Google,
like Xerox before it, has become so synonymous with its function that
the word has simply become a verb. We search Google for everything
from Pokémon Go to figuring out the name of an actor from a television
show from 1992, even though you can't remember the show's title. These
are the top 10 most popular automakers on Google.
Honda
Honda
beat out every other automaker to claim the Google crown in 2016. The
Civic was all-new for 2016 and was the most popular model on Google.
Mercedes-Benz
Mercedes-Benz
was the top-searched German automaker, and second only to Honda
overall. The all-new C300 was the most popular model on Google
Tesla
Despite
only selling two vehicles, Tesla was the third most popular automaker
on Google. That was most likely boosted by the hype surrounding the
upcoming Model 3, which was itself the most Googled Tesla.
Lamborghini
Lamborghini
may sell fewer models in a year than Honda does in a day, but the
storied Italian marque is still the fourth most popular automaker on
Google.
Volvo
Volvo
in the midst of a complete overhaul, with tons of new models hitting
the streets. The all-new XC90 was the most popular model.
Ford
Ford
was number six on Google's top searches this year. Focus, one of the
automaker's most popular models around the world, was the most commonly
searched vehicle.
Jaguar
People like searching for luxury vehicles, putting Jaguar at number seven. The aging XF still proved popular on Google search.
Bentley
Bentley,
the Volkswagen-owned British automaker, was number eight. Crossovers
and SUVs are selling more and more, so it should be no surprise that
people were searching for the Bentayga.
Maserati
Maserati
may only sell four models, but like Tesla it proves that you only need a
few big names to be popular on Google. The all-new Levante SUV was the
most popular Maserati.
Rolls-Royce
Rolls-Royce is second German-owned British automaker on the list. The uber-lux Phantom was the company's most popular model.
A
proposed nationwide class settlement will pay cash to about 105,000
Volkswagen owners and lessees who were affected by the 2.0L TDI
emissions fiasco. Total value of the benefits is up to $2.1 billion.
Subject to approval by two courts, the settlement gives eligible
class members the option to sell their vehicle back to Volkswagen or
terminate their lease without penalty. They can also choose to trade-in
their vehicle, or, if emissions modifications are approved by
regulators, they can keep their vehicle, have it modified at no charge,
and get an extended emissions warranty.
The agreement, reached in consultation with the Commissioner of
Competition in Canada, includes a $15 million civil administrative
monetary penalty for Volkswagen Group Canada.
"Volkswagen's primary goal has always been to ensure our Canadian
customers are treated fairly, and we believe that this proposed
resolution achieves this aim," says Maria Stenstroem, Volkswagen Group
Canada president and chief executive officer.
Included in the proposed settlement are these vehicles:
VW Jetta - 2009-2015
VW Jetta Wagon - 2009
VW Golf - 2010-2013, 2015
VW Passat - 2012-2015
VW Beetle - 2013-2015
VW Golf Wagon - 2010-2014
VW Golf Sportwagon - 2015
Audi A3 - 2010-2013, 2015
Detailed information about the options for settlement class members is available at www.VWCanadaSettlement.ca
Family rides among top cars owners keep 10-plus years
The
fact that the top 10 list of vehicles owners keep for at least 10 years
is made up entirely of models from Japanese automakers - many of which
of known for strong reliability - doesn't necessarily surprise Phong Ly.
No, the surprise to the iSeeCars.com chief executive: nine of the top 10 are either SUVs or minivans.
The domain of mom and dad, hauling kids around to soccer practice, piano recitals or school.
"They're primarily family vehicles, and you would think that after
having kids (and owning) these family vehicles for five, six, seven
years that you might want to get rid of them as quickly as you can,
given how dirty the car gets over time," Ly said in a phone interview
this week.
"So, it's a little surprising that these vehicles are actually still
being kept by the original owners," he said. "And perhaps partly it's
being kept for just memory's sake. And also, I think the fact that it's
still running well and it's reliable. It can get you from Point A to
Point B while carrying your family."
The only non-SUV/minivan on the list is the vehicle in the No. 2 spot: the Toyota Prius.
Thirty-two percent of original owners keep that car for 10 or more
years, according to the iSeeCars analysis of more than 2.5 million
vehicles.
Topping the list by a hair is the Toyota Highlander Hybrid, where 32.1 percent of owners keep it 10-plus years.
On average, 12.9 percent of all car owners kept their rides for 10-plus years.
The complete top 10 is as follows, based on percentage of original owners holding onto the car for a decade or longer:
1. Toyota Highlander Hybrid: 32.1 percent
2. Toyota Prius: 32.0 percent
3. Toyota Highlander: 29.0 percent
4. Toyota Sienna: 28.7 percent
5. Honda Pilot: 27.2 percent
6. Honda CR-V: 25.2 percent
7. Toyota RAV4: 24.9 percent
8. Subaru Forester: 24.2 percent
9. Lexus RX (hybrid): 24.1 percent
10. Honda Odyssey: 24.0 percent
Hybrids at top, too; rental & lease favorites at bottom
As the list shows, there are three hybrids that cracked the top 10, as well, including the top two.
"The conventional wisdom not so long ago was that they may not be
reliable vehicles. The Toyota Prius came out (in the United States and
globally) in, I think, 2000. But it's turned out that these hybrid
vehicles are one of the most highly rated cars. It's highly ranked by Consumer Reports.
It's out bored out by the metrics, the fact that the original owners -
this is not the second or third one; this is the original owner - are
holding on to these vehicles for so long," Ly said.
