Elon Musk may have to answer detailed questions regarding a fatal 2018 Tesla crash where Autopilot was involved. Judge Evette Pennypacker has ordered Musk to give a three-hour deposition in a lawsuit over the crash, which killed Apple engineer Walter Huang when his Model X plowed into a highway median south of San Francisco. Attorneys for Huang's family want to grill the tech CEO over statements he made about Autopilot's capabilities in the years before the incident.

Most notably, the plaintiffs point to a 2016 Code Conference interview (shown below) where Musk maintained that Tesla cars with Autopilot could already drive with "greater safety than a person." They're also concerned about a 2016 self-driving demo video that engineers testified was staged to show features that weren't ready. The implication, of course, is that Huang was falsely led to believe he could trust his Model X to drive down the highway without being ready to take over.

Tesla says Autopilot was engaged at the time of the crash, but also maintains that Huang ignored three car warnings to put his hands back on the steering wheel. The National Transportation Safety Board (NTSB) says Huang was playing a phone game at the time. Tesla tried to resist the deposition by claiming Musk couldn't remember the associated statements, and that his popularity could prompt the creation of AI-based deepfake videos. Pennypacker rejected this argument as a "deeply troubling" tactic that could effectively shield any well-known person from responsibility for their statements.

The order is officially tentative, and a hearing is slated for today (April 27th) to make a final decision. However, Reuters notes California judges usually finalize these rulings with few changes. The lawsuit is slated to reach trial on July 31st.

Tesla has faced mounting criticism over its Autopilot safety claims, including concerns that over-reliance on the system has led to crashes. Politicians have called for the automaker to improve safety and use more accurate naming. However, the company has also had a few victories as of late. The NTSB in February ruled out Autopilot as a factor in a deadly 2021 crash in Texas. Just days ago, Tesla thwarted a lawsuit from a Los Angeles driver who faulted Autopilot for swerving her Model S into a median. There will be lingering concerns, then, whether or not Tesla survives the Huang lawsuit.

We might see an electric vehicle based on Honda's e:Architecture, its dedicated EV platform, a year earlier than the company had previously announced. At a business briefing, wherein the automaker talked about earnings structure, battery initiatives and other things, it has announced that it's building a mid-to-large-size EV based on the e:Architecture and that will go on sale in North America by 2025. Honda previously said that vehicles adopting the architecture will be available in 2026. 

The company also announced that it's further developing its vehicle OS for use with mid-to-large-size EVs in North America and making sure that it allows for the "continuous advancement of vehicle functions and services for customers even after the vehicle is purchased." As TechCrunch notes, though, it didn't say if it's currently working on (or at least planning) a smaller vehicle based on its e:Architecture for the North American market at the moment. 

Before the vehicles based on its dedicated platform come out, Honda will launch the EVs it's currently developing with General Motors: The Acura ZDX and the Prologue, which is automaker's first electric SUV. Both vehicles will be available in 2024. In Japan, Honda is expected to release a series of small-size EVs, including an electric N-One, which is a mini box-like Kei car that can be commonly seen on the streets in the country, in 2024. It will also launch a small-size SUV for the Japanese market in 2026. 

Magpie Aviation announced a novel new approach to electric airplanes on Monday. Today’s battery technology (including CATL’s new, more efficient one) severely limits the practicality of zero-emission aircraft, leaving clean-energy innovators with two incomplete options: flying a plane full of batteries or one full of people — but not both. So the California-based startup wants to tie them together, extending the rear plane’s range by hundreds of miles.

Towing planes isn’t a new concept, with military use going back to World War II when aerial tows would pull smaller aircraft carrying troops and supplies. But applying it to the world of green transportation is new. Magpie Aviation’s concept uses one or more electric aircraft to act as a tractor plane towing a passenger (or cargo) aircraft using a long cable. The towed plane would have enough battery power for takeoff, landing and flying to alternate airports but not enough to fly the full distance on its own, as reported byAeroTime.

