Two firefighters were rushed to the hospital on Wednesday, after a Tesla parked in a family garage exploded.
According to local station KING5, the incident happened in the Seattle suburb of Auburn, after a massive fire spread from a family’s garage to the rest of their home.
The Tesla explosion set off what ultimately became a two-alarm fire, requiring emergency crews to battle back flames for hours. Thankfully, the two injured firefighters were discharged with non-life threatening injuries, and nobody else was hurt, though the single-family home was pretty much totaled.
The ultimate cause of the fire is still under investigation — whether the Tesla combusted on its own, setting off the blaze, or was the result of a fire which started elsewhere isn’t known.
Still, it’s fair to assume the explosion contributed to the severity of the fire, the latest example of an all-too-common situation plaguing Teslas and other electric vehicles.
Thanks to their massive lithium batteries, Teslas have an unfortunate habit of bursting into flames, often after being involved incollisions, but occasionally entirelyon theirown.
Regardless of what sparks the flames, battery fires are notoriously difficult to put out, requiring specialized hazmat units and thousands of gallons of water to end the battery’s combustion.
Self-driving trucks could be hauling cargo across highways in the near future. But not without the Teamsters having a say in the matter first.
As Politico reports, the California branch of the nation’s largest union is suing state lawmakers, accusing them of rushing out new regulations that’re friendly to the autonomous vehicle industry without considering their impact on workers’ jobs.
The lawsuit, filed Wednesday, takes aim at several state agencies including the Department of Motor Vehicles, and governor Gavin Newsom’s administration. The union contends that the new regulations are an “existential threat” to hundreds of thousands of union jobs, and is demanding that the DMV should be blocked from enforcing the new rules.
“The DMV irresponsibly, carelessly, and unlawfully kept the public in the dark about the true economic and human costs of the amended Autonomous Vehicle regulations,” Julie Gutman Dickinson, an attorney representing the Teamsters, said in a statement, per Politico.
“The only way to protect the public’s right to properly scrutinize regulations that will transform transportation in California is for the Court to order the DMV to immediately rescind the illegally enacted regulations,” Gutman added.
At the crux of the suit, the Teamsters say that the DMV didn’t conduct a mandatory economic study to gauge the effects of the new regulations. Instead, the lawmakers expediently used a process meant to fast-track minor updates that have minimal economic impact, they allege.
The DMV, puzzlingly, calculated that no jobs would be eliminated by self-driving trucks. Fat chance, according to the Teamsters: by its own count, over 200,000 semi-truck drivers could be put out of work.
The Teamsters also raised the danger posed by allowing computer systems to control a vehicle weighing tens of thousands of pounds, compared to the smaller threat posed by a robotaxi. A Tesla Semi — a vehicle that’s envisioned as having autonomous driving capabilities — was involved in a grisly crash that killed two people, though it doesn’t appear that self-driving features were being tested at the time of the accident.
This year has already proved bountiful for brilliant EV releases, with the likes of BMW unleashing the debut models from its groundbreaking Neue Klasse series, Mercedes-Benz unveiling the impressively efficient CLA and Hyundai pushing electric high performance to the max with its Ioniq 6 N.
Granted, I haven’t been able to drive absolutely everything that has gone on sale globally this year, but I have done my best to get behind the wheel of what, to me, feels like a crop of groundbreaking electric vehicles that push the powertrain forward.
From enormous, opulent vans to arguably the first 'kei car' to be sold in the UK, the spectrum of brilliant, battery-powered vehicles is as wide and as interesting as any internal combustion engine counterpart. Here’s my pick of the bunch.
6. Hyundai Ioniq 6 N
(Image credit: Hyundai)
I didn’t think Hyundai could improve much on the brilliant Ioniq 5 N, but the Ioniq 6 N seemingly takes everything that was great about the Korean marque's super hatch and seemingly turns performance up to eleven, while somehow making it more practical.
It takes the same recipe of simulated gears, synthesized engine noise and absurd straight-line performance and packages it in a more mature, long-distance-friendly sedan.
With 650 hp, 770 Nm of torque and a 0-62mph time of 3.2 seconds, it is seriously quick, but the revised suspension geometry and lower roll center make it considerably more composed at speed than its hot-hatch sibling.
The N e-Shift system now adds another simulated gear, while the upgraded sound system makes the artificial pops, bangs and revs remarkably convincing.
Yet it can switch back into a quiet, comfortable cruiser when the fun is over. Add 291 miles of WLTP range and 350 kW charging, and this might be the most complete performance EV I've driven, erm, ever.
The Kia EV2 might be small, but it has the sort of big-car technology and practicality that makes it surprisingly easy to live with. At just over four meters long, it packs a slick triple-screen infotainment setup, a huge array of driver-assistance systems and an interior that feels considerably roomier than its dimensions suggest. Imagine an EV5 or EV9 that’s been hit with a shrink ray and you’re not far off.
The 144 bhp version I drove didn’t feel particularly sporty, taking almost nine seconds to reach 62mph, but that isn't really the point. Its ride is excellent, it remains impressively composed at highway speeds and the Long Range version should comfortably break out of the usual urban EV routine.
Charging is also respectable, with a 10-80% session taking just under 30 minutes. Best of all, it makes a compelling case for ignoring that massive, heavy SUV for daily driving duties and settling for something that will happily slot into a supermarket parking space.
The Cupra Raval VZ is proof that small EVs don't have to be sensible or boring. With its squat proportions, aggressive styling and 19-inch wheels, it looks like a proper hot hatch, and the driving experience backs that up.
