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Carmakers Withdraw from Trump Lawsuit Against California

Several automakers withdrew from the lawsuit by the Trump administration to revoke California’s ability to make its own emissions and fuel economy rules.

The ink was not even dry on Pete Buttigieg’s confirmation as Secretary of Transportation by the U.S. Senate when several automakers announced they were “withdrawing” from the lawsuit filed by the Trump administration to roll back the State of California’s right to set its own emission and fuel economy standards.

Toyota, Fiat Chrysler and Subaru joined General Motors, which pulled its support for the suit last November, in dumping the effort. Previously sided with Trump administration’s effort, encapsulated in federal lawsuit filed in the fall of 2019 to shut down California’s role in setting the nation’s automotive policy.

The automakers insisted they were not trying to punish California for its aggressive stance on climate change but to campaign for “one national standard” that could be applied across the United States.

However, the world has changed dramatically since the previous administration initially filed suit with the support of GM, FCA and Toyota as well as Hyundai, Kia, Mazda and the National Auto Dealers Association.

(GM throws support behind California in emissions court battle with Trump.)

GM pulled its support for the lawsuit against California in late November.

For one thing, after a boisterous campaign that led to record voter turnout, Trump is no longer president and California has expanded its fight against climate change by moving aggressively to foreclose the sale of new vehicles with internal combustion engines throughout the state by 2035.

California Governor Gavin Newsome tweeted his support for the move, offering his thanks for “dropping your climate-denying, air-polluting, Trump-era lawsuit against CA.”

He added, “Good start. Now it’s time to join forward-looking carmakers in the CA framework to protect our air and planet.” Other automakers, including Ford, BMW, Honda and more forged a new deal with the state on mandates that were tougher than the Trump standard, but less stringent than the Obama administration’s benchmarks.

Edmunds, the internet-based car buying service, is predicting sales of electric vehicles will set a record in 2021 and as of last week, General Motors is saying it plans to exit the business of selling cars with combustion engines by 2035 and become carbon neutral by 2040.

The Coalition for Sustainable Automotive Regulation, which also sided with the Trump administration in its battle against California, reiterated its support for having just one nationwide emissions standard, but said it was leaving the litigation “in a gesture of good faith,” towards the Biden administration.

Toyota was joined by several automakers in the move to pull out of the legal battle with California.

In his first full day of office on Jan. 21, the Biden administration had asked to “pause” the litigation around the California standards.

“In a gesture of good faith and to find a constructive path forward, the CSAR has decided to withdraw from this lawsuit in order to unify the auto industry behind a single national program, with ambitious, achievable standards,” the CSAR said in a statement.

CSAR’s move follows the lead of General Motors, which was also initially on the side of the Trump administration but exited in November following Biden’s election victory, according to The Hill, an online publication that follows development on Capitol Hill.

(California moves to block Trump fuel efficiency standard.)

The list of CSAR members include Kia, Mazda, Mitsubishi and Subaru, according to the organization’s website.

And it comes following the Biden administration’s decision ask the court to pause the litigation, after it identified the former Trump administration’s rule as one it would seek to review and potentially reverse course on.

“Abeyance will further the Court’s interests in avoiding unnecessary adjudication, support the integrity of the administrative process, and ensure due respect for the prerogative of the executive branch to reconsider the policy decisions of a prior Administration,” the administration said in court.

It is also seeking to hit pause on other rules including the prior administration’s methane regulations.

Meanwhile, Buttigieg, the former mayor South Bend, Indiana, who has been tapped by Biden to serve as Secretary of Transportation, and to help lead the new administration’s fight to curb climate change, was confirmed by the U.S. Senate.

The automakers’ decision to withdraw from the lawsuit makes it easier for Buttigieg to discuss a new round of initiatives for the industry and bring California’s interests into the discussion. Relations between Washington and California had been strained during the Trump era.

California, however, has a well-established role in setting automotive policy on issues relating to air quality since the late 1940s and early 1950s when the collision between Southern California’s unique environment, vibrant automotive culture and explosive economic growth had led to the creation of a smog layer that threatened the health of young children and older residents.

The choking smog led to a series of laws, regulations and subsequently court decision that gave the state of California’s statement government, which is now in the hands of Democrats beholden to environmental groups rather than the oil industry, the right to control air quality.

(Trump confirms mileage standards cut, elimination of California clean air waiver.)