The lead plane would take on the bulk of the traction, and when its battery is depleted, it could hand off towing duties to another electric towing aircraft to extend the rear plane’s range. Magpie CEO Damon Vander Lind summarized toAviation Week, “You get towed until you’ve depleted down to your reserve in the lead aircraft, and then you swap in another tow aircraft.” Although it’s still a regional solution impractical for cross-country or international flights, Vander Lind says it could allow for a trip from San Francisco to Seattle — far beyond the sub-regional distances battery-powered passenger flights can travel on their own.

Magpie says it’s conducted successful small-scale tests using a synthetic fiber rope around 330 ft. long; the company envisions a later commercial version to use nearly mile-long cables. The startup plans to scale up its testing gradually and believes it could be implemented commercially by 2030. It expects advances in battery tech to allow it to tow single-aisle airliners eventually. Magpie suggests that the concept, mainly targeting electric planes, could also work with hybrid, hydrogen and standard aircraft in low-power modes. Additionally, the company says it’s working with the Federal Aviation Administration (FAA) with an eye toward certification.

“It sounds kind of crazy, but we kept coming back to it because we couldn’t find any reason why we couldn’t do it,” said Vander Lind. “While our modeling shows that there is an advantage to doing a custom tow aircraft like this, we get a big advantage because the more expensive and critical passenger- and cargo-carrying ‘main aircraft’ has similar requirements to today’s aircraft and so adapts well to existing in-operation and already-in-development platforms. Remember that if we want to hit a zero-carbon 2050 goal, an airliner has a 30-year life, so we’re already at the point where airlines have to think hard about the operating life of the assets that they are buying today.”

On an earnings call with investors, General Motors CEO Mary Barra said the company plans to cease production of the Chevy Bolt EV and EUV by the end of 2023. Between them, the models account for most of GM's EV sales and the company plans to make more than 70,000 of them this year — that marks a record rate of production, according to CNBC.

However, the Bolt's battery cells are based on an older design and GM is transitioning to its Ultium system. According to Barra, GM will modify a Detroit-area plant where it makes the Chevy Bolts so it can produce the electric Chevy Silverado and GMC Sierra there starting in 2024.

The Bolt's battery system has led to some serious problems for GM in the past. In 2021, GM recalled every Bolt it had ever made to that point due to a battery manufacturing defect that posed a fire risk. The company spent some $1.8 billion to resolve the issues.

Considering GM's plan to switch entirely to EVs by 2035, it makes sense to use the same battery tech across all of its models to help it ramp up the pace of production. After the Michigan plant has been retrofitted and reaches full production, GM expects that it will be able to build 600,000 electric trucks per year. The company has a production target of 2 million EVs per year between the US and China.

The timing of the move may be a slightly risky one for the company. The Bolt, which arrived in 2016, is the most affordable option for a new EV from a major automaker. Last year, GM lowered the starting price of the 2023 Bolt EV to $26,595, plus a $995 destination fee. The relative affordability has helped GM achieve three consecutive quarters of record Bolt EV and EUV deliveries, Barra said in a letter to shareholders.

GM says it delivered more than 20,000 EVs last quarter, which is a far cry from the 422,000 vehicles Tesla delivered in Q1. Although GM is now in second place in the US EV market, it has quite a way to go before it can catch up to Tesla. The Equinox EV, which is slated to arrive in the fall, is expected to start at around $30,000, which could help its prospects.

“When the Chevrolet Bolt EV launched, it was a huge technical achievement and the first affordable EV, which set in motion GM’s all-electric future,” Chevy spokesman Cody Williams told CNBC in a statement. “Chevrolet will launch several new EVs later this year based on the Ultium platform in key segments, including the Silverado EV, Blazer EV and Equinox EV. ”

Lucid is already late on its plan to open reservations for the three-row Gravity SUV in early 2023. However, the company announced today that the EV is making some progress, saying it's entering a "new phase of development, now testing on public roads throughout the US." That's a sign that it might be ready to go on sale in the US soon.