The 222 bhp front-wheel-drive powertrain can deliver 0-62 mph in 6.8 seconds, while Cupra mode brings huge amounts of grip, adjustable dynamic chassis control and a synthesized soundtrack to the party.
Yet it can settle down into a surprisingly comfortable and refined cruiser when required. I averaged around 4.5 miles per kWh during a day of enthusiastic driving, suggesting more than 200 miles of real-world range from the 52 kWh battery.
There's also a surprisingly spacious cabin and useful trunk, making the Raval an unusually convincing blend of fun and practicality — like all great hot hatches should be.
The Porsche Cayenne Turbo Electric is a handsome demonstration of just how far EV performance has come. With up to 1,156 hp available using Launch Control, it can hit 62 mph in just 2.5 seconds and reach 162 mph, making it the most powerful production Porsche yet.
Those figures are astonishing, but what impressed me most was how effectively Porsche hides the car's considerable bulk. Despite weighing around 2.5 tons, it feels remarkably composed through corners, with superb feedback through the steering wheel, active suspension and optional rear-axle steering helping shrink its footprint on the road. It is also a seriously capable long-distance EV, with up to 415 miles of range in Coupe form and 390 kW charging capable of delivering a 10-80% top-up in as little as 16 minutes.
Oh, and the world’s first 11 kW wireless charging functionality is far from a gimmick, showcasing just how effortless life with an EV can be if you can afford it.
The Honda Super-N might be one of the least practical cars I've driven this year on paper, but that's completely missing the point. This tiny electric runaround is an absolute riot, with 94 bhp sent through the front wheels, a perfectly composed chassis and a big Boost button that encourages you to attack corners with old-school hot-hatch enthusiasm.
At just 1,097 kg, it feels wonderfully light and responsive, while clever regenerative braking and virtual gear changes add to the fun. The 29.6 kWh battery only offers around 128 miles of range and charging tops out at 50 kW, so it's hardly a road-trip machine. But for urban driving, it makes a brilliant case for small EVs, proving that you don't need huge power or battery capacity to have a genuinely entertaining car.
It’s the posh electric van that makes you wonder if that massive family SUV is really the right vehicle for your daily needs. Mercedes’ all-new VLE combines huge amounts of space with the sort of refinement more commonly associated with an S-Class, while the excellent air suspension delivers an exceptionally smooth, quiet ride.
The clever Roll & Go rear seats are by far my favorite feature, sliding along built-in rails and rolling out of the vehicle on their own wheels when removed — transforming the plush people-mover from a seven-seat bus into the ultimate transportation for active outdoor lifestyles.
Range is impressive, too, with the single-motor VLE 300 capable of a claimed 435 miles thanks to its 115 kWh battery, while 300 kW charging makes long-distance driving much more realistic. Add superb infotainment technology, rear-wheel steering and limousine levels of comfort, and this is a hugely compelling EV for large families… so long as said families have a healthy vehicle budget.
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Anyone with a keen interest in the European car market will know that Cupra parted ways with its sister company Seat way back in 2018 to become the high-performance, funky standalone brand to attract the attention of a more youthful buyer.
The gamble paid off, as Cupra now outsells Seat in most regions, thanks to its heady line-up of handsomely styled SUVs and sporty hatchbacks, all with a fine selection of electrified powertrains.
This latest edition to the family, the relatively diminutive Raval, is the first of its kind to sit on parent company VW’s MEB+ platform, which will also underpin the upcoming and equally spicy ID Polo (including the GTI), the ID Cross and Skoda’s more crossover focused Epiq.
(Image credit: Cupra)
But Cupra being Cupra has seen fit to endow the Raval with almost comically sporty proportions, a fabulously appointed interior and the sort of electric powertrain that is designed to have true driving fans won over.
Having driven the top spec VZ models out on the beautifully flowing roads of northeastern Spain, it’s clear that there is still room for the compact, agile hot hatch in the often soulless world of modern EVs.
Seriously styled
(Image credit: Cupra)
You only have to take a look at one of the many recent Cupra events to realize that the company approaches new product launches a little differently.
These shindigs are typically held in warehouses and other industrial settings, often involve world-class DJs and incorporate faces from fashion, sports and culture.
The overemphasized creases on the bonnet, super aggressive front lamps and chunky rear diffuser on this VZ model signal its racy intentions.
The Raval is all of this stuff distilled into a diminutive hatchback, with copper accents and contrast flourishes on the outside, myriad on-trend materials throughout the cockpit and the latest technology taking care of infotainment duties.
On the outside, the Raval rides low to the ground (well, as low as any modern EV can) and wears its squat proportions with pride.
The over-emphasized creases on the bonnet, super aggressive front lamps and chunky rear diffuser on this VZ model signal its racy intentions.
It also rides on 19-inch ‘Rebel’ rims and crams vegan leather bucket seats into the cockpit, as well as a 12.9-inch Android Automotive central display and a separate 10.25-inch digital cockpit that takes care of speed and whatnot.
(Image credit: Cupra)
Considering the Raval VZ starts at £34,9995 in the UK (that’s around $47,000 / AU$65,000), it feels like a generous dose of premium car for the money.
But for those happy with the smaller wheels and smaller battery pack (more on that later), the range actually starts from £23,785 (around $32,000 / AU$45,000) for the 115hp, 37kWh models.
Nice and spicy
(Image credit: Cupra)
Clearly, the VZ version driven here is a little ‘spicier’ when it comes its performance credentials, as it features the larger 52kWh battery pack and a powertrain that delivers 222bhp and 214lb ft to the front wheels in proper hot hatch fashion.
