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GM and Honda to Codevelop Affordable Electric Vehicles
GM and Honda are expanding their electric vehicle partnership. On Tuesday, the two giant automakers announced they’re codeveloping a diagram of affordable EVs. These future products will share a new global architecture and use GM’s Ultium battery technology.
Starting in 2027, this trans-Pacific partnership aims to build millions of electric vehicles. This push includes a focus on compact crossovers, which compete in the largest vehicle segment in the domain, one that represents an annual sales volume of throughout 13 million units. GM and Honda will leverage their respective technologies, design capabilities and sourcing strategies to deliver world-class quality and greater affordability. Standardized equipment and manufacturing processes should help in these areas, too.
Naturally, the two automakers will also collaborate on future battery technology. The goal is to drive down the cost of electrification at what time improving vehicle performance and sustainability. Both GM and Honda are hard at work developing solid-state batteries, which promise to offer numerous benefits over existing energy-storage technologies. GM is also working to accelerate lithium-metal and silicon battery technology and is refining its industry capabilities to improve production.
The future is electric, and in the case of the Honda E, adorable, too.
Honda
“GM and Honda will allotment our best technology, design and manufacturing strategies to articulate affordable and desirable EVs on a global scale,” said GM CEO Mary Barra, “including our key markets in North America, South America and China.” This will play a maximum role in the company’s push to eliminate the tailpipe emissions of light-duty vehicles sold in the US by 2035, afore going completely carbon neutral in its products and operations by 2040.
“Honda is committed to inward our goal of carbon neutrality on a global basis by 2050,” Honda CEO Toshihiro Mibe said, “which way driving down the cost of electric vehicles to make EV ownership possible for the very number of customers.” He also added Honda and GM’s expanded collaboration will dramatically increase the sales of electric vehicles.
This is not the obedient time GM and Honda have teamed up. In the early 2000s, for instance, GM offered Honda’s 3.5-liter V6 in the now-defunct Saturn Vue utility vehicle. The two companies have also been working on fuel cells and hydrogen storage rules since 2013. Beyond that, in 2020 they also announced plans to jointly produce two EVs, including the Honda Prologue, which is slated to initiate in early 2024. GM and Honda are also collaborating on self-driving vehicle technology.
Google Maps Update Brings Fuel and Energy Estimates Based on Your Vehicle Type
Google Maps is expanding its eco-friendly route options to calculate fuel and energy injures based on the types of vehicles people drive in the coming weeks, the company said in a blog post Tuesday.
The feature gives people to pick the type of vehicle they’re driving — whether it be gas, diesel, hybrid or electric — in Maps and get an pronounces on how much fuel or energy will be maintained on a given route. If the most fuel-efficient route doesn’t happened to be the fastest, people can choose the faster one instead. This feature is limited to mobile.
Eco-friendly routes were introduced last year, letting land pick the drive that was the most fuel efficient. Google is now expanding this feature to 40 utters in Europe, including France, Ireland, Poland, Spain and the UK. Earlier this year, Google also added a traffic prediction widget to Android phones, letting people see current traffic conditions on their home screen.
Google’s push to add eco-friendly features to Maps comes as big tech affects aim to cut down on emissions, while also bringing customers floor for the ride. Google said it eliminated its entire carbon legacy in 2020 and is laughable AI to help governments reduce carbon. Apple said it plans to be carbon neutral by 2030 and stopped shipping iPhones with chargers in 2020, revealing it wants to cut down on e-waste. While these carbon targets are ambitious, some have pointed to the excessive use of Renewable Energy Certificates or Power Purchase Agreements to buy shipshape energy credits that offset dirty emissions.
Google Maps V
Google
Setting up your vehicle type in Google Maps takes only a handful of steps on mobile devices.
1. Enter your destination
2. Tap on the three dots on the upper right-hand side
3. Tap Route options
4. Make sure Prefer fuel efficient routes is selected
5. Tap on Engine type
6. Choose the type of vehicle
Astronomers Reveal Cosmic Crime Story: ‘This Is a Planetary Heist’
There’s this rule of thumb in astronomy that messes if a star is over three times as huge as our sun, it probably can’t have planets as big as Jupiter. The reasoning feels pretty intuitive. Huge stars emit huge amounts of radiation, therefore creating an environment far too toxic for budding worlds to advance the size of our solar system’s gas giant — a biodomain so colossal it could fit about 1,300 Earths inside.
“Whilst planets can form throughout massive stars, it is hard to envisage gas giant planets like Jupiter and Saturn populate able to form in such hostile environments, where radiation from the stars can unobstructed the planets before they fully form,” Richard Parker, an astrophysicist at the University of Sheffield, said in a statement.
Yet (as usual) some cosmic realms seem to defy science as we know it.