If you look towards the bottom of the list, the cars that have the
lowest percentage of owners keeping them for 10-plus years are commonly
rental cars and vehicles that are heavily leased, Ly said.
For instance, a Ford Taurus - a vehicle popular in rental and
commercial fleets - had just 5.6 percent of owners keep it for a decade,
he said. Or the heavily leased BMW 7-Series, where only 4 percent of
owners keep the ride for at least 10 years.
"Those markets favor cars that are only a few years old - 10 years
after these cars were first sold, chances are that they would be sold by
their second or third owners instead of their original owner," Ly said
in a news release.
Trends among most popular rides
If you look at the 10 most popular cars in the US, ownership trends
were quite varied. More than 20 percent of Toyota Camry owners keep
their vehicles for 10-plus years, while just 7.9 percent of Ford Mustang
owners do the same.
Likewise, iSeeCars points out that the most popular pickups were
either close to average (Chevrolet Silverado at 1500 at 13.9 percent) or
below average (Ram 1500 at 11.5 percent, Ford F-150 at 11 percent).
"Trucks are often used as heavy work vehicles, such as in
construction, and so are driven much more than a typical passenger car,"
Ly said in a news release. "Consequently, they may need to be replaced
earlier."
Nissan
Motor is expanding the role for its driverless technologies beyond
personal use by modifying an intelligent electric car to tow finished
vehicles around its Oppama plant in Japan. Dealers might well ask how
long it will be before a similar technology moves their inventory around
their own lots. Intelligent Vehicle Towing (IVT), a
fully, automated vehicle towing system, uses mapping and communication
technologies - and a modified Nissan LEAF - to tow trollies of finished
vehicles between loading and unloading points throughout the plant. No
special infrastructure is needed for the system to operate. The towing car is equipped with
cameras and laser scanners that detect lane markings, curbs and
potential obstacles or hazards around the vehicle. By cross-referencing
the information with map data, the towing car calculates its own
location and negotiates the route to its destination unaided. It travels
within factory speed limits and automatically stops if it detects an
obstacle or hazard, and sets off again when it determines that the road
ahead is clear. Driverless towing cars connect to a
central traffic control system, which can monitor location, driving
speed, remaining battery and operational status of each vehicle. Trial operations of the system began a
year ago. Nissan plans to continue testing the system at the Oppama
plant and look at the possibilities for implementation at other plants
both in and outside of Japan.
Hyundai re-launched its Genesis brand in Canada on
November 21, even though it didn't have a single physical dealership
location in place, reports The Truth About Cars.
Instead, the luxury automotive brand is bringing revolutionary, top-shelf service to potential buyers and new owners.
Genesis Motors plans to establish 30 standalone dealerships across
Canada after an initial ramp-up to some 17 dealerships in 2017, TTAC's Timothy Cain learned in a November interview with Chad Heard, senior manager of public relations Hyundai Canada.
The initial dozen-plus dealerships will be concentrated in key
cities including Vancouver, Toronto, Montreal, and, quite likely, Quebec
City. A later roll-out of another dozen or so dealerships will bring
the fledgling luxury brand to Canadians living outside of major urban
centres.
Temporary "boutique retail locations" will be established in the
aforementioned cities before putting brick to mortar for permanent,
standalone dealerships.
In the interim before any dealerships are built, don't expect to
find your new Genesis G80 or G90 in the back corner of a Hyundai
dealership; nor should you expect to weave through rows of Elantras and
Santa Fes when kicking off a test drive. Genesis Motors has other plans.
As found on Genesis' new website,
one can schedule a "Genesis at Home Experience Drive" wherein a Genesis
Experience Manager - an employee of one of Hyundai Canada's
distributors - will drive to your home or office for a test drive, all
at your convenience.
Should you choose to purchase a new Genesis after your test drive,
maintenance will be equally as convenient thanks to "Genesis at Home
Service," wherein a loaner vehicle - and don't expect an Accent - will
be left at your home or office while your car is away for servicing.
Just arrange a time and pickup location that works for you, and leave the rest to Genesis service agents.
And the above is not a transient, disappearing perk; Genesis is
offering complimentary scheduled maintenance for five years or 100,000
km, whichever comes first. A comprehensive bumper-to-bumper warranty
matches this maintenance coverage for the same time and distance.
Complimentary map updates and premium roadside assistance are also included with every new Genesis purchase.
A new, simplified pricing strategy will show potential customers
all-in pricing, inclusive of all fees and charges. Thus, what you see
will be exactly what you pay when purchasing any new Genesis model.
Gaining market share in Canada's fiercely competitive luxury
automotive segment will be an uphill battle for the Korean automaker,
but it says it's in it for the long haul, and it doesn't expect
overnight success.
"Our focus is not on volume," said Heard of Genesis' sales strategy. "Our focus is on customer experience."
The upstart luxury brand's kid-glove handling of prospective buyers
and owners in addition to its ever-improving and competitively-priced
vehicle lineup follows a "build it and they will come" approach to
organic growth.
Since launching in Canada, Hyundai Motors has sold just shy of
10,000 Genesis vehicles and less than 500 Equus flagship sedans, but the
automaker believes part of this sluggish growth is due to its
dealership experience, which it's about to turn on its head.
Pricing for the new Genesis lineup will start at $54,000 for the
newly badged G80 (formerly known as simply the Genesis sedan) while the
top-of-the-line G90 (formerly badged the Equus) is priced at $87,000,
thus bringing the fight to key competitors including Audi, BMW, Lexus, and Mercedes-Benz.