Prod the accelerator and the little Raval wants to move, whisking drivers and passengers from rest to 62mph in a respectable 6.8 seconds.
It even has a quasi launch control mode that sends little shudders and vibrations through the seat to make the process of accelerating feel more exciting.
Prod the accelerator and the little Raval wants to move, whisking drivers and passengers from rest to 62mph in a respectable 6.8 seconds.
Granted, it feels a little gimmicky but Cupra has done an excellent job of making the Raval feel as sprightly as its exterior lines would suggest.
Flick it into Cupra mode via a dedicated button on the steering wheel and, alongside a growling synthesized soundtrack, you’re treated to massive levels of grip.
This results in the ability to round corners with all the thrills of a go-kart, while the dynamic chassis control fitted to this VZ model keeps things flat and firm when the mood takes. Thankfully, it is adjustable through 15 stages, so you can easily get a set up that suits.
But when settling back down into Eco of Comfort modes, the Cupra does its best impression of a sensible, grown-up VW Group product, proving almost perfectly quiet and comfortable when cruising along the highway. The ride quality really is excellent.
Fuel for thought
(Image credit: Cupra)
Having driven almost too many EVs to remember, I have got into the habit of always checking battery efficiency after an event like this.
It’s a great indication of real-world driving, often taking in faster, flowing sections of road (where the regen will help top-up batteries), slower city driving and battery-sapping highway miles.
The Cupra Raval revealed that we averaged around 4.5 miles per kWh after a day of driving, which means we could have happily racked up over 200-miles from a single charge of the relatively small 52kWh NMC battery packs.
Cupra’s official WLTP rating has this pegged at 239-miles, which feels honest and achievable if driving sensibly… which I wasn’t during this particular test.
(Image credit: Cupra)
Raval’s recharging game is strong too, with a 10-80% session taking just 24-minutes from a 105kW DC public charger. It’s slightly longer than close rivals, such as the recent Renault 5 and Kia EV2, but neither of those cars can really be described as feisty.
But perhaps the most striking thing to note from the small, sporty hatchback is that there’s a decent amount of room inside. Two adults can very comfortably sit up front and there’s just enough room in the back for a few friends.
Admittedly, leg room in the rear isn’t exactly generous, but it’s very good in this segment, while the rear trunk is positively cavernous. Mounting the motor at the front results in an impressive amount of space to store bulkier items.
(Image credit: Cupra)
There’s even a clever folding floor that can be set at various levels, making it easier to throw in shopping when space isn’t required or free up a deeper hole for those weekend trips away.
The Cupra Raval offers a beguiling mix of sensible, grown up elements — such as the responsive Android Automotive-based infotainment system, practical interior space and premium-feeling fabrics — and laces it with a hefty dose of fun.
Granted, this isn’t the all-out hot hatch that we might be used to from the ICE era, but it gets very close.
Plus, with VW set to unleash an ID Polo GTI later this year with eerily similar performance figures, it makes you wonder if it’s worth holding out for that revered badge when the Raval VZ is this good.
I bought my first Tesla Model 3 in June 2019. It was my dream car. The promise of getting in, selecting a destination, and the car taking care of the rest was one I bought into.
I originally bought the Model 3 without Full Self Driving (FSD), which at the time cost $6,000. Then about a month later, Elon Musk announced the cost would start going up by $1,000 every few months. So, I bought FSD outright before that happened. I even ordered custom license plates to make it very clear to other drivers my car was driving itself.
A couple of years later, the first beta arrived, and during the next few years, after many updates, it got good. Really good.
I know headlines love to point out when an accident happens during FSD use — and rightfully so — but my overall experience with it as of a year ago was that I felt safe when using it. I could get in, tell it where to take me, and the majority of the time, I only had to babysit.
I used FSD probably 95% of the time; I was behind the wheel. I no longer hated driving.
Goodbye FSD, hello Comma 4
(Image credit: Jason Cipriani/Future)
Then, life changed. My wife and I decided to open a pizza food truck, and we quickly learned the truck we planned on using wasn't up for the job of towing our trailer. So, I traded in my Model 3 for a 2025 Ford F-150 Lightning Flash. Bye-bye FSD.
My Lightning came with three free months of BlueCruise, Ford's hands-free driver-assist system that only works on highways. When you're on standard roads, Ford has a basic lane-keeping feature that keeps you within the lines, and that's about it.
After my BlueCruise trial ended, I opted not to pay the $50 a month/$500 a year subscription fee, mainly because it's limited to highways and I wasn't doing a lot of highway driving at the time. In town, I was still able to use lane keep and deal with the super annoying "Keep Your Hands on The Wheel" nag that goes off all the time.
I didn't miss the more advanced self-driving-like features of BlueCruise at all. I got by.
Then, in January, I had shoulder surgery. The extended recovery process meant driving an hour away for physical therapy at least once a week, and I'm still making that same drive. So, I decided to turn my Ford Rewards points into a couple of free months of BlueCruise to help me get back and forth.
Only this time, I loved it. I could cruise up and down the highway at 80 miles per hour, tap the blinker to start an automatic lane change and just relax — all hands free.
With a few weeks left in my extended trial, I decided to sign up for the $500-per-year subscription. While I waited for the charge to hit my credit card, a friend reminded me about Comma.ai, the small dash cam-like device that helps control your vehicle.
In Comma's own words: "It's upgraded active driver assistance for your Toyota, Hyundai, Ford, and more." Comma states it supports over 300 different vehicles.
Knowing I was about to commit to $500 per year for BlueCruise, curiosity got the best of me, and I spent over a week reading everything I possibly could about Comma and how it works.