In 2007, the U.S. Supreme Court in Massachusetts vs EPA, gave states the authority to curb emissions of greenhouse gasses, which contribute to climate change.

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Stellantis Plans No Job or Brand Cuts, Expects to Have 39 “Electrified” Vehicles by End-2021

Stellantis CEO Carlos Tavares and Chairman John Elkann are all smiles during the official debut of the new company.

Despite aims of achieving about $6 billion in synergies through the merger of Fiat Chrysler Automobiles and France’s Group PSA, there are no plans to drop brands or eliminate jobs, Carlos Tavares, the CEO of newly formed Stellantis, declared Tuesday.

If anything, the company expects to see opportunities to enhance the performance of its 14 brands and gain traction in markets and market segments where it is weak, Tavares said during a nearly two-hour media briefing. But the Portugese-born executive did warn that “headwinds” could force Stellantis to pull back in some places, notably Latin America, if it can’t maintain a profitable business strategy.

“Our commitment on this merger is that we will not shut down plants as a consequence of the merger,’’ Tavares said, later adding that there are no plans to eliminate any brands, either, though a formal strategy for rebuilding some of the weaker marques, such as U.S.-based Chrysler and Italy’s Fiat and Alfa Romeo, is still in the works.

(Stellantis enjoys warm welcome from European investors.)

The merger was formally announced in December 2019 but took more than a year to pull together as FCA and PSA not only negotiated terms but also had to deal with unions and regulators around the world. The final details fell in place last month and shareholders from the two companies each voted in favor of completing the deal by margins of more than 99%.

Workers take the covers off the new Stellantis sign at North American headquarters in Auburn Hills, Michigan.

The merger created what is now the world’s fourth-largest automotive manufacturer, behind Toyota, Volkswagen and the Renault-Nissan-Mitsubishi Alliance. And its size, diverse brand, product and market portfolios will serve as “a shield” said Tavares. That “helps keep affordability, helps keep the customer base and helps prevent bad things from happening.”

Tuesday’s lengthy media session was aimed at providing a sense of the direction Tavares sees for Stellantis while also addressing some of the many questions that have popped up during the last 13 months.

There has been widespread speculation that brands such as Fiat and Chrysler could be eliminated considering the challenges of maintaining a portfolio of 14 separate marques. But Tavares insisted Stellantis is up to the job, pointing to how it has handled its acquisition of Opel/Vauxhall from General Motors. Prior to that deal, the German-based unit had run up nearly two decades of losses. But it was profitable within a year of the purchase, Tavares noted.

One of the keys to the merger will be taking advantage of scale, the CEO said. That will allow more efficiency in product development and purchasing – which should yield 80% of the 5 billion euros in “synergies” Tavares has promised.

For one thing, weaker brands will benefit by being able to share product platforms and components developed for the broader enterprise – though Tavares stressed that it will be essential to make sure buyers can clearly differentiate between what he described as “sister cars,” say, Dodge, Fiat and Peugeot models that share the same underpinnings.

A mix of new and old with the new Stellantis sign in the foreground and the Chrysler Pentastar in the background.

“The importance is scale and the opportunity to purchase more effectively,” said Stephanie Brinley, principal analyst with IHS Markit, adding that Stellantis “also will benefit from having more cash that can be used to develop systems for more vehicles than (FCA and PSA) each could have done alone.”

(Chrysler is no more as Stellantis comes to life.)

That should prove particularly important when it comes to developing the electrified and autonomous vehicles that are expected to radically transform the globally transportation industry over the coming decade. While it’s unclear how soon self-driving technology will be ready for market, EVs are expected to gain significant traction over the next several years, Tavares expecting that they “will represent more than one-third of vehicle sales, possibly more in Europe,” by the end of the decade.

“Our company will have to be carbon neutral,” Tavares said, adding that he expects the new Biden administration will push for further reductions in carbon dioxide emissions. “This is going to be at the core of our long-term strategic plan.”

At the time of the merger – officially completed last weekend – Stellantis had 29 electrified vehicles, ranging from hybrids to plug-ins to pure battery-electric vehicles. Just by the end of 2021, Tavares revealed, that will grow to 39 models. And, by 2025, he said, “There will be electrified versions of all new models.”

What Tavares and Mike Manley, then CEO of FCA, started is now complete.

How many of those will be BEVs, however, he did not reveal, raising his concerns about the higher cost of producing all-electric vehicles and how that could price some traditional buyers out of the new vehicle market.