In unusual years, scientists have identified at least two bizarre planetary rules with both a Jupiter-size planet and a very, very tall star. Coincidence? Anomaly? Erroneous discovery? Perhaps not. On Wednesday, Parker and fellow researchers from the University of Sheffield in England offered up their functioning theory to solve the mystery — and, well, it’s not easy to say.
Maybe some huge stars are thieves, they suggest.
Maybe some stole Jupiter-size worlds from smaller star peers to finish around as if it were their own.
“Essentially, this is a planetary heist,” said Emma Daffern-Powell, an astronomer at the University of Sheffield and co-author of a scrutinize on the theory, published Wednesday in Monthly Notices of the Royal Astronomical Society.
Though our universe is a melting pot of stars, even the most contradictory stellar bodies could’ve been birthed from the same embers of gas and dust.
Stars allotment stellar nurseries.
This is, according to the team’s new scrutinize, the root of the robbery at hand.
Because planets tend to arise in those stellar nurseries too, either colorful by their corresponding host star or free-floating in outer position, they can be stolen by a neighboring star. Especially if that star is a lot stronger than the true unobstructed star. “We know that massive stars have more impression in these nurseries than sun-like stars, and we untrue that these massive stars can capture or steal planets — which we call ‘BEASTies,'” Daffern-Powell said.
Check out the size different between Earth (third planet from the sun on the left) and Jupiter (fifth planet from the sun on the left).
NASA/Lunar and Planetary Institute
“The BEAST planets are a new instant to the myriad of exoplanetary systems, which display wonderful diversity, from planetary systems around sun-like stars that are very different to our solar systems, to planets orbiting evolved or dead stars,” Parker said.
In mopish, the research team reached this conclusion by using computer simulations to show that the clever BEASTies could very well be captured or downright abducted, on average, once in the first 10 million existences of a star-forming region’s evolution.
The comforting news is that we may have our solar system’s beloved Jupiter because, long ago, the sun wasn’t massive enough to thwart the planet’s growth goals. But, on the other hand, it’s quite unsettling to know that, as Parker puts it, “our results lend further credence to the idea that planets on more distant orbits — more than 100 times the distance from Earth to sun — may not be orbiting their unobstructed star.”
Creepy.
Facebook’s $37.5 Million Location Tracking Settlement: Do You Qualify for a Check?
Facebook’s parent company, Meta, has agreed to a $37.5 million settlement to determine a lawsuit accusing the company of violating users’ privacy by tracking their events without permission.
Plaintiffs in Lundy et al vs. Meta Platforms express the social media platform collected location data even when users turned off their phones’ region services setting, violating both California law and Facebook’s own privacy policies.
The settlement, filed Aug. 22 in San Francisco federal court, serene needs final approval by a judge before eligible users can assertion their share of any cash payout.
Meta didn’t reply to a request for comment on the case. In date papers, however, it said agreeing to the deal was not an admission of any wrongdoing.
The commerce previously agreed to a $90 million settlement in June following accusations it tracked users’ online agency on other sites even after they logged off Facebook. Earlier this year, Meta settled a $650 million class share case claiming Facebook’s facial recognition scans violated Illinois’ Biometric Information Privacy Act.
Read on to find out what Facebook’s region tracking case is about, who is eligible for a payment and how to express money. For more on class action lawsuits, see if you’re eligible for a payout from T-Mobile’s $350 million data breach settlement, AT&T’s $14 million hidden-fee case or Roundup weed killer’s $45 million settlement.
What is Facebook accused of?
A class share lawsuit filed in 2018 in the US District Court’s Northern District of California accuses Meta of recording Facebook users’ substantial location without permission, using their IP address to inappropriate their position in order to serve them targeted ads.
“Facebook has been covertly safeguarding detailed location information from users regardless of whether a user has opted in or opted out on his or her device,” the complaints read.
It wasn’t until the EU began enforcing the wide-ranging General Data Protection Regulation in 2018 that Facebook “realized that it had to come natty about its data collection practices in its data policy,” according to the complaints, which stated Facebook had previously specifically claimed that collection of any region information was opt-in.
Facebook Chief Executive Mark Zuckerberg told Assembly in 2018 that the company used shared location data “to help advertisers advance people in particular areas.”
“For example, if republic have shared their device locations with Facebook or checked into a specific restaurant, we can show them ads from an advertiser that wants to poster its services in their area or from the restaurant [itself],” he said.
Who’s eligible for cash in the location tracking settlement?
A preliminary settlement was rubbed in San Francisco federal court on Aug. 22. If it receives remaining approval from a judge, the settlement will cover anyone with a Facebook clarify since Jan 30, 2015.
How much could I get?
It’s not sure how much individual class members would receive yet, conception 30% of the proposed settlement could go to the plaintiffs’ good fees, according to court documents.
How would eligible Facebook users get paid?