The overly simplified explanation is that you need to install the device and a wire harness specific to your vehicle. The two components then intercept and send driver assistance commands to your vehicle, enabling hands-free driving on any marked road — not just highways.
I also spent more than a few days reading through and asking far too many questions in the Ford-specific Discord channel. The group there was amazing and patiently answered every single one.
I'll admit I felt very uneasy about random people on the internet writing software that can control my car. I still do, to an extent, but eventually I felt comfortable and curious enough to order the $1,000 gadget.
Install, setup and daily use
(Image credit: Comma)
A few weeks later, a small box arrived with the camera, the Ford-specific wiring harness, and zero instructions.
Thankfully, there are quite a few YouTube videos detailing the installation process. That process requires installing the wiring harness under the dash, where my truck's Image Processing Module A (IPMA) is located. I had to remove some paneling to get to it, then route the included OBD-C cable from under the dash to my rear-view mirror where the Comma 4 is mounted.
The install process took about an hour, with the most difficult part being connecting the wiring harness to the IPMA — it's such a tiny space and hard to get to, but eventually I got it.
With the harness connected, the Comma 4 mounted, and the cable run, the next thing I needed to do was install an operating system.
The Comma 4 comes with a bare-bones operating system installed, able to do just enough to help facilitate whatever version of driving software — commonly referred to as forks — you want to use.
OpenPilot is Comma's own driving software, but it's not optimized for every vehicle. For my Ford Lightning, I have to use BluePilot, a Ford-specific fork that's customized and optimized to handle quirks in driver-assistance commands, for the best experience.
I went through the software setup process in about 10 minutes, and then it was ready for me to take a short calibration drive. Once that was done, I had my very own self-driving assistant, ready to begin driving me around.
Activating Comma is done using the same buttons I would use to turn on BlueCruise or Ford's lane-keeping features. I can see when Comma is active by looking at the Comma 4's screen for green border indicators where the edges of the lane are, and a solid green line in the middle showing that path the truck is going to take.
It took me a few days of tweaking features and settings to fine-tune how the Comma controls my truck. For instance, out of the box it doesn't handle lane changes for you. You have to enable lane changes, and even then it'll only perform a change when you activate your blinker — it won't do it on its own.
You can even customize how aggressive it is during the lane change, how long it will wait after activating the blinker before changing, so you need to confirm the change by nudging the wheel in that direction before it fully commits. It's really cool stuff.
What's taken me the longest to get just right is adjusting my truck's alignment in a lane. With default settings, my truck was consistently riding the left side of every lane I was in. It wouldn't go over it, but it was too close for my comfort. I spent some more time figuring out the proper setting to adjust and started tweaking. A few minutes later, my truck is almost perfectly centered.
I'm still tweaking different settings, but for the most part it drives just like I want. I continue to experience some very slow ping-ponging — when the car goes from one side of the lane to the other and then back — but it's easily remedied if I just place my hand on the wheel. From what I understand, I may never get fully rid of it.
I've learned a lot along the way, too. In my Ford, the Comma 4 only controls lateral movements to keep you centered in the lane, not longitudinal controls such as speeding up and braking. Ford's ACC system still handles the latter feature – something I found reassuring.
(Image credit: Jason Cipriani/Future)
A couple of disclaimers you need to know
There are a few things I want to make clear, should you decide to get a Comma 4 (or one of the older models).
First, you, as the driver, are responsible for your vehicle at all times. The Comma 4 is an assistance device, not a fully-take-over-all-controls device. It hasn't tried to steer me unexpectedly into another lane, but I've seen reports and feedback about a recent update doing just that.
Second, Comma 4 will never offer a Full Self Driving-like point-to-point experience. There are just too many variables to how a third-party device can interact with and control various vehicles. In a Ford, for example, Comma 4 has limits in how aggressively it can steer, which makes tight corners difficult if not downright impossible. A recent update to BluePilot has made progress in this regard, but a 90-degree turn is all but out of the question.
1,000 miles and no regrets
My original intent was to take full advantage of the 30-day no-questions-asked return policy and send the Comma 4 back if I had any reservations after testing it. And, well, that window closed a few weeks ago.
All told, I'm nearing 1,000 miles over 97 driving sessions and 26 total hours since installing the Comma 4 in my truck. Not all of that is with it activated, but I'd wager that 75% or more of those miles were driven by Comma.
It's earning my trust with every drive and scenario I throw at it. The system has built enough confidence that I'm now going fully hands-free on longer drives.
Even with its quirks and limitations, the trade-off is a no-brainer for me. The Comma 4 handles backroads and standard city streets where BlueCruise simply gives up.
Best of all, I don't have to pay Ford $500 a year for a highway-only feature on top of what I already pay for premium connectivity. For a one-time $1,000 hardware investment, I got a sliver of my FSD experience back, saved money in the long run, and gained a system that continuously gets better thanks to an active community.
Uber has partnered with — and in some cases made direct investments in — about 30 autonomous vehicle companies over the past two years. Here's the list and the latest on the partnerships.
Organised campaigns against wind and solar energy have proved “extremely effective” in undermining community support for renewable energy but enthusiasm for electric vehicles has jumped after Donald Trump’s attack on Iran, according to a detailed snapshot of Australian attitudes to the clean energy transition.
The survey found levels of “deep support” for clean technologies were highest for home batteries and rooftop solar and also improving for major infrastructure projects such as transmission lines, which have been a target for critics of renewables.