The reality is that many key strategic decisions have yet to be formalized, Tavares indicated during the Tuesday briefing. That includes how to prop up weaker brands and improve the presence of Stellantis in weaker markets. That notably includes China, where neither FCA nor PSA were strong players. Latin America is another challenging region — as was underscored by Ford’s announcement last week that it will end manufacturing operations in Brazil.

While analyst Brinley said she believes Stellantis can largely hold to its early goals, especially finding ways to maintain its current brand portfolio, she said the company ultimately might wind up cutting some jobs. But she doesn’t think factory workers are the ones who should be concerned.

(Fiat Chrysler and PSA not exactly a “merger of equals.”)

“There will be some areas where there will be job redundancies,” though not in plants, said Brinley. More likely this could occur in places like marketing and purchasing, and even some in engineering, “operational areas where they just won’t need as many employees” as they did when FCA and PSA operated independently.

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Chrysler is No More as Stellantis Comes to Life

Is this the last logo that will use the Chrysler name?

Chrysler is dead.

Perhaps a bit dramatic, but nevertheless, the merger between Fiat Chrysler Automobiles N.V. and Peugeot S.A. became effective today, resulting in Stellantis N.V. Shares of the newly formed Stellantis begin trading on exchanges in France, Italy and the U.S. starting Monday. All will use the ticker symbol STLA.

The deal has been going through extensive regulatory approvals, twin shareholder votes and the necessary dottings of i’s and crossings of t’s for more than a year.

As of today, that means that for the first time since June 6, 1925, when it was founded by Walter P. Chrysler, the Chrysler name will no longer exist as a corporate entity.

(FCA CEO Manley gets new assignment following Stellantis merger.)

Stellantis is alive! The company’s stock begins trading on three exchanges Monday.

In many ways, the Chrysler name was a survivor. The company’s been through a variety of mergers, potential mergers and bankruptcies. It escaped the “merger of equals,” DaimlerChrysler from the late 1990s.

It was essentially spared its life when the late Sergio Marchionne swooped in and offered to keep it going if the U.S. government would help it through bankruptcy in 2009. The final deal got done with Chrysler Group LLC becoming part of FCA US LLC to follow

the naming convention of Fiat Chrysler Automobiles N.V. on Dec. 16, 2014.

Chrysler Corp. fought its way through several near misses when it came to mergers as potential deals with Japanese automaker Mitsubishi, China’s GAC and most recently an effort to merge with Peugeot’s French rival, Renault S.A., a deal that was reportedly scuttled after demands by the French government, which holds an ownership stake in Renault, were too much for then FCA CEO Mike Manley to accept.

(Fiat, PSA set to get EU go-ahead to complete Stellantis merger.)

Then there was the effort by the aforementioned Marchionne to find a partner for FCA, seemingly almost any partner would do. He approached General Motors and was promptly rebuffed. He reportedly got the same treatment from Volkswagen. There was even a rumored dalliance with EV behemoth Tesla, which would have bolstered FCA’s basically non-existent electric vehicle program.

The arrival of Stellantis means for the first time in 95 years the Chrysler name won’t be on a corporate marquee.

It also survived a previous bankruptcy in the late 1970s, paying off the loans early with its charismatic CEO Lee Iacocca, who came over from Ford, helping to lead the company’s charge back to prosperity. Chrysler did enjoy one major merger success when it acquired American Motors in 1987, including – and especially – the Jeep brand.

In fact, no one seems certain what the future holds for the Chrysler name period. Early in the process, officials said that all brands would be retained, but time and economics often change the equation and currently, the Chrysler brand offers just two products: the Chrysler Pacifica minivan and 300 sedan. Neither are in segments that are seeing sales gains.

To be fair, there’s been some speculation about the survival of the Fiat name in the same vein. Fiat’s been around even longer, founded in Turin, Italy in 1899. In the U.S., it’s only offering the 500X in 2021.

(Fiat Chrysler and PSA not exactly a “merger of equals.”)

The Chrysler name isn’t the only vestige of FCA seemingly taking a step back as its CEO Mike Manley is no longer in charge, that duty going to PSA’s Carlos Tavares nor will he be on the board of directors as John Elkann, FCA’s chairman, will take that spot as the chairman of the new Stellantis. Manley, 56, is now Head of the Americas.

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Automakers, Manufacturing Trade Group React in Horror to Washington Insurrection

Trump supporters staged an insurrection at the Capitol Building in Washington, D.C.

