Enlarge (credit: Aurich Lawson | Getty Images)

Companies are often caught between wanting to cut emissions but also grow profits. But for airlines, these two different imperatives actually align. Cutting carbon emissions means burning less fuel and spending less money buying fuel. This is why Lufthansa has been copying a trick from the animal kingdom: applying a special film that mimics sharkskin to parts of its aircraft.

When it comes to decarbonization, reducing the emissions of air travel is both a high priority and something of a difficult task. Globally, air traffic accounts for about 2.5 percent of carbon emissions, but since those emissions are emitted at altitude, studies have found that the warming effect may be almost twice as large.

The problem is that it's extremely difficult to rival the volumetric energy density of jet fuel, which contains almost 50 times as many megajoules per liter than alternatives like hydrogen, ethanol, or lithium-ion batteries. That's less of a problem for ground or sea transportation, where weight and volume is less important, but it's a real stumbling block for switching jet airliners to a different fuel source.

Enlarge / You should not do this while you are driving. (credit: Getty Images)

Distracted driving isn't only a result of drivers using their phones when they should be paying attention. But it is a significant cause of the problem, accounting for at least 13 percent of distracted driving deaths and rising to 1 in 5 for young drivers. Now, a study conducted with customers of the Progressive insurance company has tested different strategies to get those drivers to put their phones down in the car, and it found two that significantly reduced handheld use, with the effect persisting after the end of the study.

The study recruited 1,653 customers already enrolled in its Progressive Snapshot program, which involves the use of a smartphone app that detects phone use while driving. Before the start of the trial, the participants all averaged more than 6.4 minutes per hour of handheld use while driving—Progressive says its safest customers have handheld usage of less than 1 minute per hour while driving.

Five test groups

The drivers were split into five different arms, each with increasing amounts of intervention. The first group just received education about the problem, such as statistics about state laws that ban phone use while driving, increased crash risks, and recommendations to use hands-free options like a phone mount or casting interface instead.

Enlarge / Jeep is ready to join the electric SUV fray with the new Wagoneer S, which goes on sale later this year. (credit: Jeep)

The Jeep brand has finally debuted its first purpose-built electric vehicle. It's targeting the hotly contested SUV segment with the new Wagoneer S, which goes on sale this fall. But other than its name, it shares little with the gasoline-powered Wagoneer; the Wagoneer S uses the same EV architecture—called STLA Large—as the forthcoming electric Dodge Charger.

It looks like Jeep is using a similar playbook to Dodge and Ram as it introduces its electric models: Give them the same name and styling as a familiar bestseller to keep customers comfortable, then give them serious power output and some headline-grabbing numbers to generate a halo effect.

Powerful

That's why the Jeep Wagoneer S Launch Edition will offer 600 hp (447 kW), 617 lb-ft (837 Nm), and a 0–60 mph (0-98 km/h) time of 3.4 seconds. It's powered by a 100.5 kWh battery pack with nickel manganese cobalt chemistry operating at 400 V.

Enlarge (credit: Graham Hughes/Bloomberg via Getty Images)

The federal government is looking at a phantom braking problem that appears to be affecting the Fisker Ocean electric crossover. Earlier this week, the National Highway Traffic Safety Administration's Office of Defects Investigation opened a safety probe into the electric vehicle—its fourth so far. Open investigations are also examining whether the doors can fail to open, in addition to problems with shifting into or out of park and issues with partial braking loss over low-grip surfaces.

The newest preliminary investigation was opened by NHTSA's ODI after the regulator received eight complaints of alleged inappropriate automatic emergency braking. AEB is one of the more effective new active driver safety systems. NHTSA added it to its list of recommended safety features almost a decade ago, and last month, it published industry standards that will make the feature mandatory on all new cars and trucks, although not until September 2029.

But not every AEB implementation is equal. Both Tesla's and Honda's systems have suffered from too many false positives, also known as phantom braking, triggering the feature inappropriately, sometimes resulting in that car being crashed into from behind.

Enlarge (credit: Aurich Lawson | Getty Images | Beata Zawrzel)

No car company in recent years has been able to generate more news headlines than Tesla. Its original founders were among the very first to realize that lithium-ion laptop cells were just about good enough to power a car, assuming you put enough of them in a pack, and with critical funding from current CEO Elon Musk, the company was able to kick-start an electric vehicle revolution. But those headlines of late have been painting a picture of a company in chaos. Sales are down, the cars are barely profitable, and now the CEO is culling vast swaths of the company. Just what is going on?

Tesla had some good times

Always erratic, Musk's leadership has nevertheless seen the company sell electric cars in volume, profitably. What's more, Musk has at times been able to inspire faith in and devotion to his company's products in a way that makes the late Steve Jobs look like a neophyte—after the Model 3 debuted in 2016, 450,000 people gave $1,000 deposits to Tesla for a product that wouldn't go into production for at least 18 months.