Tesla’s latest earnings report was very bad news for the company. In the second quarter, it made $1.1 billion in net profit, less than the $1.2 billion it reported a year earlier. Vehicle sales were up, but profits remain about a quarter billion short of expectations, and the automaker’s cash flow is negative for the first time in over two years.
But the real blow has been the slow rollout of its Robotaxi service. Elon Musk has staked his automaker’s future on fully autonomous vehicles, promising investors it would help push Tesla’s valuation to an eyebrow-raising $30 trillion — approximately the gross domestic product of the United States, for perspective.
And importantly, he promised to get this done quickly. Before launching Tesla’s first Robotaxi service in Austin last summer, Musk estimated that over 1,000 of the self-driving cabs would be roaming the streets “within a few months.”
Now, a year later, Tesla doesn’t even have a hundred Robotaxis in operation. And its efforts seem to actually be regressing. According to a new chart the company released Wednesday, the Robotaxi network racked up fewer miles from paying customers in the second quarter than it did in the first.
The chart, which may be the most dismal single aspect of the entire earnings cycle, misleadingly displays this data as cumulative miles to make it appear like the Robotaxi service is steadily growing.
But TechCrunch broke it down, finding that in the first quarter, Tesla’s driverless cabs carrying paying passengers drove around 1.1 million miles, but fell to just 700,000 miles in the second — cratering by over a third.
The misleading chart isn’t the only way Tesla has tried to dress up its stalling efforts. A day before releasing the earnings report, it announced that it was expanding to two more cities in Florida, Tampa and Orlando — without sharing the size of those fleets, Electrek noted.
It should tell you something that Tesla has gone to great lengths to keep the size of its operation under wraps. In June, Bloomberg reported that its fleet size across all cities was just 59 robotaxis. Only third of those are fully unsupervised; the other vehicles have a human safety monitor sitting in the front seats.
It’s also tried to play up its seemingly spotless safety record. Before the report, the official Tesla account on X bragged that there were “0 notable incidents across over 380,000 miles traveled by Robotaxi.”
But Tesla doesn’t define what a “notable incident” is. Its vehicles have regularly been caught driving erratically and at times dangerously. Only a day after launching in Tampa, one of its Robotaxis was spotted blundering the wrong way down a one way street in the city.
Musk has frequently emphasized that he’s “paranoid about safety” to explain why progress has moved slowly, while at the same time promising to scale things up rapidly. In January he projected that the Robotaxis would cover half the US population by the end of the year.
But investors are running out of patience. Tesla shares plunged by 15 percent on Thursday after the earnings were released, in part due to frustration over the Robotaxis’ laggard progress, and another three percent on Friday.
“More is needed to show that Tesla’s capabilities are inflecting” on robotaxis, Barclays analysts said in a note per Reuters, noting that Tesla didn’t provide new expansion targets and “hasn’t met previously laid out targets.”
Ford Apple Maps integration will place the navigation service directly inside a new family of affordable electric vehicles, beginning with a midsize pickup expected to start at approximately $30,000 in 2027.
The truck will not depend on CarPlay or a connected iPhone to access Apple Maps. Ford plans to embed the service through MapKit for Automotive, allowing the automaker to incorporate Apple navigation into its own displays, controls and software environment.
CarPlay will remain available for drivers who want to use iPhone apps, messages, calls and media. The native integration, however, means Apple Maps can continue providing directions when no phone is connected or when the driver uses a device from another manufacturer.
The partnership extends beyond dashboard navigation. Ford also intends to use road-level information from Apple Maps while developing future versions of BlueCruise, connecting Apple mapping data with the driver-assistance technology planned for its Universal Electric Vehicle Platform.
Ford Apple Maps Moves Beyond CarPlay
Ford Apple Maps represents a different approach from the familiar relationship between an iPhone and a vehicle.
CarPlay runs from the phone and presents selected apps through the dashboard. The embedded version of Apple Maps will operate as part of the truck software, giving Ford greater control over how directions, charging information and vehicle data appear across its displays.
Drivers can expect turn-by-turn guidance, live traffic conditions, incident reports and detailed destination information. Ford will be able to adapt the visual experience to match the interface created for its new electric platform rather than reproducing the standard CarPlay layout.
EV routing may become the most practical benefit. The system can consider available range, charging locations and route conditions before recommending where a driver should stop.
When supported by the vehicle, navigation can also trigger battery preconditioning before arriving at a fast charger. Bringing the battery toward an appropriate temperature can reduce charging time, particularly during cold or extremely hot conditions.
Integrating those functions removes part of the planning burden from longer electric trips. Drivers will not need to move constantly between a navigation app, charging network software and separate vehicle menus to understand whether a station is suitable.
The native experience also gives Ford an alternative to building a complete mapping platform internally. Apple already maintains search, traffic, routing and place information across a large geographic network, while Ford can concentrate on vehicle-specific functions.
Apple, meanwhile, gains a route into factory-installed automotive software without needing to produce its own car.
A Different Strategy From CarPlay Ultra
The Ford arrangement should not be confused with CarPlay Ultra.
CarPlay Ultra expands the iPhone experience across multiple vehicle screens and can combine phone content with information supplied by the car, including speed, fuel or battery levels and climate controls.
Ford is taking a more selective path. Apple Maps becomes a native service, but the broader dashboard remains a Ford environment.
That distinction may appeal to automakers reluctant to hand control of the cabin interface to another company. Ford can use Apple technology for navigation while preserving its own identity, subscription services and software architecture.
Drivers still receive a recognizable Apple product, but the vehicle manufacturer determines where it appears and how it interacts with charging, driver assistance and other functions.