Jaguar Land Rover patents facial recognition technology
Motorists could soon unlock the doors of their car simply by walking up to it and taking a selfie.
Jaguar
Land Rover is developing technology that uses facial recognition and
gait analysis to detect when owners of its vehicles approach, to open
the doors for them.
Details
have been revealed in a recently published patent application by Jaguar
Land Rover, but it is unclear when the technology might become
available.
HOW WOULD IT WORK?
Two cameras on each side of the vehicle would be angled so the car could spot someone approaching from the front or from behind.
The
user of the vehicle must carry out a registration process which
requires them to record a still image of their face and a moving image
such as a hand gesture or their gait as they approach the vehicle.
The
video of a person walking towards the car would then be compared to
these original images using gait or movement recognition technology.
A
second picture would be taken when the user was standing next to the
car and facial recognition software would compare this to images stored
on the car's computer.
If they match the car would then unlock the doors.
Cameras
mounted under the windows of the doors would capture both video and
still images of someone walking and standing by the car, comparing them
with those saved on its computer.
If they match the car will unlock its doors and open them.
It
could save drivers the hassle of having to dig out their key when
approaching their car and even make it easier if they are laden down
with bags of shopping.
Details of the technology were revealed in a recently published patent application by Jaguar Land Rover.
It
describes how the two cameras on each side of the vehicle would be
angled so the car could spot someone approaching from the front or from
behind, like if they were walking along a pavement, for example.
The
patent states: 'The user of the vehicle must carry out a registration
process which requires them to record a still image of their face and a
moving image such as a hand gesture or their gait as they approach the
vehicle.'
The
video of a person walking towards the car would then be compared to
these original images using gait or movement recognition technology.
A
second picture would be taken when the user was standing next to the
car and facial recognition software would compare this to images stored
on the car's computer.
If they match the car would then unlock the doors.
Jaguar Land Rover's patent also describes how the system could work with wireless key fobs to add extra security.
Human drivers will bully robot cars, says CEO of Mercedes-Benz USA
Dietmar Exler, chief executive of Mercedes-Benz USA, is often asked why it's taking so long to develop self-driving cars.
It's not technology, he tells them. That's advancing fast.
It's
not insurance and liability issues. "I do believe in lawyers," he said.
"I'm a lawyer myself. We will solve these issues out."
It's not
customer acceptance. As soon as someone rides in a car that can drive
itself in bumper-to-bumper traffic, a convert is created, he said. "Who
would argue that it's fun to be out on the 10 between 5 and 6 p.m. on a
weekday?
"The real issue," he said, "is humans."
The coexistence of human drivers and robot cars, to be precise. It's not clear yet how well that will go.
Speaking
at AutoConference LA, an event that runs at the same time as the L.A.
Auto Show and that is co-hosted by J.D. Power and the National
Automobile Dealers Assn., Exler said even if completely driverless cars
were available now, they'd be sharing the road with traditional cars for
20 to 25 years.
Some people are afraid of robots taking over. Exler is worried that humans will "bully" driverless cars.
Human
drivers already speed, drive erratically and cut in line. Driverless
cars will be programmed to be polite and follow the law.
When
someone tries to cut in line at a traffic merge, humans won't let them
in. But a driverless car will be programmed to stop when it sees an
obstruction - like a line cutter. "They'll look for the autonomous car
and that's where they'll cut in," he said.
Theoretically, robot cars could be programmed to be more aggressive, but he doubts regulators would allow that to happen.
Still,
Mercedes-Benz is moving full speed ahead on semi-autonomous and
driverless cars. The company was worried that its customers, who tend to
love driving nice cars, would resist.
Market testing showed
otherwise. Exler talked about a 72-year-old SLS AMG owner. He said he'd
never use driverless technology because it would be "boring."
But
when he got a ride in a driverless S500 Mercedes in a Silicon Valley
test zone, his response, according to Exler: "I will buy this car right
now. How much do you want for it?"
The results are in, and we can now say that starting in January, Donald Trump will be the President of the United States.
While there were many issues that were debated and disputed during
this election, the auto industry has many challenges ahead, and how
Trump handles them will widely affect the industry.
General Motors CEO Mary Barra said that the auto industry is facing
"more change in the next five to 20 years than it has in the last 50."
David Cole, director-emeritus of the Center for Automotive Research
said that the election is "really, really important" for the industry.
But why?
Economic growth, trade, technology, and regulations are all
challenges that Donald Trump will face while he is the President. And
the outcomes of each of these areas will have a major affect on the
state of the industry. Economic Growth
The auto industry plays a large part in the US economy, which
unfortunately is growing at a snail's pace, according to experts. There
are discussions about companies like Ford who have moved production out
of the United States, something Donald Trump has been adamantly against.
Perhaps having him in office would entice manufacturers to localize
production, creating jobs and improving cost position. Trade
For the auto industry in particular, economic health goes hand in
hand with trade. While localizing production may be helpful for the
economy, experts like Professor Marina Whitman from the University of
Michigan, warn that limiting free trade could potentially hurt the
industry. How will Donald handle trade negotiations, and would taxing
manufacturers who have moved production outside of the US have a
negative impact on trade? Regulations
With a win for Donald Trump, automotive leaders are now expecting
rollbacks on strict regulations set up in previous years. Trump senior
policy advisor John Mashburn released a statement earlier in the
election saying "The Trump Administration will complete a comprehensive
review of all federal regulations. This includes a review of the fuel
economy and emissions standards to make sure they are not harming
consumers or American workers." Technology
President Obama was particularly interested in industry safety
lapses, and promoted a shift towards higher-tech safety systems. Will
these types of high-tech requirements continue, or will there be a shift
towards other types of technology? With continuing tech changes, Trump
will have to consider infrastructure, roads, and mass transit. There
will also be the discussion of unskilled laborers versus automation, and
the need for both in coming months and years.
