, not the chip shortage that affected its other factories.
Per Reuters, GM expects the shutdown to continue until at least September 24th. The company blamed battery pack shortages for the extended halt to production. GM added it won’t resume Bolt manufacturing or sales until it’s sure it has addressed the fire concerns that forced it to recall the vehicle in the first place.
It’s the latest setback in a series of setbacks for GM when it comes to the Bolt. The automaker initially recalled more than 68,000 cars last November after five reports of battery fires between 2017 and 2019. After two Bolt EVs included in the company’s 2020 recall caught fire recently, GM issued a second recall. It then widened that action to include more than 140,000 vehicles globally. It’s estimated the entire saga will cost the company more than $1.8 billion.
I’m a dozen miles outside of Santa Fe, heading West on the 502 towards Los Alamos in a borrowed 2022 Polestar 2 that won’t quit begging my right foot to gain a few pounds. Damned if I can’t stop staring at the horizon. In a futile effort to overtake me, stacks of clouds race across an azure backdrop spanning the Earth’s curvature.
“It’s just so big,” my mind protests after 18 months of indoor pandemic living.
My right foot, ever loyal, finds the floor. Away we go, the overhead world a fading memory as the horizon rushes forward to meet us.
Paul Barshon/Beadyeye
With the Polestar 1’s production run ending in December and both the 3 and Precept without firm release dates, the Polestar 2 I’m driving is the current crown jewel of the company’s burgeoning model lineup. The Polestar 2 Launch Edition arrived last year with every bell and whistle the company could manage to pack into its frame. For the 2022 model year, Polestar is taking a different tack by splitting the vehicle’s bevy of features into optional packages fitted onto a surprisingly well-appointed — and inexpensive — base mode.
The FWD version starts at $45,900 (as low as $34,900 after California incentives) and is outfitted with a single-speed AC synchronous permanent magnet motor using a 10.51:1 gear ratio. That motor delivers 231 HP, 243 ft-lb of torque, and a lengthy 265-mile range — 35 miles more than last year’s model, putting the 2022 FWD Polestar 2 on par with the VW ID.4, Hyundai Kona EV, and the Chevy Bolt (assuming the latter isn’t currently on fire). It offers a 100 MPH top speed with a 0-60 of 7 seconds.
The AWD version starts at $49,900 (down from last year’s $61,200 starting price) and utilizes a pair of permanent magnet motors (one on each axle) running 8.57:1 gear ratios. At that ratio, the performance-focused AWD Polestar 2 will have a higher top speed of 127 MPH, albeit at the cost of a nominally reduced 249-mile driving range. As such, the AWD puts out 408 HP between the two motors, 487 ft-lb of torque, and a 4.45-second 0-60.
Both variants will offer a $4,000 Plus Pack, which includes a full-length glass roof, "premium" interior including a 600W Harman Kardon stereo, powered seats, cabin illumination and the addition of a heat pump that uses waste energy from the drivetrain to heat the cabin interior and battery pack on cold days (while also improving range by up to 10 percent under certain climate conditions).
Paul Barshon/Beadyeye
The 2022 base models will come outfitted with a new, vegan “embossed textile upholstery” while the Weave-Tech covering found in last year’s Launch Edition is now included in the Plus Package. If you’re hankering for real leather, that is available but comes at a premium price point. If you want the metallic Magnesium, Midnight, Snow, Moon, or Thunder paint options, they’ll set you back an extra $1,200.
The $3,200 Pilot Pack incorporates Advanced Driver Assist features like adaptive cruise control, blind spot warnings and a 360-degree camera. Only the AWD version, however, will have access to the $5,000 Performance pack which adds 20-inch alloys, Brembo brakes, sport tires, and upgraded suspension components. You’ll be able to spot Polestars with the performance pack by their bright yellow cosmetic accents on the brake calipers, seatbelts and valve caps. There is also a “blacked-out” option that eliminates all the chrome and colored exterior accents if you opt for the “Void” color scheme.
Regardless of the packages included, both Polestar variants run off the same 400V electrical architecture and 78 kWh (75kWh usable) capacity battery pack. The company has squeezed a few additional kW of charging capacity, 155 kW up from last year’s 150 using just software updates, for the 2022 models dropping the amount of time needed to refill from 10 percent charge to 80 percent to just 33 minutes. On a standard Level 2 AC charger (like what you'd have installed in your home), you’re still looking at around 8 hours to fully repower the vehicle.