Of course, that example also illustrates a long-running concern with the company and Musk's investment-attracting pitches: overhyping and underdelivering. By 2018, more than one in five reservation holders wanted a refund after cheaper models were delayed and delayed.

Enlarge / When fitted with the optional carbon-fiber appearance pack, the ZDX manages to give off station wagon vibes. But others thought it looked a bit like a hearse. (credit: Jonathan Gitlin)

MONTECITO, Calif.—Acura's first fully electric SUV has just gone on sale. The luxury automaker wants all its vehicles to be zero-emissions by 2040, and parent company Honda is investing billions of dollars in electric vehicle manufacturing in North America to help that happen. But its homegrown EVs aren't quite ready yet, and in the meantime, Acura has resorted to a bit of platform-sharing to fill the gap. Scratch under the skin of the 2024 Acura ZDX Type-S and it's pure General Motors, using the same Ultium platform as the Cadillac Lyriq. But the polish is all Acura, including the software.

The ZDX range starts at $64,500 for the single-motor, rear-wheel drive A-Spec model, which is similar in specs to the Cadillac Lyriq we drove a couple of years ago. But Acura brought the $73,500 2024 ZDX Type-S to the first drive. This is the top-spec model, with a 499 hp (372 kW), 544 lb-ft (738 Nm) twin-motor, all-wheel drive powertrain, air suspension, and rather large Brembo brakes.

It’s no lightweight

Those last two features are highly welcome, because they help control the ZDX Type-S's considerable mass—its curb weight is a hefty 6,052 lbs (2,745 kg). Air springs are fast becoming the default choice for premium EVs, and it's quite remarkable how quickly they can react to weight transfer. But the steering lacks feel and makes up for it with weight, and maneuvers like avoiding road debris on the highway will give you a definite reminder that you're driving nearly 3 tons of vehicle. You do get a smooth ride thanks to those air springs, though.

Enlarge / Tesla's "Full Self Driving" system just got a third cheaper. (credit: Edie Leong for The Washington Post via Getty Images)

Tesla has dropped the price of its controversial "Full Self Driving" partially automated driver assist. Last week, getting access to FSD would cost you $12,000—today, it's a third cheaper at $8,000. Alternatively, customers can subscribe to the feature for $99 a month.

Tesla has bet heavily on FSD for the future of the company. It's one of two partially automated driving systems offered by Tesla—Autopilot is the older and less-capable system. FSD includes features such as auto lane changes, auto parking, the ability to summon the car from its parking space, and lane keeping (Autosteer in Tesla-speak) on surface streets.

Tesla claims that "[y]our car will be able to drive itself almost anywhere with minimal driver intervention and will continuously improve," but then also notes that "[t]he currently enabled features require active driver supervision and do not make the vehicle autonomous."

Enlarge / The X-62A VISTA Aircraft flying above Edwards Air Force Base, California. (credit: Kyle Brasier, U.S. Air Force)

An AI test pilot has successfully flown a jet fighter in dogfights against human opponents. It's the latest development for DARPA's Air Combat Evaluation program, which is trying to develop aerospace AI agents that can be trusted to perform safely.

Human test pilots have a bit of a reputation thanks to popular culture—from The Right Stuff to Top Gun: Maverick, the profession has been portrayed as a place for loose cannons with a desire to go fast and break the rules. The reality is pretty far from that these days, especially where DARPA is concerned.

The agency instead wants a machine-learning agent that can safely fly a real aircraft autonomously, with no violations of training rules. After all, neural networks have their own reputation—at this point well-earned—for finding ways to exploit situations that hadn't occurred to humans. And the consequences when controlling a real jet fighter can be a lot more severe than just testing in silico.

Enlarge / The Tesla Cybertruck. (credit: Tesla)

On Monday, we learned that Tesla had suspended customer deliveries of its stainless steel-clad electric pickup truck. Now, the automaker has issued a recall for all the Cybertrucks in customer hands—nearly 4,000 of them—in order to fix a problem with the accelerator pedal. It has come at an inconvenient time for Tesla, which is laying off more than 10 percent of its workforce due to shrinking sales even as CEO Elon Musk asks for an extra $55.8 billion in compensation.

The problem, which affects all 3,878 Cybertrucks delivered so far, has to do with the EV's accelerator pedal. Tesla has fitted this with a metal-finish cover to match the brushed metal appearance of the truck itself—no word on whether the pedals rust, too—but it says that at some point, "an unapproved change introduced lubricant (soap) to aid in the component assembly of the pad onto the accelerator pedal. Residual lubricant reduced the retention of the pad to the pedal."

Thanks to the profile of the Cybertruck's under dash, if the pedal cover becomes partially detached it can slide up and become trapped in place, wedging the pedal down and unleashing all of the Cybertruck's substantial power—the dual-motor truck boasts 600 hp (447 kW) and can reach 60 mph (98 km/h) in just over four seconds.