One thing is certain however, with the election over and the next 4
years ahead, only time will tell exactly what will happen to the auto
industry.
Volkswagen And Toyota In Neck-And-Neck Race For Global Top Spot
Usually, when the leaves turn golden outside, the World's Largest
Automaker title is a foregone conclusion. This time, it's dramatically
different. Toyota and Volkswagen have produced nearly exactly the same
number of vehicles this year so far, and the race remains wide open.
January through September, Volkswagen Group and Toyota Motor Co.
produced 7.609 million units across all their brands, data released by
the companies show. Officially, Toyota is ahead of VW by a mere 336
units, a fraction of a rounding error for companies that are used to
making 10 million cars per year, each.
Who might nose ahead in the final spurt? The stats are on
Volkswagen's side. VW is looking at a year-on-year growth of 2.4%, while
Toyota added only 1.2% to last year's January-September results. But
then, Toyota was behind Volkswagen in the first part of the year, and only edged ahead in August.
Would Volkswagen grab the title this year, it would reach a target
set by former Volkswagen CEO Martin Winterkorn who wanted VW to become
world's largest automaker by 2018. Winterkorn is gone, his Strategy 2018
has been scrapped and replaced by a more mallable Strategy 2025.
Number 3 General Motors is far behind the dueling giants.
What will the world of Wheels be like in 30 years?
Last
month, Toronto Star Wheels observed its 30th anniversary. Yes, hard as
it is to imagine, it's been 30 years since the late Dennis Morgan was
asked to create a section for the SaturdayStar in which all of the automotive advertising of the day could be accommodated.
Called
Wheels (after Arthur Hailey's 1971 novel about the automobile
industry), it was an instant success and there was soon as much
editorial content in it as there was advertising.
Over
those 30 years, this section traced the evolution of cars, trucks and
motorcycles. This column today is about where the world of Wheels might
be going in the next 30 years.
To
find out, I talked to two people involved in the retail sales industry
as well as a University of Ottawa professor who is an expert on
solar-powered EV charging stations.
First, Todd Bourgon, Executive Director of the Trillium Automobile Dealers Association (TADA):
Where are we going?
The
question mark for me is fuel. The next big thing was supposed to be
hydrogen, or propane or electricity. They're touting electricity now,
but we were touting hydrogen, propane, natural gas and other sources of
fuel 10 years ago and they went nowhere.
So, for me, the next 30 years will be waiting to see who invents the best way to fuel a vehicle.
Will there be as many dealers?
There
were concerns that we would see fewer. The reality is that, right now,
some manufacturers are adding more dealerships. There are people who say
the dealerships will diminish because people will buy cars online, but I
don't necessarily believe that, because if that was the case, they'd be
doing that now. People will want to see the car they're going to buy.
Dealerships have changed dramatically. Where do you see that going?
It's
all about the customer experience and realizing that customers have
choice - and making their experience in the dealership that much more
positive. At the end of the day, if you take your car in to be fixed,
it's going to cost you money. So, the idea is to give people a positive
experience, to not make it any worse for them.
I
see that trend continuing and growing. I see dealerships now that are
putting in cook counters, where you can have a full lunch. They have
Wi-Fi, work stations, printers so you don't have to miss time from work.
It's no different than the hotel industry, which is a
home-away-from-home environment. Dealerships are just reflecting that.
I see that growing. We've done a good job as an industry.
Next, I called Bob Redinger, President and General Manager of Ready Honda in Mississauga who writes the Dealer's Voice column for Wheels:
Where are we going?
I
see fractional ownership among millennials. They are either going to
own cars and sub-rent them out or they will just rent what they need.
But that will change once they have families and then the need (to own)
will increase, and I think you'll see a shift back to typical ownership
like we see today.
Dealerships have changed dramatically. Where do you see that going?
I
see a different model. Millennials are buying things like clothing
online, and they go to retailers to see the product, but then go home
and order it/them online. I see that happening in our industry.
You
will still have the service aspect, but that may change. It might be
that servicing will be done at the consumer's convenience. You will take
a mobile service to the consumer, and if it's something major, then you
bring the vehicle into the shop. The example I use is that you don't
take your washing machine in to have it fixed; somebody comes to fix it
at your house.
What will electrification do to the automobile industry?
I
see a mix. I see fuel cells and internal combustion. I think
electricity is just the catalyst to get the movement going in that
direction. I don't think it's the end game. It's not viable.
Autonomous
cars? I see driver-aided cars, but I don't see them being completely
autonomous. There is too much to rely on, starting with the system in
the car itself. What if it fails? It's a skill to be able to drive. Do
you want to lose that skill? I don't think so.
There
is something positive about autonomous cars, though. They will be great
for older generations. There won't be restrictions if you're 85 or 90 -
you can still own a car and not have to worry.
Last, I talked
to Prof. Hussein Mouftah, Canada Research Chair and Distinguished
University Professor, School of Electrical Engineering and Computer
Science, University of Ottawa.
Where are we going?
There will be more electrification of cars, whether they are taxis or shared cars. Buses will also be electrified.
More
than 75 per cent of vehicles will be electrified. But not all of them
will be autonomous because some people will still like to drive. I would
suggest 30 to 40 per cent of vehicles in the next 30 years will be
autonomous.