Paul Barshon/Beadyeye
Compared to last year’s model, the 2022 Polestar’s interior appears largely unchanged. An 11-inch central infotainment display running Android Automotive still dominates the vehicle’s minimalist dashboard. Rather than tethering or mirroring content from your mobile device, drivers will be able to log into the vehicle’s OS directly, granting them access to their Google accounts, contacts and the Google Play Store as well as natively running Google Maps, Spotify, YouTube Music and others.
Installing new apps is a cinch, a nearly identical process to doing so on your smartphone. Each new Polestar comes with 3 years of included access to Google Service Connectivity and LTE capability from AT&T. The company anticipates that a steady stream of OTA updates will help keep the Polestar 2’s features and performance continually up to date. Polestar also plans to extend its latest OTA service to the 2021 model year so Launch Edition vehicles will enjoy the latest and greatest in software updates.
Paul Barshon/Beadyeye
At 5,312 feet above sea level, Albuquerque, New Mexico is the highest of America’s state capitals, though it is outclassed by Santa Fe, an hour to the west and 7,199 feet high, where I spent last Tuesday putting both Polestar iterations through their relative paces. At more than a mile above sea level, the air is so thin that conventional internal combustion engines (ICEs) can lose as much as 30 percent of their power output (roughly a hundred HP). Thank goodness battery electric vehicles (BEVs) like the Polestar have no need for triflings like oxygen. No matter how high it climbed, every last one of the FWD Polestar’s 231 horses remained available — still chomping at the bit, if you will.
Snapping awake from an unplanned anaphylactic nap, I find myself charging through the rolling hills of New Mexico State Road 4 while it winds its way through the Valles Caldera National Preserve. Of course, because it’s being pulled along by its leading axle, the FWD Polestar 2 does tend to swing wider through turns (as front drive vehicles are wont to do) compared to its AWD cousin, which led to a couple of hair-raising encounters with oncoming vehicles who were themselves shading the narrow two-lane’s centerline.
“If you are thinking of flying a drone to take video of the car near Los Alamos National Lab,” Polestar PR warned us before we took off for the initial test drive. “Don’t. The government has been known to shoot them down.”
So instead, here’s a picture of the W80 that was awaiting us at the National Museum of Nuclear Science and History at the end of the drive’s initial leg. Coffee, snacks and selectable-yield thermonuclear warhead displays, oh my.
National Museum of Nuclear Science and History
The choice between the FWD and AWD versions of the 2022 Polestar 2 is not an easy one. For nearly all intents and purposes, the two are functionally identical both inside and out. The question you’ll have to answer for yourself is whether you want a fast, sporty and stylish ride with 265 miles of range or whether you want to trade in 16 of those miles for an extra 177 HP of head-snapping acceleration.
It’s mid-afternoon and I’m hill-climbing the absurdly tall, 10,000-foot high mountain that leads Ski Santa Fe. It started raining about 20 minutes ago, the temperature is dropping, and that gentle pitter-patter of formerly refreshing precipitation is now doing its best to become a Class 3 Kill Storm. When I raced along Skyline Blvd in 2019, the skies were clear and my right foot was a rotund demon with 408 Launch Edition horses at its beck and call.
Today, the skies were crying and the roads were revolting, but had just as much power at my disposal with the AWD Polestar 2’s accelerator pedal underfoot. It’s raining, it’s hailing, it’s snowing, minor landslides are depositing forearm-sized stones into the roadway. The Polestar barely seemed to notice the hazards — easily forging through spontaneous road rivers, slush piles, and newly laid rock beds — while charging up the tightly winding hillside. One flick of my right foot and away we go, ever onward, ever upward, and ever faster, just as soon as the Chevy Tahoe ahead of me decides to pull off into its campsite and stop crawling along at 15 goddamn miles an hour.
Despite its problems including inefficiency and pollution, Hyundai is betting big on hydrogen. The company has unveiled a new strategy called Hydrogen Vision 2040, including next-gen fuel cell technology and new concept vehicles include trucks, trailer drones and a 650 horsepower hybrid fuel-cell sports car developed in conjunction with its new partner, Rimac.