As we learned before, the Gravity shares design language with the Lucid Air but offers up to three rows of seats that can accommodate seven people. It will also have Lucid's "new Glass Cockpit high-resolution displays, powered by the next generation of Lucid UX," the company said. It's also promising "the driving dynamics of a sports car, and greater electric range than any SUV on the market today." 

Lucid

Other details have yet to be released, like the exact range and performance figures or battery size. Previously, Lucid released a couple interior and exterior shots showing a massive panoramic roof, and today it gave a glimpse of the Gravity's rear and front. 

Lucid recently launched its first EV, the Air sedan, generally receiving good reviews for its driving dynamics, looks and more. While the initial model went on sale at an astronomical $179,000 price, the company has been working to get its less expensive Air and Pure models out to the market. The company struggled to design and build its first EV, and recently announced that it's laying off 1,300 workers to reduce expenses. The company did manage to deliver more units than it expected in 2022, however. 

We’ve all been there: sitting in the back of a cab as it crawls through downtown traffic, the clock on the dash mocking you with its inexorable march towards a missed final boarding call and non-refundable ticket fees. Racing to make your flight is an experience nearly as old as commercial aviation itself — and one which has seen repeated solutions attempted throughout the years. Today, companies like Uber and Hyundai or United Airlines and Archer are working to get fleets of eVTOL aircraft to serve as short-hop air taxis, ferrying travelers from city centers to airports while avoiding the mess and hassle of ground-based traffic. In the ‘60s, companies like Chicago Helicopter Airways (CHA) just used a bunch of repurposed US Navy helicopters whose rotors almost never catastrophically failed. Almost.

Following WW2, the US government found itself with a massive surplus of military aircraft — we’re talking North of 150,000 individual planes, helicopters and sundry whirlybirds that all needed somewhere to go that wasn’t storage or a scrap yard. At the same time, an emergent middle class got the chicken in every pot and car in every driveway it was promised, along with all of the traffic and congestion that that particular American dream creates. So, in the early 1950s, the Federal government launched a series of grant programs to promote commuting via helicopter as an intra-city alternative to driving, simultaneously addressing both issues.

The CHA began its existence in post-war America 1948, as a regional mail delivery service operating in greater Chicagoland with a fleet of Sikorsky S-58C and H-34A Choctaw helicopters, but switched to carrying human passengers from 1956 to 1963. Its five-stop route moved between its home base in Winnetka, Illinois and O’Hare and Midway airports, the now defunct Meigs Field, and Gary, Indiana.

For $5 in 1962 money (or just under $50 today) travelers could get from Winnetka at the North end of the city to Terminal 3 at O’Hare, and do it in under ten minutes. Or for $11, sightseers could reserve space aboard a city-wide “Complete Triangle Flight” helicopter tour of Chicago. According to digitized pamphlets archived at TimetableImages, anyone flying to or from “Europe, South or Central America, Alaska or across the Pacific,” on Air France, BOAC Lufthansa, Mexicana, Northwest, PAA or TWA were entitled to a free helo-transfer between Midway and O’Hare.

At its peak in 1960, CHA operated 126 flights and carried 6,000 passengers daily. However, that success did not last long past the tragedy of Flight 698. On July 20th, 1960, 11 passengers and two crew members took off from O’Hare airport, headed for Midway under clear skies. Minutes into the journey, disaster struck when the main rotor failed and came apart. The crew attempted an emergency landing but were thwarted when the tail rotor subsequently broke off and the aircraft nose-dived into Forest Home Cemetery. It burst into flames, killing all 13 aboard.

Just three years later in 1963, CHA’s business had dropped off by half with just 3,000 people opting for helicopter rides to the airport. By 1966, the federal government’s grant programs had run their course and funding quickly dried up, effectively putting an end to CHA’s operations. The company attempted a comeback with limited service in 1969 but shuttered again for good in 1974. 

The CHA wasn't alone in its air commute aspirations. It was joined by similar services in Los Angeles, New York, Washington DC and the San Francisco Bay Area. European cities launched their own services as well including Paris, Brussels, Dooseldorf and between the UK's Gatwick and Heathrow airports.