People who do not like to drive will participate in shared-car networks.
What will electrification do to the automobile service industry?
There
will be a changing of skills and manpower. When automation was
introduced, we were concerned that jobs would disappear. But the jobs
did not really disappear; they just changed in nature. We have seen the
Internet. There were fears that some jobs would disappear but it turned
out that other jobs were created and people are now working in the
Internet industry.
Jobs will be created according to the change of technology - the advancement of technology.
Will there be fuels other than electricity?
For
sure. We've been talking 75 per cent electrification, but hydrogen will
play a part, as will gasoline. However, if I compared the hydrogen
business with the electricity business, I would say electricity will
grow much faster.
What about batteries? They take up half the car these days
Batteries
will become smaller, and as they get smaller, the rate of
electrification will become that much faster. You might change the
battery instead of charging it. And if that happens, the batteries will
also be cheaper.
The Ontario government wants many more people to purchase EVs. Will the price of electricity go up for EV owners?
Not
necessarily. The government is encouraging people to buy EVs, and
that's why they have a rebate system. But those rebates may stop if a
large number of EVs are on the road. Perhaps the attention will then
turn to mass transit - buses and trains will be electrified. LRTs will
be completely electrified.
The Apple Car is Dead, as Efforts Shift to Software
Code named Project Titan, Apple's
highly secretive foray into building its own car is in a major tailspin.
According to Automotive News Apple has abandoned the project in favor
of developing a software-based
autonomous drive system. Apple insiders note a cataclysmic failure of
leadership at Project Titan, which has seen "hundreds" of team members
quit, fired, or reassigned.AN reports that Apple
executives have introduced a deadline of late 2017 for Project Titan to
demonstrate the capability of its autonomous drive system and settle on
the division's future. Although Apple is leaving open the possibility of
making a self-driving car, all evidence points to it developing
autonomous drive software that would be sold to automakers and other
third parties.
Despite enormous investments, a hiring spree, and
an ambitious target of early next decade, Project Titan hit numerous
snags by the end of 2015 after kicking off just one year before. Whether
its wary tech investors, executives and engineers jumping ship, or
supplier issues, Apple's self-driving car project has been on the rocks
more than it's been on the straight and narrow.
Investors
are reportedly wary of the auto industry's slimmer profit margins of
"well below 10 percent," compared to much more abundant return in the
tech world. Debates over strategy among management didn't help either,
nor did the exit of project head Steve Zadesky (formerly of Ford) in
early 2016. By May, new project chief Bob Mansfield, a "highly regarded
manager" responsible for the original iPad, put the kibosh on the Apple
Car. That move unsurprisingly did not inspire confidence, resulting in
the exodus of engineers in the following months. Two sets of layoffs, in
August and September, followed soon after. AN reports
that in addition to regulatory experts helping navigate the complicated
red tape of the auto industry, the remaining software engineers are
"working on autonomous programs, vision sensors, and simulators for
testing the platform in real-world environments."
It's unclear
when we'll know more, given the heavy veil of secrecy surrounding
Project Titan up to this point. If anything has become clear, however,
it's that developing an autonomous car is proving a whole lot more
complicated than the tech industry thought.
BMW expecting hybrid, EV sales boost within 10 years
BMW expects sales of its electrified cars to surge in the next decade as
the technology hits the mainstream, putting it in a race against Tesla and Mercedes Benz.
Plug-in hybrids and all-electric cars across the BMW and Mini
brands could account for between 15 and 25 per cent of sales in about
10 years, BMW CEO Harald Krueger said in an interview. To put it in
context, that's potentially more than half a million cars based on 2015
sales of 2.25 million vehicles, and compares with a 2 per cent share of
deliveries now.
"With more range and more infrastructure
being available, you'll see more electrified vehicles," Krueger said
during a visit to Los Angeles. "We need some time for this movement and
development, but it's nothing that'll go away."
Automakers are under pressure to sell more
battery-powered vehicles to make good on heavy investment in the
technology and meet tightening emissions regulation. Volkswagen, Opel
and Renault are among the European automakers readying models that can
drive several hundred miles on a single charge. Volkswagen's I.D.
concept - due to go on sale by 2020 - will have a range that's almost
twice as long as Tesla's upcoming Model 3.
BMW, which has an all-electric car and a
plug-in hybrid that make up its more environmentally friendly "i"
sub-brand, was one of the first European manufacturers to produce a
standalone electric vehicle. Last month, it unveiled plans for a battery
battery powered Mini and an all electric version of the BMW X3
crossover, indicating that the company considers the technology ready
for a mainstream rollout.
Luxury Rivals
After claiming the first-mover crown among
major carmakers, BMW's efforts slowed as limited driving range and high
costs made buyers wary. The i3, which came to market in 2013, costs
about $42,400. BMW also offers seven models with plug-in hybrid
technology, such as the 7 series and the i8.
As ranges improve and costs drop,
competition is intensifying. Mercedes-Benz, set to overtake BMW this
year as the world's best-selling luxury automaker for the first time in a
decade, predicts electric vehicles will account for as much as 25 per
cent of its deliveries by 2025. Mercedes plans to produce at least 10
all electric models by then, and is working on a coupe-style SUV that's
part of a new standalone sub-brand dubbed EQ.
European automakers are responding to the
threat posed by Tesla, which has proved that cars can be eco-friendly
and cool at the same time. The U.S. company is boosting output at its
California factory with the aim of making 500,000 vehicles a year by
2018.