The rioting that swept Washington, D.C. Wednesday triggered by President Donald Trump’s false and disproven claims of election fraud triggered a nationwide backlash with some of the most severe responses coming from groups that traditionally steer clear of electoral politics.

One of the harshest statements came from the National Association of Manufacturers which not only described the insurrection as an attack on “the vision of America,” but also called for the use of the 25th Amendment, which could lead to an immediate removal of Trump from the role of president.

“This is not the vision of America that manufacturers believe in and work so hard to defend,” said Jay Timmons, NAM’s president and CEO. “We are trying to rebuild an economy and save and rebuild lives. But none of that will matter if our leaders refuse to fend off this attack on America and our democracy — because our very system of government, which underpins our very way of life, will crumble.”

(Trump attacks GM, demands it move Chinese manufacturing operations “back to America.”)

The trade group’s statement also stressed that the rioting – which culminated in a mob takeover of the U.S. Capitol – “is not law and order (but) mob rule.” And it called Vice President Mike Pence to “seriously consider” calling on the Trump Cabinet “to invoke the 25^th Amendment to preserve democracy.”

Adopted Feb. 10, 1967, the 25^th Amendment covers issues related to presidential succession and incapacity. Among other things, it allows for a sitting president to be removed, either temporarily or permanently if deemed unable or unwilling to perform the duties of the office.

But it requires the vice president and a “majority of either the principal officers of the executive departments or of such other body as Congress may by law provide,” to declare in writing the president is “unable to discharge the powers and duties of his office.”

Were Section 4 of the amendment invoked, Vice President Pence would immediately become president, though only until President-elect Joe Biden were to be sworn in on Jan. 20.

In conversations with TheDetroitBureau.com, officials with several automakers expressed similar concerns about what could happen should Trump remain in office during the next two weeks, escalating his efforts to reverse the results of the November election. On Tuesday afternoon, the president told his followers gathered in Washington, including members of the white supremacist group Proud Boys, to go home. But he also praised them and further escalated his claims that the election was stolen.

Shortly afterwards, Twitter announced a 12-hour ban on posts by the president.

A Trump supporter carrying a Confederate battle flag wanders the Capitol Building. (Photo courtesy NBC News.)

(As Biden’s new Transportation chief, “Mayor Pete” will face massive list of automotive challenges.)

With so much at risk, automakers tend to avoid direct involvement in politics. Ford, General Motors and Toyota have all come in for beatings from the Twitter-loving Trump since he launched his campaign and captured the White House more than five years ago. But all three also, as an official with one company said on background, “felt it necessary to speak out” in light of the Wednesday riots.

“The peaceful transition of power is a cornerstone of American democracy, and regardless of politics the violence at the U.S. Capitol does not reflect who we are as a nation. It’s imperative that we come together as a country and reinforce the values and ideals that unite us,” said GM Chairman and CEO Mary Barra in a statement to TheDetroitBureau.com.

With similar sentiments, Toyota said in a statement requested by TheDetroitBureau.com: “Lawlessness has no place in our society. Toyota urges everyone to demonstrate restraint and patience, and allow for the peaceful transfer of power that is the hallmark of our country. Tomorrow is a brighter day and democracy will, and always has, prevailed.”

The timing of Wednesday’s terrorist assault on the Capitol was no coincidence. It was intentionally planned to disrupt the Constitutionally mandated counting of the Electoral College votes that would complete the presidential election process and officially name Joe Biden the incoming president.

“On a day which should be a reaffirmation of one of the most important democratic ideals, the peaceful transition of power stemming from a free and fair election, we saw actions that are the antithesis of those ideals. Beyond the physical damage to our Capitol and the attacks on public servants, these were destructive acts against our shared principles and beliefs,” Ford Chairman Bill Ford and CEO Jim Farley said in a joint statement sent to TheDetroitBureau.com.

“There are no easy lessons to learn from this moment. It is clear that there will be more difficult days ahead as our country tries to overcome the things that challenge and divide us: a public health crisis, the lack of faith in public institutions, and a fractured sense of what we value as Americans.

“These problems can and must be resolved,” the two executives stressed.

(Trump attacks Ford after it agrees to a clean car deal with California.)

After a roughly eight-hour delay, during which rioters ransacked the offices of some lawmakers, including House Speaker Nancy Pelosi, the counting of the Electoral College votes resumed.