Clearly the issue was that the aircraft of the day only had a measly single rotor to provide lift and placed it at risk of major mechanical failure. That’s not an issue with modern VTOL (vertical takeoff and landing) aircraft, such as the six-rotor Bell Nexus, which was to be used in Uber’s now defunct air taxi service, a similarly-specced offering from Volocopter, or the five-rotor version that Boeing tested in 2019.

However, finding reliable funding remains a challenge — even Larry Page’s pet VTOL project, Kitty Hawk, ceased operations in 2022 — which has resulted in much of the technology’s development concentrating amidst existing aerospace corporations. Airbus is working on a VTOL of its own, as is Honda, while United announced plans to buy 500 units outright from VTOL maker Eve Air Mobility to jumpstart its fleet. Joby Aviation, which purchased Uber’s air taxi business in 2020, just received significant investment from Delta as well.

This week, Tesla defeated a lawsuit that blamed the company’s Autopilot for a 2019 crash, reports Reuters. On Friday, a California state court jury found the driver assistance software was not to blame for a Model S crash that left the driver of the vehicle with a fractured jaw, missing teeth and nerve damage. Justine Hsu sued Tesla in 2020 after her EV swerved into a center median on a Los Angeles city street while Autopilot was engaged. She sought more than $3 million in damages, alleging defects in the software and the design of Tesla’s airbags.

Tesla denied liability for the accident. It argued Hsu used Autopilot on a city street, a practice the company warns against in the software’s user manual. The jury awarded Hsu no damages and said the automaker did not intentionally fail to disclose facts about Autopilot. As Reuters notes, it’s believed the trial is among the first involving the driver assistance mode. While the result won’t be “legally binding in other cases,” it is expected to inform how lawyers tackle future incidents involving the technology.

The result of the case is also unlikely to ease the scrutiny Tesla already faces related to its claims around Autopilot and “Full Self-Driving” software. At the start of the year, the automaker confirmed the US Department of Justice had requested documents linked to the two features. The company is also under investigation by the US National Highway Traffic Safety Administration for Autopilot collisions involving parked emergency vehicles.

After the successful launch of the GMC Hummer EV Pickup, the company announced new electric trucks and SUVs with plenty of customization options, including a 3X trim option. The 3X line was originally supposed to launch in the fall of 2022, but good things come to those who wait, so they say. The 3X trim package will be available for the 2023 Hummer EV Pickup and the 2024 Hummer EV SUV and will ship standard with 22-inch wheels and 35-inch all-terrain tires.

Overall, the SUV and pickup both come in two trims, Edition 1 and 3X. For the pickup, you can get the 3X trim with an optional extreme off-road package; for the SUV, you can get both models with the off-road package. In addition to the increased customization options available for these vehicles, GMC has updated range estimates for the forthcoming models. The company announced that these trucks will ride up to 355 miles per charge, though this metric does decrease with certain configuration packages. 

For instance, choosing the Extreme Off-Road Package nets you rubber tires designed for mud, extra skid plates and additional underbody cameras, but your range slides down to 329 miles per charge. The original Edition 1 of these EV trucks got 330 miles in the lightest configuration, so the battery tech has certainly improved since the 2020 launch. The EV SUV line boasts a slightly lower range, at 298 to 314 miles per charge (again depending on which trim and configuration you choose).

GMC is still holding some specs close to the chest, but we do know that the new models still feature the same three-motor layout as prior generations, with an estimated 1,000 horsepower. That’s plenty of get-up-and-go. Depending on the configuration, you’ll be able to tow anywhere from 7,500 to 8,500 pounds with one of these electric beasts.

Despite a robust starting price tag of $80,000, consumers are definitely interested in GMC’s new electric trucks. Preorders went live back in September and quickly sold through 65,000 units. In other words, reservations are currently full but that could change in the future. We’ll keep you updated. In the meantime, GMC has plenty more electric vehicles coming, including the Sierra Denali truck and the Chevy Silverado.