The arrangement could provide a model for other automakers that want access to individual Apple services without adopting the complete CarPlay Ultra experience.
Image Credit: Ford
A $30,000 Electric Truck Needs More Than a Low Price
The targeted price of approximately $30,000 would place it below many electric pickups currently available in the United States. Ford is aiming at drivers interested in an EV but unwilling or unable to spend the amounts associated with large premium trucks.
The company says the vehicle will provide more passenger space than a recent Toyota RAV4 while including a front storage compartment and a conventional truck bed. Performance is expected to compare with a Mustang EcoBoost, giving the pickup a stronger argument than affordability alone.
Reaching the price target requires changes throughout the vehicle rather than a smaller battery placed inside an existing truck design.
Ford has reduced the number of components, fasteners and assembly operations involved in the new platform. Its zonal electrical architecture is intended to shorten wiring and simplify how software-controlled systems connect across the vehicle.
Lithium iron phosphate batteries will form part of the structural floor. The chemistry avoids nickel and cobalt, generally costs less than alternatives focused on maximum energy density and can offer strong durability for repeated charging.
Production is planned for the Louisville Assembly Plant in Kentucky, where Ford is introducing a manufacturing process that separates major vehicle sections before bringing them together later in assembly.
Apple Maps supports the same cost-conscious strategy. Ford can offer a mature navigation experience without financing the creation of every mapping layer from the beginning.
Apple Maps Will Support BlueCruise Development
The partnership becomes more significant when mapping information begins supporting driver assistance.
Ford Latitude AI plans to use road-level Apple Maps data while developing future BlueCruise capabilities. The objective is to create smoother hands-free travel from a highway entrance ramp through the eventual exit.
Apple Maps can provide advance knowledge of road layouts, interchanges, curves and exits. Ford sensors and onboard systems must still identify vehicles, pedestrians, construction and unexpected changes in real time.
Apple is not developing or controlling BlueCruise. Ford remains responsible for the cameras, sensors, processors and driving decisions used by the system.
The maps provide another layer of context. A vehicle that understands the route in advance can prepare for lane changes, merges and exits before its sensors reach them.
Ford is also developing a large driving model through Latitude AI using extensive road data. Combining that work with detailed maps could allow the company to improve assistance without depending entirely on moment-to-moment visual detection.
The Universal Electric Vehicle Platform is expected to support more capable automated driving in later models. Ford has discussed eyes-off operation from 2028, although final hardware, pricing and regulatory approval remain unresolved.
Introducing that technology through an affordable platform would represent a departure from the usual industry pattern. Advanced driver assistance often begins in expensive vehicles where premium pricing absorbs the cost of sensors and computing.
Ford wants to distribute the development expense across a larger family of electric products.
Image Credit: Ford
Apple Maps Gives the Truck a Familiar Entry Point
The Apple Maps name may make the new truck feel less unfamiliar to customers buying an electric vehicle for the first time.
Charging behavior, range estimation and route planning can create hesitation among drivers accustomed to gasoline vehicles. Presenting those functions through a navigation service already used on millions of iPhones reduces the number of unfamiliar interfaces introduced at once.
Existing Apple Maps users may also recognize saved locations, search behavior and visual guidance, although Ford has not explained which personal features will require an Apple Account or connected iPhone.
The embedded service will still need reliable integration with vehicle range, charger availability and battery temperature. A familiar logo alone cannot compensate for inaccurate charging information or route estimates.
Ford has not yet announced the truck name, final driving range, battery capacity, production specifications or confirmed base price. Those details will determine whether the pickup can combine its promised affordability with enough capability for everyday work and travel.
The first production model is scheduled for 2027, leaving Ford time to refine the software and reveal how Apple Maps will appear across the dashboard before the Louisville assembly line begins building customer vehicles.
Part of the Tracking Layer for Tranche 3 of the Proliferated Warfighter Space Architecture (PWSA), the space vehicles will support the White House’s space-based segment ‘Golden Dome for America’ antimissile defense system to expand the country’s missile tracking and defense network, with a projected delivery date of 2028.
36 Space Vehicles Orbiting in Four Separate Planes Will Aid Missile Defense
According to a statement announcing the awards, the 36 space vehicles will operate across four separate orbital planes. Half of the vehicles covering two of the four orbital planes will be made by Sierra Space Corporation. The statement from the SDA describes the vehicles as “missile warning/missile tracking” SVs loaded with specialized sensor packages. An official at the SDA speaking on background told The Debrief that the details of the sensor technologies and capabilities are not available at this time.
The second half of the vehicle order covering the other two orbital planes will be made by defense technology company L3Harris Technologies. Their award calls for 18 Hypersonic and Ballistic Tracking Space Sensor (HBTSS)-like missile defense variant SVs.
When The Debrief asked the SDA for clarification on the term “variant” space vehicles, the official explained that this designation represents the different types of sensor packages that each company will provide. For the L3Harris award, the SDA explained that their sensor is an advancement on earlier work performed with the Missile Defense Agency under the Hypersonic and Ballistic Tracking Space Sensor (HBTSS) program.
Infrared Sensors Will Integrate with a Low-Latency Communication Network
When discussing the significance of the twin awards, the SDA said their deployment will expand the company’s missile defense sensing established in previous phases “in support of homeland defense and theater defense.”
“Each AMDT3 SV will be interoperable with all SDA Tranche 1, Tranche 2, and Tranche 3 SVs and will operate in an integrated fashion through a common ground system,” the statement explained.
They also note that the tracking layer is equipped with infrared sensors “that will integrate with a low-latency communication network.”