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Japan Joins Growing List of Countries Set to Ban Sales of Gas-Powered Vehicles

Japanese Prime Minister Yoshihide Suga supports the move to ban the sale of non-electric new vehicles staring in 2035.

Despite strong pushback from the country’s largest automaker, Japan has announced plans to halt the sale of vehicles relying solely on internal combustion engines after 2035.

The move means the Asian nation will join a growing list of countries planning to phase out vehicles powered by gas or diesel, including both the United Kingdom and Norway. A number of other countries, including France and Germany, are considering similar bans.

Vehicles with internal combustion engines won’t be banned entirely. Automakers will still be able to market hybrids in Japan, regulators ruled. Even so, the plan released on Christmas Day was a significant victory for Japanese environmentalists considering it was strongly opposed by key industry leaders, including Toyota President Akio Toyoda who warned earlier this month that a broad shift to electric vehicles could cause the auto industry’s traditional business model “to collapse.”

(Toyota boss Akio Toyoda remains EV skeptic.)

Akio Toyoda, Toyota’s top officer, is against the ban.

As the head of Japan’s largest and most powerful company – and in his role as the head of the Japan Automobile Manufacturers Association – Toyoda hoped to convince regulators to back off on the proposed ban. But it had widespread backing from other quarters, including Japan’s new Prime Minister Yoshihide Suga.

In October, shortly after assuming his post, Suga had pledged to cut Japan’s carbon dioxide emissions to net zero by 2050 while indicating he supported a shift to battery-powered vehicles.

Global sales of electrified vehicles remain modest, running in single digits in all but a handful of markets, even when including hybrids, PHEVs and fuel-cell vehicles, as well as pure battery-electric vehicles. But demand is expected to increase sharply as key obstacles, such as range, cost and public charging, are addressed. It also will help that scores of new BEVs are scheduled to go into production in the coming years, proponents say.

While Japanese automakers were pioneers with their early push to bring hybrids to market, “Japan is very far behind” in terms of developing more advanced products relying solely on battery power, Masayoshi Arai, an official with the country’s

Nissan is one of a few Japanese automakers dedicating resources to a move to EVs.

Ministry of Economy, Trade and Industry, said last week.

Toyota only recently introduced a BEV model in Europe, though it has announced plans to add two more – one through the flagship Toyota division, a second under the Lexus badge. It also this month revealed an all-electric microcar targeting the Japanese home market. Only the Nissan and Mitsubishi brands, among Japanese automakers, have committed significant resources to the development of pure battery-electric vehicles and, even then, they have fallen behind key foreign rivals in terms of bringing new products to market.

(Toyota hopes to boost interest in hydrogen tech with second-generation Mirai.)

Toyota officials have, throughout the years, pointed to numerous concerns about BEVs, including their cost, limited range and other obstacles to widespread consumer acceptance. For his part, company chief Toyoda said this month that he feared a switch to all-electric models would seriously disrupt the classic automotive industry business model. He also raised questions about whether Japan’s electric grid could supply the needed energy — and, if it did add the generating capacity, he warned, that could actually increase the country’s reliance on fossil fuels.

With the debut of the 2021 Mirai fuel-cell vehicle, Toyota’s hoping to spur interest in the tech again.

For his part, Japan’s new prime minister is downplaying such concerns and said that efforts to address greenhouse gas production “should be tackled as a strategy for growth, not as a limitation on growth.”

Downplaying the need for new coal or natural gas plants, the plan released by the Japanese government would add up to 45 gigawatts of new offshore wind generating capacity by 2040.

With the Christmas Day announcement, Japan becomes the second member of the Group of Seven, or G7, to lay out specific plans to ban non-electrified vehicles.

The UK originally had planned to do so by 2040 but now has pushed that target date up to 2030. Like Japan, its ban will continue to permit the sale of hybrids – but only through 2035, at which point only pure, zero-emissions vehicles will be able to be sold in Great Britain. That will include both BEVs and hydrogen fuel-cell vehicles.

Despite its reticence about EVs, Toyota rolled out a new battery-electric car Dec. 25: the C⁺pod.

A handful of other countries, including Norway, have also laid out ZEV transition plans. So have some states and regions – including California and the Canadian province of British Columbia. A number of cities, such as London, Paris, Berlin and Mexico City, plan to bar vehicles not running in zero-emissions mode, meanwhile. China, meanwhile, has laid out plans to have “New Energy Vehicles,” plug-based models, reach 20% of the market by 2025. It is considering a total ban at a later date.