Enlarge / Chevrolet suspended sales of the Blazer EV for three months as a result of software and charging problems. (credit: Jonathan Gitlin)

The Chevrolet Blazer EV is back on sale today, more than three months after the automaker took its newest electric vehicle off the market due to a litany of software problems. It has also cut Blazer EV prices, and the company says that the EV now qualifies for the full $7,500 IRS clean vehicle tax credit.

The Blazer EV was the first Chevrolet-badged EV using General Motors' new Ultium battery platform. Introduced at CES in 2022, Chevrolet actually started delivering the first Blazer EVs last August. But not very many of them—by the end of the year, only 463 Blazer EVs had found homes.

Ars drove the Blazer EV in December and came away unconvinced. On the road, it suffered from lots of NVH, and we ran into software bugs with the Ultifi infotainment system. We weren't the only ones to experience problems—charging bugs left another journalist stranded on a road trip with a Blazer EV that refused to charge.

Enlarge (credit: Aurich Lawson/Jonathan Gitlin/Getty Images)

Apple spent roughly $1 billion a year on its car project before canceling it last month, according to a report in Bloomberg. The project, which apparently made as little sense to many inside Apple as it did to outside observers, began in 2014 as the tech giant looked for a new revenue stream to supplement its hardware and software businesses. But grand plans for a fully autonomous vehicle were never able to overcome the various technical challenges, and prototypes only ever ran on a closed-course test track.

During his tenure as CEO, the late Steve Jobs contemplated Apple getting into the automotive world, an idea that did not survive the global financial crisis of 2008. But by 2013, Apple executives thought this could be "one more example of Apple entering a market very late and vanquishing it."

At first, the company considered simply acquiring Tesla—at the time the startup automaker was worth just under $28 billion, a fraction of the annual profit that Apple was raking in even then. It is suggested that Musk standing down from Tesla was a sticking point, and talks ended. Later, in 2017, Musk apparently tried to interest Apple in buying Tesla, which at the time was mired in Model 3 "production hell," but current Apple CEO Tim Cook refused the meeting.

Enlarge / From left to right, the Rivian R2, Rivian R3, and Rivian R3X. (credit: Rivian)

Today in California, Rivian CEO and founder RJ Scaringe unveiled new additions to the electric vehicle startup's model lineup. Details of the new R2 had leaked earlier this week, although not entirely accurately—the new smaller EV will start at $45,000 (not $47,000) when it goes on sale in 2026.

At first glance of the R2, you might be excused for thinking you're looking at a Rivian R1S, for both SUVs share a lot of styling details—not just Rivian's distinctive daylight running lights but also the overall shape of the vehicle. But the new car is shorter in both length (by 15.7 inches/400 mm) and height, and only offers two rows of seating, not three.

Convenience improvements include a pair of gloveboxes under the dashboard and a flashlight that's stored in the door. At the back, the glass rear window can drop down to allow access to the cargo area. Both rows of seats fold flat, in case you want to camp in your car.

Enlarge / The new Mini Countryman is 5.3 inches (135 mm) longer and 3.9 inches (99 mm) taller than before. But it's only 0.9 inches (23 mm) wider. (credit: Jonathan Gitlin)

CASCAIS, PORTUGAL—Mini is in the process of revamping its entire model lineup. Later this year, the small one—now called the Mini Cooper—will hit the streets with a predictable lashing of brio. But first out of the gates is the big one, Mini's SUV, aka the Countryman. It's now built in Germany, and there's a fully electric variant, but you'll have to wait until next week to read about that one. Today, we're looking at the all-wheel drive, range-topping John Cooper Works model.

With a starting price tag of $46,995 (plus delivery charge), this Countryman might feel like more of a maxi than a Mini. The JCW Countryman's amped-up attitude is on clear display, with styling touches like the bright red brake calipers, side mirrors, and roof trim. That impression isn't dispelled upon a walkaround—not when you see the four fat exhaust pipes nestled under the rear bumper.

That works out to one pipe per cylinder; under the hood of the JCW Countryman ALL4 (to give it its full name) lives a 2.0 L four-cylinder engine that, in US market spec, generates 312 hp (232 kW) and 295 lb-ft (399 kW). That's about 4 percent more powerful than the Euro-spec JCW Countryman, which makes do with a little less power thanks to a gasoline particulate filter.

Enlarge / Polluted street scenes like this will remain common in the United States, which will abandon ambitious fuel efficiency standards in the face of complaints from automakers and unions. (credit: Getty Images)

It appears as if ambitious new fuel efficiency regulations that would require Americans to adopt many more electric vehicles are to be watered down. Last year, President Biden's administration published proposed new Corporate Average Fuel Economy regulations for 2027–2030, regulations that would require automakers to sell four times as many zero-emissions vehicles as they do now.

But opposition to the new CAFE standards has been fierce, and now Reuters reports that the White House is backing down and will issue new guidelines with less ambitious goals in the coming weeks.

The White House's goal had been for US EV adoption to reach 50 percent of all new light vehicle sales by 2030, rising to 60 percent by 2032. In part, it proposed changing the modifier applied to each new zero-emissions vehicle when used to calculate an automaker's fleet emissions.