Tesla's more established rivals have
emphasized plans to manufacture electric models on production lines that
also make cars with combustion engines, setting them up for a flexible
response to growing demand.
"Electric cars are very important for the
future - if you'd like to offer sustainable mobility solutions then you
need electrified products," said Krueger. "But in the next couple of
years you'll still have combustion engines."
Volvo will launch car-to-car communication in its top model line in
Europe before the end of the year, joining Mercedes-Benz and Toyota on a
shortlist of automakers offering systems that allow vehicles to
exchange information, giving the driver advanced warning about poor road
conditions or obstacles further ahead.
The Swedish automaker earlier this month released details on its of
its cloud-based solution at the launch of the new V90 Cross Country,
which it just one of the models that will offer the technology.
"All vehicles in the 90 series - the S90, V90 and XC90 -- will be
equipped with it as of the end of this year," Volvo Senior Vice
President for r&d Peter Mertens told Automotive News Europe.
Mercedes announced in January that the E class would be its first
series-production model with fully integrated car-to-car communication.
Mercedes' system is already active in combination with the Comand Online
infotainment system and is available in 20 European markets, the U.S.
and China.
Mercedes' and Volvo's technology differs from the system that Toyota
debuted in the Crown last year in Japan. Variants of Toyota's midsize
luxury sedan that are equipped with its so-called intelligent
transportation system (ITS) transmit data between cars and the
infrastructure using a 760-megahertz frequency.
The Crown can "talk" with similarly equipped cars as well as receive
warnings sent by emergency vehicles and information about a traffic
light that is about to change from the transportation infrastructure. Slippery road ahead
Volvo's solution, which it co-developed with Swedish telecom company
Ericsson, will be able to send and receive warnings on slick roads and
other hazards.
The slippery-road alert is activated based on road-friction
information from the car's steering, braking and acceleration sensors.
The other warning is activated when the hazard lights are used,
giving connected motorists a pre-warning about oncoming problems or a
vehicle that is stuck in a dangerous position.
This image shows how Volvo's slippery road alert will function.
"We use a cloud-based system so we don't need to have a direct link
between the vehicles," Volvo CEO Hakan Samuelsson said while presenting
the technology. "It allows us to analyze the information and to look
for the ideal distribution to other cars." A data connection to the
internet in the car is required for the system to work. More countries, more rivals
Volvo's system is similar to the one Mercedes uses in the E class,
although Volvo executives say its solution uses a self-developed
protocol. Mertens added that the technology will become more useful over
time.
"Of course, it will be better when all cars are using a similar
system," he said. "We will introduce it in the coming generations of our
vehicles as well." Mertens added that the new system will be rolled out
in other countries but declined to elaborate.
Other automakers working on similar systems include Cadillac, Audi and Jaguar Land Rover.
Cadillac aims to launch car-to-car communication in some of its 2017
models sold in the U.S. Audi is offering the Q7 and A4 with
vehicle-to-infrastructure systems in so-called "smart cities" in the
U.S. that include Las Vegas, Nevada, and Seattle, Washington. Cars with
the system will display a countdown before a red light turns green and
also will offer a countdown showing when it is too late to get through
an approaching intersection before the light turns red.
Jaguar Land Rover will start real-time testing of car-to-car systems in the UK and in the U.S. city of Ann Arbor, Michigan.
Google has one goal: To make its cars fully autonomous. There is no in between, the company says.
Canadians would be willing to engage in some seriously
dangerous behaviour while at the wheel of semi-autonomous vehicles,
according to a new survey released Sept. 29. The Traffic Injury Research Foundation in partnership with the
Toyota Canada Foundation found some Canadians would nap, text, work and
even drink and drive behind the wheel of a semi-autonomous vehicle. In a statement, TIRF CEO Robyn Robertson called the results startling. "These findings underscored that drivers are not aware of their
continued role in the safety equation as these vehicles become
available," Robertson said. "Such misperceptions have real potential to negatively affect
driver behaviour and result in either unintentional misuse or abuse of
technologies that are able to assist drivers, but not replace them." Specifically, the survey found: Almost 25 per cent of drivers would drive tired or fatigued; 17 per cent would engage in a non-driving activity such as
texting, reading or working more than they do now; 10 per cent would be
more willing to sleep behind the wheel; nine per cent said they would
drink and drive. Expectations are high that even semi-autonomous vehicles will
dramatically reduce road crashes and produce a range of other benefits,
TIRF said. Technology misunderstoodCanadians will want to use semi-autonomous vehicles to drive
in bad weather, heavy traffic and poor road conditions, but these are
precisely the conditions under which automated technology is currently
most likely to fail, the agency warned. "The results of this poll demonstrated that the limitations of
automated vehicle technology are not well understood by the general
public," said Robertson, who was also the survey's lead researcher. The survey also found nearly one in six Canadians believe they
would not have to be attentive when driving a semi-autonomous vehicle or
even be prepared to take control of one unexpectedly. "This study tells us that we as an industry still have lots of
work to do when it comes to educating drivers about the capabilities and
limitations of the technology," Toyota Canada Vice-President Stephen
Beatty said in the same statement. "Some organizations will tell you
that automated vehicle technology is intended to replace the driver." All or nothingThat's precisely what Google is trying to do with its self-driving car project. Speaking at the Automotive News World Congress in Detroit in January, Google made it clear it wants nothing less than fully autonomous cars. Toyota did announce in April that it will open an "autonomous
vehicle research base" in Ann Arbor, Mich., in conjunction with the
University of Michigan. The automaker now has three such facilities in the U.S. All
have ties to elite universities specializing in artificial intelligence
and self-driving vehicles. Enhance, not replaceUntil Toyota develops its own autonomous car, it believes
there is plenty of room and demand for semi-autonomous vehicles right
now, as long as drivers use them wisely. "Our view is that advanced active safety technology is meant to
enhance a driver's control of their vehicle, but that it is not a
replacement for a knowledgeable and attentive driver," Beatty said. More vehicles on the road today than ever feature
semi-autonomous technologies like lane-keeping and forward collision
warning systems. by: canada.autonews.com
Self-Driving Cars Gain Powerful Ally: The Government
WASHINGTON
- Federal auto safety regulators on Monday made it official: They are
betting the nation's highways will be safer with more cars driven by
machines and not people.