(Britain to ban sale of all new gas and diesel cars by 2030.)

With most of the country’s automakers reluctant to bring plug-based models to market, demand has grown far more slowly than in many other major regions. The Ministry of Economy, Industry and Trade noted that consumers purchased only 6,000 PHEVs and BEVs during the third quarter of 2020. By comparison, demand tripled in Europe to 270,000 – all-electric models accounting for roughly three-quarters of Norwegian sales. China, meanwhile, is expected to again top 1 million plug-based models for all of 2020.

Like What You Drive and How it’s Equipped? Thank the Military

The new Jeep Wrangler hybrid is the latest descendent of the original Willys-Overland MA.

Americans can take some things for granted, particularly how much our armed forces contribute to our health and well-being on a daily basis. Typically, it’s military’s technology needs that lead to breakthroughs in consumer products, like M&Ms and Cheetos.

Correspondingly, if you love driving your sport-utility vehicle with satellite navigation on a touchscreen while wearing aviators, thank the military. A surprising amount of what we take for granted in our cars, trucks and SUVs originated somewhere in the world as a military RFP.

So let’s march back in time, shall we?

Sport-utility vehicles

Regardless of which SUV you drive, they all owe their existence to the U.S. military. In July 1940, they put out an RFP for a “light reconnaissance vehicle” that would weigh less than 1,300 pounds, have a wheelbase of less than 75 inches, measure less than 36 inches tall, employ four-wheel drive with a two-speed transfer case and could carry 600 pounds. Its body must be rectangular, have a fold-down windshield, three bucket seats, and blackout and driving lights. Ok, the weight target was later revised, but otherwise, the proposal became the Willys-Overland MA, known today as the Jeep, a vehicle whose character now overshadows the entire automotive industry.

(Ford hypes Mach-E, taking it on “Electric-Vacation.”)

Navigation systems, like Hyundai’s on this 10.25-inch display screen, came from the military.

CPUs

The central processing unit, or CPU, is the part of the computer that actuates software, and a typical new car contains between 25 and 50 of them on average, with luxury cars containing more than 100 in some cases. But the first digital, programmable computer was developed during World War II at the University of Pennsylvania as an electronic calculator to help the war effort. But it could hardly be considered a desktop PC. Weighing 30 tons, it occupied 40 cabinets with 18,000 vacuum tubes, 10,000 capacitors, 6,000 switches and 1,500 relays. And here you thought your laptop was heavy.

Satellite navigation system

That guidance your vehicle receives comes from global positioning satellites orbiting the earth, first developed bythe United States Navy, which built the first satellite-based navigation system in 1959 to track its Polaris nuclear submarines. Each satellite uses multiple atomic clocks, developed by a Columbia University professor in the 1940s, to calculate the time within 100 billionths of a second. Dubbed Transit, the system measured the Doppler shift in the satellite’s radio transmission as it orbited. This required prior knowledge of its orbit. Modern satellites do the reverse, transmitting their position form earth, for faster response.

(Auto workers move up in line for COVID vaccine.)

Capacitive touchscreens

The massive touchscreen on the Tesla Model Y is also born out of a military technology.

If you love the convenience of a touchscreen, thank the Brits. It was born in 1965 at the United Kingdom at the Royal Radar Establishment, the advanced research arm of Britain’s Air Ministry. The screen is actually multiple layers of glass and plastic coated with a conductive material. Touching the screen completes an electric circuit, commanding the operating system to respond. Initially used by air traffic controllers, it wouldn’t reach consumers until the arrival of the Hewlett-Packard HP-150 in 1982, a PC running MS-DOS on a 9-inch Sony touch-sensitive CRT. The first touchscreen in a car was unveiled three years later in the 1986 Buick Riviera.

Radar

New vehicle driver assistance safety features like automated cruise control use radar to add an extra edge of safety. Radar was developed as far back as 1888 by German physicist Heinrich Hertz, who discovered that radio waves could be transmitted and speed measured. But it was Christian Hülsmeyer, a German engineer, who took Hertz’s principles and attempted to sell radar to the German military in the early 1900s. They weren’t interested, but the U.S. Naval Research Laboratory in Washington, D.C. was. They began working with it in 1922. By World War II, radar was commonly used by the U.S. military to track ships and planes.