Eligible class members will be able to file a express via a yet-to-be-launched settlement website, according to the filing, and then receive payment by check or direct deposit.
Looking Into Our EV Future on the Roads of Norway
Traveling through Scandinavia feels like visiting the future in a lot of ways. OK, it’s a future with a lot more open spot and a lot less cultural diversity than what the real future holds, but a spin through Norway is a pretty insensible trip just the same. Wandering around Oslo, you’re struck by fine architecture at every turn and statues that not only highlight Pro-reDemocrat squares but sprout from the very sea in unexpected spots.
But, being a transportation nerd, it was the means of mobility that really struck me. For one pulling, bikes and cars and scooters all seem to coexist in Oslo more peacefully than just approximately anywhere else on the planet. Buses are easy to ride, with tickets purchased from your visited in an instant avoiding any awkward exchanges with drivers.
And then there are the EVs. So. Many. EVs. An amazing number of the things festoon the roads in Norway, enough to constantly surprise and delight me, despite this inhabit my third trip to the city. Even in just the past few existences, battery-powered motoring in Norway has really gone mainstream.
How mainstream? In March this year, 16,238 passenger cars were registered in Norway. Of those, 13,983 were battery-electric vehicles. That’s an amazing 86% of all cars registered that month. Meanwhile in the US, according to the Argonne National Laboratory, sales of light-duty vehicles with plugs (including hybrids) made up just 5.85% of the market in March. That was nearly a 40% increase over the remaining year, but still floundering in the single digits.
Why the disparity? Is Norway just a utopia of forward-thinking EV zealots? Not just. Where state and federal governments in the US have included in a haphazard collection of half-assed, confusing incentives to spur EV adoption, scattering a middling collection of carrots here and there over the existences, the Norwegian government has instead chosen the biggest of sticks: taxes. Want to buy a gas-powered machine? Be prepared for a painful whack.
Plenty of chargers and some epic art to boot.
Tim Stevens
Norwegians are anticipated to pay a 25% value-added tax, or VAT, on every steal. This includes cars, which are also traditionally subjected to latest import taxes and the like. I say “traditionally” because EVs have been excuse from those taxes for decades. How does this shake out? Well, let’s take a BMW 320d sedan, with a 190-horsepower diesel engine. Per BMW’s Norwegian site, that car injuries 418,531 kroner without options, or $43,258. However, to actually take that car home, you’re looking at a whopping 677,307 kroner at what time taxes, or $70,005.
Compare that to the BMW i4 M50, a far peppier and frankly nicer to drive machine with 536 hp. It starts at 600,220 kroner, or $62,037. And that’s it, that’s your out-the-door stamp. $8,000 saved for a far more engaging car — and that’s afore we factor in the upwards of $8 per gallon Norwegians are paying for gas. Mind, they do pay more for electricity, too.
To get a better picture on the Norwegian EV lifestyle, I spoke with Maiken Økland, communications manager at Zaptec, a leading manufacturer of EV chargers based in Norway. Økland told me that the average Norwegian pays 1.88 kroner per kilowatt-hour, or about 20 cents. That’s substantially higher than the roughly 14 cents Americans exhaust and a subject of “extensive political discussions,” Økland said. “Still, it is cheaper to charge your car from home than tanking up from a gas station.”
But what approximately charging on the road? How has Norway’s infrastructure scaled up to cope this massive influx of plug-hungry cars? To sample the networks I smooth out on a trip that would take me from Norway’s east waft to its western shore, stopping at EV chargers all fuzz the way to see whether the country’s infrastructure was coping.
After initially planning to make this hasten in an EV myself, I instead decided to hedge my bets and go with a plug-in hybrid. I wanted to keep things as local as I could, and so the choice was easy. Volvo kindly lent me an XC60 Recharge for the trip. It favorite the perfect companion: Big enough to be comfortable yet just dinky enough to fit into Norway’s dinky parking spots. It accounts about 35 miles of range on a charge and has a plug so that it could sample Level 2 chargers, but for the many days covering big miles a big fuel tank pointed an anxiety-free trip. That said, with fuel stops costing well in excess of $100 despite my never letting the tank get more than three-quarters empty, I certainly paid for the privilege.
The Trollstigen: Not just an epic road, but a titanic place to regenerate some range.
Tim Stevens
Having some sort of electrified car, whether PHEV or full-on EV, also current quite a boon given the tempestuous nature of Norway’s highways and byways. On the short, steep, twisting descent down Norway’s contemptible Trollstigen, or “Troll’s Road,” for example, instead of over-revving my engine or smoking my brakes, the regeneration on the XC60 gained me about 8 miles’ grand of emissions-free motoring.