The most intriguing hydrogen product is the fuel cell Trailer Drone, a cab-less "hydrogen-powered container transportation system capable of operating fully autonomously," according to Hyundai. Powered by the modular fuel cell "e-Bogie" wheel sub-frame, it could travel up to 1,000 km on a tank of H2, "comparable to existing container transportation system." The trailer itself would contain the sensors and computers needed for autonomous driving.
Hyundai
The e-Bogies could operate independently or be used in pairs to make up a Trailer Drone. Each bogie could turn independently, making the trailer more maneuverable than a normal semi on tight streets. They could also operate in platoons on the highway to boost efficiency. On arrival, the trailer could automatically unload itself by lifting onto legs, transformer style, while the e-Bogies drive away to the next task. The trailers could even be divided into three containers, making the majority of the trip connected then breaking away into independent e-Bogies to the final destination.
Hyundai
The automaker is also interested in consumer tech, unveiling a 670 horsepower hydrogen plug-in hybrid sports car called the Vision FK concept developed in collaboration with Rimac. It's powered by Hyundai's next-gen fuel cell tech, mated to a large battery pack. As such, it could be plugged in for extra range or powered by hydrogen. Since a fuel cell could directly charge the battery (or powered the four independent motors), the operation would be a bit simpler than a gas-powered hybrid car.
Hyundai said it would be able to go about 600 km (372 miles) on a charge, and be refueled again in just five minutes — not counting the battery recharge time. As it stands now, it's just a concept and Hyundai has no concrete plans to put it in production.
Hyundai
Hyundai also unveiled its third-generation fuel cell stack technology, expected to arrive in 2023 and replace Hyundai's current Nexo fuel cell tech. They'll be available in a 100 kW unit that's 30 percent smaller than Hyundai's current 95 kW stack, and a 200 kW version similar in size to the current Nexo model but with more than double the output.
The new fuel cells have a target life of 500,000 km (310,000 miles), up from 160,000 km for the current generation. Hyundai also expects the next-gen tech to cost around half of current fuel cells. They're also highly modular, meaning you can stack them to create "Power Unit Modules" with up to a megawatt of output "ideal for emergency power systems for large ships or IT companies," Hyundai said. Another "full-flat" system keeps the stack height under 10 inches for installation in the floor or ceiling of buses, trains or trams.
Hyundai
One of the main problems with hydrogen power is the lack of infrastructure and Hyundai is addressing that with the H Moving Station concept. It's a heavy-duty vehicle designed to offer hydrogen refueling services in areas with limited infrastructure like rural areas or construction sites. It also unveiled the Rescue Hydrogen Generator Vehicle (RHGV). Rather than doling out hydrogen, it uses hydrogen fuel cells to generate electricity for stranded EVs or to power homes in the event of an emergency outage.
All of this looks promising, but there's a reason most manufacturers are moving toward battery-powered EVs and away from hydrogen. Hydrogen is a highly explosive fuel that needs to be stored at very high pressures (either 350 or 700 bar), making infrastructure expensive and complex. On top of that, most hydrogen used in the US is created by reforming methane using steam, a process that produces significant amounts of CO2 that contributes to global warming. It also doesn't reflect well on the technology that some its greatest support comes from the oil industry.
Renault unveiled the Megane E-Tech Electric at the IAA Munich Motor Show on Monday. While the specs seem decent enough, it's the safety functions that are the most eye-catching aspect of this electric vehicle.
The Fireman Access feature stems from a partnership between Renault Group and French firefighters that stretches back for over a decade. The EV includes special access to the battery for rescue teams. Renault claims this can allow first responders to put out a battery fire in five minutes, compared with between one and three hours for most EV battery blazes. There's also a switch under the rear bench that lets rescue teams disconnect the battery.
In addition, Renault put a QR code on the windscreen. The idea is that rescue teams can scan the code to see details about the car's structure. They can find out the locations of the battery and airbags, as well as information about where it's safe to cut into the vehicle. Renault says this information can help first responders save up to 15 minutes when attempting to free a crash victim, which could help save lives.
No two EVs are built the same, and first responders won't necessarily know the intricacies of each vehicle. So, providing information about the Megane E-Tech Electric's structure using a QR code is a smart move that it'd be nice to see more automakers adopt. The same goes for easy access to the battery to help put out fires faster.