With the world gradually moving toward electric cars, it’s only a matter of time before EVs take to the skies, at least for shorter trips. Inching us closer to that milestone is Chinese battery maker CATL (Contemporary Amperex Technology Co. Limited), which on Wednesday launched a battery at the Shanghai Auto Show that it claims can power electric passenger aircraft. The semi-solid state battery with condensed electrolyte has a density of up to 500 Wh/k, meaning it can store 500 Watt hours of energy for every kilogram of its weight.

The company says it can “achieve mass production of [the] condensed battery in a short period of time,” and it expects to begin mass production of an automotive-focused variant later this year. “The launch of this cutting-edge technology breaks the limits that have long restricted the development of the battery sector and will open up a new scenario of electrification centering on high level of safety and light weight,” stated CATL’s announcement. However, NASA has been testing electric planes throughout the past decade, and others are working on hybrid planes, like ZeroAvia’s hydrogen-electric aircraft that completed a 10-minute flight this January. Rolls-Royce even flew an all-electric plane at 387 MPH in a recent test.

CATL says it’s working with unnamed partners to develop flying EVs. “At present, CATL is cooperating with partners in the development of electric passenger aircrafts and practicing aviation-level standards and testing in accordance with aviation-grade safety and quality requirements,” the battery maker stated.

Additionally, CATL says it’s working to improve the carbon footprint of its batteries and plans to achieve carbon neutrality for its manufacturing plants by 2025 and across the battery value chain by 2035. It plans to focus on mining, bulk raw materials, battery materials, cell manufacturing and battery systems to achieve the goal. “As electrification extends from the land to the sky, aircrafts will become cleaner and smarter,” the company stated. “The launch of condensed batteries will usher in an era of universal electrification of sea, land and air transportation, open up more possibilities of the development of the industry, and promote the achieving of the global carbon neutrality goals at an earlier date.”

However, it’s worth tempering our expectations about flying EVs. Some movement in that direction could help reduce greenhouse-gas emissions from the aviation industry, which accounts for about three percent of global emissions. But it would require more significant advances than CATL’s new battery for them to become a viable alternative to today’s jet-fuel-powered aircraft. So although we may see some commercial electric planes take to the skies within the next decade, don’t expect batteries to power much beyond small and short-distance planes anytime soon.

The narrow list of EVs that qualify for federal tax credits has already grown again. Ars Technicanotes the US government has restored multiple electric rides to the list of vehicles that get at least some credit. The 2023 VW ID.4 (the first US-made model) receives the full $7,500 incentive, as do the upcoming Chevy Blazer EV, Equinox EV and Silverado EV. Rivian R1T and R1S buyers can also get a $3,750 credit provided their configuration slips under the $80,000 cap.

When the Internal Revenue Service outlined the original list, just six EVs could get the full tax credit. This included the Cadillac Lyriq, Chevy Bolt, Chevy Bolt EUV, Ford F-150 Lightning, Tesla Model 3 and Tesla Model Y. Other EVs and plug-in hybrids only received partial credits, such as the Chrysler Pacifica PHEV and Ford Mustang Mach-E.

The Treasury Department outlined stricter requirements for EV tax credits in March. To be eligible for $3,750, a car's battery components must be 50 percent made or assembled in North America. At least 40 percent of key minerals must come from the US or its free trade partners to earn another $3,750. Batteries must be completely made in North America by 2029 for vehicles to still qualify.

As VW is keen to point out, this makes the ID.4 a better deal. The entry-level Standard trim costs $31,495 after accounting for the tax credit. If you can live with the 209-mile range, it may seem like a bargain compared to even the price-cut Model 3. You'll more likely want to spring for the ID.4 Pro with 275 miles of range, but that's still more attainable with a $36,495 sticker after the incentive.

This may also help put Chevy's wave of upcoming EVs within reach. The Equinox in particular is expected to start around $30,000 — a full credit would price it below many conventional SUVs, let alone electrified versions. As with VW, the discount could spur sales and help the US meet the climate goals that helped prompt the Inflation Reduction Act.