In
long-awaited guidelines for the booming industry of automated vehicles,
the Obama administration promised strong safety oversight, but sent a
clear signal to automakers that the door was wide open for driverless
cars.
"We
envision in the future, you can take your hands off the wheel, and your
commute becomes restful or productive instead of frustrating and
exhausting," said Jeffrey Zients, director of the National Economic
Council, adding that highly automated vehicles "will save time, money
and lives."
The
statements were the most aggressive signal yet by federal regulators
that they see automated car technology as a win for auto safety. Yet
having officially endorsed the fast-evolving technology, regulators must
now balance the commercial interests of companies including Tesla,
Google and Uber with concerns over public safety, especially in light of
recent crashes involving semiautonomous cars.
The
policies unveiled on Monday were designed to walk that line. In a joint
appearance, Mr. Zients and Anthony Foxx, secretary of the United States Department of Transportation,
released the first guidelines, which outlined safety expectations and
encouraged uniform rules for the nascent technology. The instructions
signaled to motorists that automated vehicles would not be a Wild West
where companies can try anything without oversight, but were also vague
enough that automakers and technology companies would not fear
overregulation.
The
new guidelines on Monday, which stopped short of official regulations,
targeted four main areas. The Department of Transportation announced a
15-point safety standard for the design and development of autonomous
vehicles; called for states to come up with uniform policies applying to
driverless cars; clarified how current regulations can be applied to
driverless cars; and opened the door for new regulations on the
technology.
Regulators Step In as Companies Bet Big on Self-Driving Technology
Both Silicon Valley and Detroit are doubling down on their bets for autonomous vehicles.
Tech
companies and automakers are investing heavily in self-driving
technology, including Ford, Google, Volvo, Tesla and BMW, among others.
There is a range of technologies already in use for fully and semi-autonomous driving, including some that use lasers.
A
Barclays analyst predicted recently that once autonomous vehicles
become widely used, auto sales could fall as much as 40 percent.
Proponents say
autonomous driving would reduce the number of people killed in traffic
accidents. Last year, with nearly 40,000 auto-related deaths in the
United States, was the deadliest since 2008.
There have been safety
concerns around the budding technology. A man was killed in May when his
Tesla, in Autopilot mode, crashed into a tractor-trailer on a Florida
highway.
The
15-point safety assessment covers a range of issues, including how
driverless cars should react if their technology fails, what measures to
put in place to preserve passenger privacy, and how occupants will be
protected in crashes. The points also include how automakers should
approach the digital security of driverless vehicles, and how a car can
communicate with passengers and other road users.
The
agency also urged driverless-car manufacturers to show how their
technology is validated and how they would share data collected by the
vehicles. The Department of Transportation also said it would assert its
authority to recall semiautonomous and fully autonomous vehicles that
it found to be unsafe.
But the guidelines weren't nearly as specific as the safety requirements imposed on standard human-driven vehicles today.
"We
left some areas intentionally vague because we wanted to outline the
areas that need to be addressed and leave the rest to innovators," said
Bryan Thomas, a spokesman for the National Highway Traffic Safety
Administration.
Driverless
and semiautonomous cars have already hit the open roads, forcing
regulators to keep up. Tesla, the electric car
maker, has sold tens of thousands of cars with a self-driving feature
known as Autopilot. The company has been grappling with the fallout from
the death in May of a Florida driver who had the car's Autopilot on, as
well as a report last week of another crash in China where the
technology was apparently turned on.
Tesla
plans as soon as this week to download new software to its cars. The
company's chief executive, Elon Musk, has said the new software would
include improvements to Autopilot that could have avoided the fatal
accident in May.
Uber, the ride-hailing giant, began trials in Pittsburg last week to let its most loyal customers order rides from driverless
cars through their smartphone app. Google has been testing self-driving
cars in its hometown, Mountain View, Calif., and rivals including Apple
are also exploring similar technology.
The
federal government's embrace of driverless technology has accelerated
since 2013. That year, the Obama administration waded cautiously into
driverless car safety for the first time by issuing some definitions for
the technology and pledging more safety research. By early this year,
the president had wholeheartedly taken to the technology, proposing
about $4 billion in the federal budget for driverless car research and development over 10 years.
On Monday, President Obama published an edetorial in The Pittsburgh Post-Gazette about self-driving cars, saying they
could save tens of thousands of lives a year and that the new policy is
"flexible and designed to evolve with new advances."
Last
year, there were nearly 40,000 deaths in the United States from
auto-related accidents, the deadliest for automotive-related deaths
since 2008 and the largest year-over-year percentage increase in 50
years, according to the National Saftey Council.
Karl
Brauer, senior editor at Kelley Blue Book, an auto research and
valuation company, said the new guidelines struck a balance between
ensuring safety as automakers develop self-driving cars and making sure
the introduction of lifesaving technology is not delayed unnecessarily.