The 2021 Escalade has available Night Vision which helps instill confidence on night drives.

Night vision

Ponder the battlefield advantage of having devices that use infrared light to see where there is no light. Initially developed by the Germans in World War II, they were too unwieldy, despite magnifying light 1,000 times. After World War II, the U.S. Army worked with RCA for the next couple decades to develop night vision devices, which were used during the Vietnam War. But it wouldn’t be perfected until the 1990s, where they played a crucial role in Operation Desert Storm. First offered as an automotive option by Cadillac, it’s now a common option on high-end automobiles for navigating dark country roads and avoiding deer, not the Viet Cong.

(Volvo confirms small EV in the works.)

Aviator glasses

OK, it’s not a part of your car, but you might wear them while driving one. Now a fashionably classic design icon, aviator sunglasses were developed after test pilot Shorty Schroeder flew a biplane above 33,000 feet. Schroeder’s insulated goggles fogged, so he lifted them, only to have his eyes freeze over. Miraculously, Schroeder managed to land the plane. The incident shocked his friend, Lt. John Macready, who then worked with Bausch & Lomb to develop the glasses, which debuted in 1936 as Ray-Ban Aviators. The glasses were far lighter than goggles and featured green lenses that maximized vision by reducing glare.

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Chevrolet Charging into Electric Aftermarket with K5 Blazer Conversion for SEMA Show

Chevrolet will showcase a 1977 K5 Blazer converted to all-electric propulsion at SEMA360.

Crate engines have been wildly popular for decades with car enthusiasts, giving them a way to beef up stock vehicles. Chevrolet has a long history of offering these powerplants, but now is honoring that tradition with a modern twist: eCrates.

In fact, some of those doing electric conversions are using old EV1 motors, General Motors’ long-dead first attempt at electric vehicles. However, there are several options available for those looking to get the instant torque only an electric motor can provide while keeping those vehicles on the greener side.

At this year’s virtual SEMA show, called SEMA360, Chevy will be showing what it thinks can be done with their eCrate motors by revealing a 1977 K5 Blazer that has been converted to an all-electric powertrain. The setup used in the K5 Blazer-E should be available from the company sometime next year, pushing aside the aforementioned EV1-powered conversions.

(Chevrolet teases 2022 Bolt EV makeover — and new Bolt EV.)

“As GM introduces a new fleet of electric vehicles, it creates an exciting opportunity to bring EV technology to the aftermarket,” said Jim Campbell, GM U.S. vice president of Performance and Motorsports.

The K5 Blazer-E uses a Bolt EV electric motor, delivering 200 hp, paired with a Chevrolet Performance electronically controlled 4-speed automatic.

“Our vision is to offer a comprehensive line of Connect and Cruise systems from Chevrolet Performance – delivering a solution for every customer ranging from LSX V-8s to eCrate conversions,” Campbell said.

The K5 conversion uses a 60-kWh battery pack sitting the cargo area behind the driver and front-seat passenger to provide the power for a 200-horsepower electric motor as well as all of the necessary power inverters, converters and additional equipment needed to make it a fully functional 33-year-old vehicle — with an electric powertrain.

This isn’t the brand’s first foray into the eCrate conversion segment. It’s already done two other vehicles: an eCOPO Camaro in 2018 and an E-10 pickup last year. The efforts acted as development projects for the brand’s Electric Connect and Cruise electric vehicles. The converted vehicles also attracted plenty of attention.

“Minutes after Chevrolet showed the E-10 concept, customers started calling to ask how soon they could build their EV project,” said Russ O’Blenes, Chevrolet director of engineering, Performance and Racing, in a statement.

(Chevy squeezes 21 more miles out of Bolt battery for 2020.)

Power for the K5 Blazer-E is supplied by a 400-volt Bolt EV battery pack with 60 kilowatt-hours of usable energy installed in the cargo area.

Often vehicles SEMA are wild takes on the original machine, but the goal of the K5 conversion is to make it look as close to normal as possible. However, the upgrades are the latest technology offered by Chevy with 90% of the new parts coming from the Bolt EV.

Obviously, the first thing that had to go was the K5’s 175-hp 400 cubic-inch V-8, three-speed automatic, fuel system and exhaust. Aside from the previously mentioned 200-hp electric motor, Chevrolet Performance installed an electronically controlled four-speed automatic. The rest of the Blazer drivetrain is original, including the transfer case, driveshaft and axles.