“With these awards, SDA is accelerating the deployment of the Tracking Layer to provide the homeland, our deployed forces, and allies with global, persistent indications, detection, identification, warning, tracking, and defense against advanced and evolving missile threats,” explained G.P. Sandhoo, Space Force Portfolio acquisition executive for Missile Warning and Tracking and SDA director. “AMDT3 expands upon SDA’s previous and current Tracking Layer generations — Tranches 1, 2 and 3 — marking another milestone in delivering a resilient, global missile warning, missile tracking, and missile defense capability.”
Future Satellites Will Offer Even Greater Capability to the Warfighter
Although a specific delivery date for each of the company’s separate awards was not made public, the announcement did say they are expected to be available for launch “by the end of 2028.” Once aloft and in their respective orbital planes, the missile tracking and defense space vehicles will be operated and maintained by the U.S. Space Force.
When asked by The Debrief if there are any plans to add capabilities beyond detection and tracking to the multi-layer system in the future, the SDA said future improvements are one of the main pillars of the organization’s business model.
“We use spiral development to deliver new generations of satellites (we call them “tranches”) every few years,” the SDA explained. “Each new tranche represents an enhancement over the previous and offers greater capability to the warfighter, either through additional sensing coverage, or through technology advances (or potentially both).”
Christopher Plain is a Science Fiction and Fantasy novelist and has spent the last six years as Associate News Editor and Head Science Writer at The Debrief. Follow and connect with him on X, learn about his books at plainfiction.com, or email him at christopher@thedebrief.org
Zoox, the Amazon-owned robotaxi company, issued a recall after one of its self-driving cars blundered into a cloud of heavy smoke near a fire scene that emergency workers were responding to, and became confused.
The recall, in the form of a software update, will affect its entire fleet of 105 autonomous robotaxis.
The patch “enhances the existing capability of detecting active [emergency] scenes by adding the ability to detect and respond to heavy smoke in certain situations,” Zoox told TechCrunch in a statement.
While you wouldn’t be remiss for thinking this was related to the wildfire smoke covering much of the eastern US right now, the recall highlights how self-driving cars still struggle to respond to unpredictable conditions.
In a report filed with the National Highway Traffic Safety Administration, Zoox said that during the June 20 incident, one of its robotaxis “encountered heavy smoke that obscured an active emergency fire scene that was not cordoned off with cones.”
Though it should have avoided the smoke cloud, the vehicle, which wasn’t carrying any passengers, “braked hard while attempting to steer away before coming to a stop,” the company added. Eventually, a teleoperator intervened and helped reverse the robotaxi away from the scene, allowing first responders to place traffic cones to block off two of the three lanes. CNBC reported that the incident occurred in Las Vegas, where Zoox is currently offering free rides.
It’s not the first time robotaxi companies have landed in hot water for impeding emergency responders.
These mounting incidents led NHTSA administrator Jonathan Morrison to send a strongly-worded letter to robotaxi companies, calling their cars’ interference with emergency responders “unacceptable.”
“Let me be clear: the inability to detect and appropriately respond to such situations represents a functional insufficiency,” he wrote. “Emergency scenes are not rare or extreme ‘edge cases.'”
“To state it bluntly: an AV that cannot safely interact with first responders is a danger to the general public,” he added.
It’s pretty clear that EVs and software defined vehicles (SDVs) go hand-in-hand these days, and while Tesla paved the way with the Model 3 back in 2017, Rivian, Lucid, and Chinese manufacturers quickly followed. The legacy car manufacturers are taking a while longer to get on board, but are finally catching up. Companies like Hyundai Motor Group, General Motors, BMW, and Mercedes-Benz are starting to launch full SDVs.
SDVs for the win
(Image credit: Myriam Joire)
SDVs are cars with functions and features that are primarily enabled through software and can improve over time via over-the-air (OTA) software updates. I’m not just talking about updating navigation or infotainment, here. Thanks to their zonal architecture, full SDVs use a holistic approach to software updates where every hardware module can be updated OTA, which enables diagnostics and even recalls without a dealer visit.
The cynical view is that SDVs allow greedy car manufacturers to extract revenue from customers via needless subscriptions, but that's short-term thinking. When done right, there are many benefits to SDVs. Companies like Rivian and Tesla issue free monthly OTA updates to fix bugs and add new features to their EVs, to the delight of their customers, while only charging an optional subscription for higher data connectivity and ADAS tiers.
SDVs go beyond EVs
Myriam JoireMyriam Joire
What happens when you extend SDVs beyond EVs to hybrid and combustion vehicles? A few weeks back, I visited Mercedes’ factory near Tuscaloosa, AL, where the company manufactures most of its global SUVs, to get a first look at the refreshed GLE and GLS SUVs. Beyond more powerful engines and the usual mid-cycle cosmetic upgrades inside and out, these SUVs are Mercedes’ first hybrid and combustion SDVs. Well, almost.
Unlike their predecessors, the 2027 GLE and GLS run the company’s MB.OS across all four domains — infotainment, automated driving, body & comfort, and driving & charging — just like Mercedes’ first full SDVs, the all-electric CLA and GLC. Previously, MB.OS was only implemented for navigation and infotainment, like in the current E-Class sedan and wagon. As such, those cars weren’t SDVs. But there’s a catch.
Mercedes notes, however, that “while all of these vehicles leverage MB.OS principles and a domain-oriented software architecture, the underlying hardware, communication systems, software capabilities, and OTA deployment approaches vary by vehicle platform.” As such, the refreshed GLE and GLS, while only partial SDVs, are closer to full SDVs than any other hybrid or combustion car before them.