The latest iteration of the Megane line is built on Renault's CMF-EV platform. For the body, designers took inspiration from the Morphoz concept the company showed off last year. There are two powertrain options, as CNET's Roadshow notes: a base model with 130 horsepower and a more advanced alternative with 215 hp and 221 pound-feet of torque.
You can choose between two battery packs as well. The 40 kWh option has a range of 186 miles (300 km), and the 60 kWh pack should get you up to 292 miles (470 km) of driving on a single charge, according to Renault. The company based the estimates on the European WLTP testing procedure. Plug the Megane E-Tech Electric into a 130 wW fast charging station, and you can add up to 186 miles of driving range in 30 minutes of charging time.
Elsewhere, the OpenR infotainment system is based on Android Automotive OS, so you'll have access to Google apps and Google Assistant. While you're on a longer trip, the system can help you locate charging stations that minimize your journey time, Renault says. The Megane E-Tech Electric orders open in February 2022, and sales start the following March.
In 2019, Mercedes teamed up with Volvo automaker Geely to transform Smart into an EV-only brand with new vehicles to arrive in 2022. We're starting to see the fruits of this collaboration with the unveiling of Smart's "Concept #1" at the IAA Mobility 2021 motor show in Munich.
Smart
If you're familiar with Smart's tiny mobility vehicles, the first thing that stands out with the concept is its relatively large size. Designed by Mercedes, the four-seater has roughly the same dimensions (and kind of a similar look, to be honest) as Mini's largest vehicle, the Countryman. It also features smooth aerodynamic styling, a huge glass roof and a gold-tinted, tech-adorned interior that looks like it was designed by Chanel (it wasn't).
Some other notable features include a rear scissor door that would allow for easy entry and makes for a cool look when all four doors are open. As they're highly impractical, don't expect to see them on a production version, though. It has a large, Telsa Model 3-like 12.8-inch touchscreen, 21-inch wheels and LED lightbars at the front and back.
Smart
As for the EV aspect, it's built on Geely's Sustainable Experience Architecture (SEA) designed to be used across Geely's nine automotive brands, including Volvo, Polestar, Smart and Lotus. It should also support fast-charging tech and over-the-air updates.
And yes, Smart and its Daimler/Geely parents are planning to turn this concept into a production vehicle. The aim is to make multiple versions, including a long-range model, while offering the "highest level of dynamic handling" for enthusiasts. It will be made in China and go on sale there next year, but Smart has plans to bring it to Europe, as well.
BMW’s Motorrad division has been on something of a roll in recent years, delivering fun and futuristic concept vehicles. Take the CE 04 electric scooter as an example. It looks like the company’s design team pulled the idea straight from Akira or Ghost in the Shell. Its latest project is no different.
Spotted by The Verge, BMW describes the CE 02 as “neither a classic motorcycle nor a scooter.” The company envisions it appealing to young people who may not have ridden a motorcycle before. Like its older sibling, it’s an all-electric vehicle.
BMW
BMW didn’t disclose the capacity of the onboard battery but said the EV can travel about 56 miles on a single charge, while an 11kW belt-drive engine affords it a top speed of 56 miles per hour. With its 15-inch front and rear disc brake wheels included, the entire frame comes in at approximately 264 pounds. This being a concept, you’ll notice in the photos BMW shared there aren’t pedals or footrests for a rider to plant their feet on. What the CE 02 does have is storage space for a skateboard you can use for that purpose instead. Good times.
BMW
BMW hasn’t said whether it plans to manufacture the CE 02. But if the automaker decided to make the electric mini-bike, it could find a more affordable niche under the CE 04, which will go on sale for around $16,000 in 2022.
If Audi's Skysphere concept is a driver's car with an autonomous option, the company's follow-up is the polar opposite. The automaker has introduced a Grandsphere concept electric sedan that uses Level 4 self-driving (full autonomy in limited conditions) to help you avoid driving "whenever possible" — this is a luxurious living room that just happens to let you take the wheel.
Invoke the driverless mode and the Grandsphere will 'reduce' the wheel and pedals to make it clear you're supposed to relax. The displays are really projections on wooden surfaces that adapt based on whether or not you're driving — you can watch media or participate in video conferences. While Audi's familiar MMI controls are available in an upright seating position, you can use eye tracking and gestures to navigate the infotainment system while you're reclining. VR glasses in the armrests help you immerse yourself in entertainment during your commute.