The battery pack providing the juice to the system is a 400-volt Bolt EV battery pack. The system uses so many of the Bolt’s components, it retains many of the benefits of the system, such as shock protection, battery heating and cooling, battery-overcharge protection and even regenerative braking, GM engineers added.

Anticipating demand for these conversions, Chevy created a certification program for dealers and aftermarket companies. Performance vehicle stalwart Lingenfelter Performance Engineering is piloting the training and certification program. As part of that, they will get the tools and equipment needed to work with high-voltage systems and charging stations used by the vehicles, GM officials said.

The K5 Blazer-E gets special badging.

“The K5 Blazer-E demonstrates what is possible for customers who want to convert their vintage truck to a daily driver with the instant torque and unique driving experience of an EV. For customers who want more extreme performance, the modular eCrate system will have virtually limitless applications,” O’Blenes said.

(GM EV program charging ahead despite pandemic.)

As the program moves forward, GM will find ways to incorporate its Ultium batteries and supporting technology, the company noted. In addition to the K5 conversion, the brand is showing off several Tahoe and Suburban aftermarket performance parts at the show.

Joseph Szczesny contributed to this story.

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Ford, Honda Top Latest “Most Stolen” Lists

Ford and Honda topped the lists of U.S. auto thieves in 2019.

New statistics show that if you drive a Ford F-Series pickup, your vehicle is more likely to be stolen than any other.

The National Insurance Crime Bureau released its annual “Hot Wheels” report that chronicles annual trends in auto thefts using data from across the U.S.

Suffice to say, since the F-Series has been the best-selling vehicle in the U.S. for decades, finding it atop this list isn’t all that surprising. In fact, 38,938 F-Series trucks were stolen in 2019 with the 2006 model year being the most popular among car thieves.

(Auto theft fell 3.1% in 2018; California had most stolen vehicles.)

However, the most stolen vehicle in the U.S. last year was the 200 Honda Civic with 4,731 of them being swiped off the streets. The aforementioned 2006 Ford pickup finished third overall. Hondas have led the way both in terms overall thefts and specific thefts by model year for some time.

Ford’s “ascension” to the top spot overall is really a sign of the popularity of pickups as four full-size pickup models found their way onto the “Most Stolen” and “Top 10 Model, Makes and Years” list in 2019.

Following the Ford F-Series on the “Most Stolen” list was the Honda Civic, Chevy Silverado line-up, Honda Accord, Toyota Camry, Nissan Altima, Toyota Corolla, Dodge/Ram pickups, GMC Sierra line-up and Honda CR-V.

When it comes to the specific models, the 2000 Civic was followed by the 1997 Honda Accord, 2006 Ford F-Series, 2004 Chevrolet Silverado, 2019 Ram, 2001 CR-V, 2015 Altima, 2001 Dodge pickup, 2019 Jeep Cherokee/Grand Cherokee and 2018 GMC Sierra.

(Honda adds new tech, tweaks styling to keep 2021 Accord fresh.)

Although newer vehicles do have more built-in safeguards, it there’s one thing that these new lists make clear, those won’t stop a car thief from trying to – and successfully – steal your vehicle. In 2019, the top three model years stolen were 2018 vehicles (47,859 thefts), followed by 2019 models (45,188 thefts), and 2017 models (39,425 thefts).

The NICB offers suggests vehicle owners be proactive in the protection of the vehicles, employing common sense tactics, such as not leaving keys in vehicles, locking doors and parking in well-lit areas. The group also recommends having a warning device such as an alarm or other device to let potential thieves know the vehicle is protected.

It also recommends a device that can immobilize your vehicle to prevent thieves from hot wiring your car, kills switches, fuse cutoffs or wireless ignition authentication. Finally, the group says tracking devices can help limit the damage done to a stolen vehicle as police can track the vehicle to a location. Some of these devices will even let the owner do so.

Car thefts are on the decline after three years of increases from 2015 to 2017. In 2018, the number dropped 3.1% to 748,841 vehicles, according to FBI statistics. Final numbers for 2019 haven’t yet been released.

(Ford planning mid-2022 launch for F-150 EV.)

About $6 billion was lost to motor vehicle theft in 2018. The average dollar loss per theft was $8,407. Motor vehicles were stolen at a rate of 228.9 per 100,000 people in 2018, down from 237.7 in 2017. In 2018, 748,841 vehicles were stolen, down 3.1 percent from 772,943 vehicles in 2017.

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