The 2027 GLE and GLS feature Mercedes’ pillar-to-pillar Superscreen as standard, which consists of three 12.3-inch displays (driver, center, and passenger) behind a single glass surface, and includes a selfie camera for video calls (when stopped) and for selfies, naturally. Video calls require apps like Zoom, which you can download from Mercedes’ own app store. A 3D instrument display and head-up display are available as an option.
Myriam JoireMyriam Joire
Like the all-electric CLA and GLC, the refreshed GLE and GLS feature a generative AI-powered voice assistant which uses OpenAI’s ChatGPT4o, Microsoft Bing Search, and Google Cloud’s Automotive AI Agent (for navigation) — depending on context. The MBUX Virtual Assistant can handle a whole range of natural language requests, from adjusting the climate and music to navigation and even general knowledge queries.
Mercedes’ MB.Drive Assist Pro, the company’s NVIDIA-powered point-to-point level 2+ advanced driver assistance system (ADAS), which launched on the all-electric CLA and GLC, is coming to the 2027 GLE and GLS, first in China, then in the US later this year. This ADAS is similar to Tesla’s ill-named full self-driving (FSD), but in addition to using ten cameras, it also uses five radar sensors and twelve ultrasonic sensors.
In all, the refreshed GLE and GLS show that drivetrain variations aside, it’s possible for all-electric, hybrid, and combustion vehicles to reach parity as SDVs when it comes to infotainment, navigation, comfort, and ADAS. Let’s hope that Mercedes fully embraces this exciting new technology and follows in Rivian and Tesla’s footsteps by releasing free monthly OTA updates to fix bugs and add new features to these new SDVs.
SDVs for all
Myriam JoireMyriam JoireMyriam Joire
What’s even more important is that SDVs are starting to extend beyond EVs and luxury cars. Manufacturers like Hyundai Motor Group are launching more affordable hybrid and combustion vehicles that are SDVs. The zonal architecture used by SDVs makes cars inherently less expensive to manufacture since it requires fewer hardware modules and much simpler wiring harnesses (less copper means less cost and less weight).
The South Korean Grandeur sedan and Europe-bound IONIQ 3 SUV are Hyundai’s first proper SDVs. Both cars run the company’s new Android Automotive-based Pleos Connect navigation and infotainment platform, and include Hyundai’s App Market and large language model (LLM)-powered Gleo AI voice assistant. Pleos Connect, the App Market, and Gleo AI will also be coming to Hyundai Motor Group’s future Kia and Genesis cars.
...while I believe that the future is all-electric, hybrid and combustion vehicles will be sticking around a little while longer
Right now, most of the affordable full SDVs being developed outside of China are EVs. Ford is working on its Universal Electric Vehicle (UEV) SDV platform which will initially underpin an all-electric small truck priced around $30,000. Volkswagen’s upcoming ID.1 city car, destined for Europe and priced below €20,000, is the company’s first SDV. Its zonal architecture and software stack are a direct result of VW’s partnership with Rivian.
Hopefully, these new EV-first platforms can also be adapted to manufacture more affordable hybrid and combustion SDVs. Because while I believe that the future is all-electric, hybrid and combustion vehicles will be sticking around a little while longer, at least here in the US. And considering the cost and feature benefits of SDVs, it would be a shame if manufacturers didn’t deploy this technology across all their upcoming vehicles.
My takeaway
Between 2018 and 2024, I owned two Tesla Model 3s, so I was able to enjoy the benefits of SDVs firsthand. There’s something utterly wonderful about finding an OTA software update waiting in your car every month, ready to deliver new functionality for free. Rivian aside, I have missed this on every other EV I’ve driven since, and because of this positive experience, I will forever associate SDVs with EVs.
But as Mercedes has shown with the refreshed GLE and GLS SUVs, the benefits of SDVs also extend to hybrid and combustion vehicles. SDVs allow the company to provide a consistent and modern user experience across its entire lineup, regardless of drivetrain. Not to mention, SDVs reduce costs and complexity for all manufacturers. As such, I’m looking forward to SDVs becoming the norm for more cars going forward.
Robotaxis are multiplying across the US, and as they do, a not-so-flattering pattern is riding shotgun. Not only do robotaxi companies themselves put a significant strain on public resources, they’re training the public to act just as entitled as they are.
As a recent article by Bloomberg points out, riders hopping into driverless cabs from Waymo, Tesla, and Zoox are treating driverless trips as a license to unwind.
With no human behind the wheel, riders feel like they have no social contract to follow. As a result, they’re turning robotaxis into trash cans, leaving behind spilled drinks, food scraps, and in some cases, bodily fluids like vomit for the next unlucky sap.
Granted, it’s probably easier said than done to clean a mess from a robocab once it’s been made: as one unfortunate Waymo rider discovered in May, the vehicles will sometimes speed off within seconds of dropping you off, even if you have bags in the trunk.
Others are using their robotaxi rides as roving sleep pods. It’s tough to say how common this particular behavior is, but Bloomberg notes that first responders in Austin, Texas got so many calls about dozing riders during Waymo’s first nine months in the city that they had to invent a new category just for “sleepers.”
Elsewhere, people are treating their self-driving cars more like party buses. In April, a Tesla driver was arrested after police found him passed out behind the self-driving wheel, having polished off a buffet of wine coolers and pizza before dozing off.
Sure, none of this will really affect you unless robotaxis are part of your daily commute. But as discussion around the robotaxi’s broader impact on society grows more urgent, it’s worth noting that hailing one seems to put you in a league with some of the worst riders currently in the game.
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