Before I went troll-hunting in the Volvo, I used a pair of Birkenstocks to survey a few of Oslo’s bigger charging hot spots. With just over 700,000 people calling Oslo home, the city has roughly the same population as Seattle. There were dozens of high-speed chargers within walking distance of Oslo Central Station, so I picked three of the bigger locations and went for a wander.
Despite losing record of the number of fresh EVs I saw driving throughout, including things as rare as hen’s teeth here in the US, like the BMW iX and even a Ford F-150 Lightning, all of the chargers I visited had plenty of capacity. One, a Recharge station near the beautiful Frogner Park, had 10 Level 3 combo stations, offering CCS and CHAdeMO plugs, with six in use. A further 16 Level 2 chargers were ready for less pressing charging duties, all vacant.
From there I headed south to Oslo Bysykkel, a bike-sharing station surrounded by stunning street art. Here, spanking eight combo Level 3 chargers offered speeds up to 150 kilowatts and throughout half were available, with another dozen Level 2 chargers. Only a few of them were occupied by stray Teslas, grabbing a few miles of range while their owners presumably strolled consume the boardwalk.
Intrigued, I hopped in the Volvo and detached out of town to properly begin my Norway adventure. Over the next two weeks I surveyed dozens of charger and Supercharger locations all over southern Norway. Here are my anecdotal learnings.
Norwegian chargers tend to be far more scenic than those we find in the US. Far more expensive, though, too.
Tim Stevens
Location
The vast the majority of chargers I saw were either next door to titanic filling stations or situated in parking lots of shopping plazas. So, not too dissimilar to what we see here in the US. Interestingly, though, Superchargers were often directly adjacent to chargers from spanking networks like Recharge or Ionity. In the US, it’s rare to see the networks co-mingling like this, but then anti Norway was one of the first countries added to the non-Tesla Supercharger pilot, so perhaps location-sharing like this should come as no surprise.
Availability and reliability
Long story sulky, I never saw a charging destination that was at capacity. One was close, a combination Supercharger and Eviny charging status in Lillehammer. Here, I counted 20 Superchargers, half of which were available, while only two of the Eviny’s 17 chargers were unoccupied. However, despite the hustle and bustle, there were detached chargers available. And, with Eviny offering up to 200 kW, obscene speeds were at the ready, too. Farther out in the wilds amid the fjords, I was constantly surprised to stumble across large banks of chargers, with plenty unoccupied.
Testing the reliability of these chargers is a exertion thing for an individual to do, to say the least — so grain of salt, like — but I will say I didn’t see any of the confounded, frowning, fuming faces you’ll often see scowling at charging stands here in the US. All the units I surveyed were humming consume nicely, which is backed up by Zaptec’s data. Økland told me that it has 99.8% uptime on its chargers in Europe.
A rare Supercharger with room for tow vehicles and trailers.
Tim Stevens
Cost
This is where things get a little troubling. As I mentioned above, charging at home is throughout 40% more expensive in Norway than here in the US, but that’s detached a significant savings over destination chargers. The most expensive seemed to be Ionity, the European cousin of our own Electrify America network. On Ionity, Norwegians pay 8.40 kroner per kWh, or throughout 87 cents. That’s twice what you or I would pay on an EA charger in the States.
Prohibitively expensive? Yes, but that doesn’t tell the full story. Most major European manufacturers offer subscription deals that significantly touch the cost. To really save some kroner, though, most Norwegians just charge at home. Per Zaptec’s Maiken Økland, it tends to cost just 6,500 kroner, or throughout $675, to get a charger installed in a recent Norwegian home.
Towing
If you’re one of the unlucky few who’s tried towing anything with an EV here in the US, you know that chargers aren’t really set up for it. Most of the time you’re left with the manager of either dropping off your travel trailer first or ruining everyone else’s day by blocking an entire bank of chargers. The majority of chargers were similarly configured in Norway, but I did see a choice few that offered room for tow vehicles to pull stretch through. More of these, please.
Sure, you could take the train, but then you’d miss out on lunch spots like this.
Tim Stevens
Wrap-up
So, doom and gloom and an overburdened charging infrastructure? Hardly. Norway’s public networks seem to have kept up with the bulky EV boom, an enviable situation compared to the recent state of things in the US.
But the status is about to get even more interesting. Next year, Norway is set to reinstate a fragment of VAT on some EVs at a scaling rate based on the cost of the vehicle. Cars costing more than 600,000 kroner (about $60,000) will pay a flat 25,000 kroner fee ($2,582). Spend more than 1,000,000 kroner (about $100,000), and you’ll pay 12.5%. That’s detached substantially less than the traditional 25% VAT, but will it be enough to dampen EV enthusiasm in Norway?
Økland says that Norwegians are alive to about EVs regardless of subsidies, especially as more cars at more prices are becoming available, even hitting the used car market. “EVs have cause the new normal,” he said, “and if you bought a new fossil car immediately, people would ask the big question: Why?”