Audi
Audi is promising extensive personalization that would refine the interior as you step in, ranging from basics like climate control through to the media services you last used. The car would even display the news you were reading on your phone, according to the company.
The design itself is a large "2+2" seater with a grand tourer-like profile but a wheelbase longer than the stretched version of the A8. Like Mercedes' EQS, you won't be hurting for range — Audi is claiming 466 miles of driving with the 120kWh battery. An 800-volt charging architecture can give you 186 miles of driving in ten minutes, and bring the Grandsphere from a five percent charge to 80 percent in 25 minutes. It's not the fastest vehicle with a 0-62MPH time of "just over" four seconds, but you clearly wouldn't buy this to win drag races.
Not that you'll likely buy this car in the first place. As with the Skysphere and the upcoming Urbansphere concept, this is more to illustrate Audi's vision of its autonomous EV future. At least some of the technologies (such as that news display) are more what Audi aspires to build than something you could expect any time soon. It won't be shocking if some of the features or design cues make their way into production cars, however, and there's little doubt that many car brands will have to rethink their designs when manual driving becomes more of an exception than the rule.
The global semiconductor shortage is about to claim another casualty. Starting on Monday, General Motors will temporarily halt production at all but four of its North American factories due to chip supply constraints. The halt in production will affect many of the automaker’s most profitable vehicles, including the Chevy Silverado and GMC Sierra.
“During the downtime, we will repair and ship unfinished vehicles from many impacted plants, including Fort Wayne and Silao, to dealers to help meet the strong customer demand for our products,” a spokesperson for GM told the Detroit Free Press. “Although the situation remains complex and very fluid, 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.”
This is the second time GM has had to temporarily shut down production due to the global chip shortage. The company announced a similar two-week idle back in April. The shortage has affected nearly every automaker. The same month GM scaled back production, so did Ford, Honda and BMW. It has even affected Tesla, which recently delayed both the Roadster and Semi due to supply constraints. With the shortages expected to continue until at least 2023, and no immediate solutions forthcoming, GM likely won’t be the last company to change its production schedule.
Hyundai has bet big on EVs and that gamble is paying off with the Korean automaker pacing ahead of many larger companies in the industry in the race towards electrification. The company continued that trend Tuesday when its luxury brand, Genesis, announced that every new model made after 2025 will be an electric vehicle. The company expects to have eight EV models available for sale in 2030 and sell around 400,000 of them annually.
These models won't necessarily be straight plug-ins as the company is pursuing a "dual-fuel" strategy, developing both battery electric vehicles powered by lithium-ion cells and those powered by hydrogen fuel cell technology. The GV60 will be Genesis' first true EV when it hits the streets later this year. Built on the same E-GMP platform as the Hyundai Ioniq 5 and Kia EV6, the GV60 is rumored to have between 226 and 436 HP, depending on model type, and offer both 2WD and AWD options, though Genesis has not officially released specs yet.
Toyota's e-Palette is back in service. As Roadshowreports, the automaker has resumed use of its self-driving shuttle at the Paralympic Games in Tokyo following a collision with a visually impaired athlete. Not surprisingly, both Toyota and the games' Organizing Committee have made changes in light of the crash — they've determined that both the autonomous vehicle and the circumstances around it were to blame.
The company noted there were only two guide people at the intersection where the collision occurred, making it difficult for them to watch all vehicles and pedestrians at the same time. There also wasn't a "sufficient" way of coordinating between guides and vehicle operators (such as the manual 'backups' for the e-Palette). It simply wasn't possible to ensure safety at this signal-free intersection without everyone working together, Toyota said.
The company has upgrade the e-Palette itself with louder approach warning sounds, more crew members and tweaks to manual acceleration and braking. Organizers, meanwhile, have increased the number of guides, created an alternative to traffic signals, and split those guides into groups devoted to pedestrians and vehicles. Toyota and the Committee vowed to refine the system on a "daily basis" through the rest of the Paralympics, which end on September 5th.
It's not clear if these changes will be enough. However, this does serve as a reminder that self-driving vehicle tech is still in its infancy — it could be a while before Toyota and other brands can completely trust onboard computing power to safely navigate streets.