"We
are in this weird transition," Mr. Brauer said. "It's a tough balance
for the regulators. You want to get this technology out, but you don't
want to move too quickly."
Currently,
driverless cars face a patchwork of state regulations. In the last
three years, about a dozen states have introduced laws that specifically
address testing of driverless vehicles. Most laws require a licensed
driver to be in the car.
Mr.
Foxx said states would continue to regulate the licensing of drivers
and insurance. But he affirmed the agency's oversight of the software
technology used in driverless cars.
"What we are trying to do is avoid a patchwork of state laws," Mr. Foxx said.
The federal guidelines were welcomed by auto manufacturers. Ford, which is targeting fully autonomus vehicles by 2021 for
ride-sharing, said in a statement that the guidance "will help
establish the basis for a national framework that enables the safe
deployment of autonomous vehicles. We also look forward to collaborating
with states on areas that complement this national framework."
Google,
Uber and Lyft, through a trade association in which they are members,
also hailed the guidelines. "State and local governments also have
complementary responsibilities and should work with the federal
government to achieve and maintain our status as world leaders in
innovation," said David Strickland, general counsel for the trade group,
Self-Driving Coalition for Safer Streets.
Consumer
advocates said they were encouraged that the government's efforts would
advance safety laws and pressure companies that have operated largely
in secret. But the groups also said the guidelines might result in
weaker state laws.
"What
I fear is that there are some really good state regulations that might
get tamped down or pre-empted," said John Simpson, a director at
Consumer Watchdog, a nonprofit group that has pushed for greater federal
enforcement of the industry.
Over
all, the government's endorsement will speed up the rollout of
autonomous cars, experts said, potentially within the next five years.
"It
helps companies by providing some cover. If a car crashes, courts may
look to these guidelines to help us determine what was reasonable and
not," said Bryant Walker Smith, a professor at the University of South
Carolina.
Large
automakers in particular have made big strides in the technological
development of driverless cars but have been wary of introducing those
features too quickly without the backing of federal regulators.
"Big
companies love certainty and targets that they need to aim for," said
Brad Templeton, a consultant and publisher of Robocars.com
According to new Aon data, one of the big consequences of self-driving
cars' life-saving capabilities, could be big money savings in the form
of lower insurance premiums. The Global Insurance Market Opportunities
Report, published Monday, suggests that even if uptake is slow, by 2035,
there could be enough autonomous cars on U.S. roads to cut insurance
premiums by 20 per cent compared with current levels.
And, if autonomous cars become the norm by 2050 (that's the model that Aon is working with) premiums will be 40 per cent lower.
"Adoption of autonomous vehicles will of course be affected by many
variables," said Paul Mang, CEO of Aon Analytics. "However, we as an
industry need to act quickly to ensure that we have the products
available to align to the new paradigm."
Aon's research predicts that there could be an 81 per cent drop in
insurance claims frequency once self-driving really hit the road.
However, that could be offset by an increase in repair costs -- radar
and laser sensors are very expensive to replace.
Consumers may be warming to the idea of self-driving cars, but even
recent studies on the subject show that people still aren't completely
convinced by the benefits of autonomous vehicles.
A March study from JD Power of 7,900 US adults found that only young
drivers (56 per cent) are ready to actively embrace and put their trust
in the concept. Just 23 per cent of Baby Boomers (the biggest car
buyers) have faith in the technologies.
Aon's data could change this as it appeals to the public's purse
strings, rather than their heart strings, particularly those of older
drivers. However there are still ethical issues to overcome.
A research paper published in the journal Science in June, found that
consumers believe a self-driving car should sacrifice its driver in
order to save 10 pedestrians, unless it's their car, of course. Then it
should protect their life at all costs.
Therefore, clarity is key according to Thatcham, the U.K. insurance
industry-funded automotive research center. It is calling for a
simplification of the language around self-driving car systems.
"Keeping things simple and clear is paramount," said Peter Shaw, Chief
Executive of Thatcham Research. "There is still much work to be done by
legislators and the automotive industry to give drivers absolute clarity
and confidence around what automated driving systems are capable of
doing and under what circumstances they can be used."
Yet it also says that drivers will have to take responsibility for
actions, and a list of strict rules relating to what they will and won't
be allowed to do when behind the wheel of an autonomous car should be
created.
Like a new smartphone, your car may soon get regular software updates to fix problems, improve performance and add new features.
By
2022, more than 200 million vehicles around the world will be able to
get over the air software updates according to ABI Research, a company
that studies technology trends. Nearly one-third of the defects that
lead to recalls might be fixed with an over-the-air software update,
resolving problems without an inconvenient trip to the dealership and
saving automakers up to $6 billion a year.
"Streaming updates to
cars is going to be a big play for the auto industry," said Scott Frank,
marketing vice president of Airbiquity, a Seattle-based company
specializing in connected-car services. "It's central to a lot of new
things we're working on.
"Phones and TVs are already updateable. Your car will be, too."
The
number of features that can be affected will surprise you. The first
steps will include connecting to the cloud for entertainment and
security functions, but Frank says nearly every aspect of how vehicles
operate will be affected.
Many updates that now require a trip to
the dealer for a software flash - Hyundai's addition of Apple CarPlay to
cars it had sold, for instance - will be handled by beaming new
software to the vehicle. Software-only recalls - ideal candidates for
streaming updates - affected 3.3 million vehicles in the U.S. last year.
That's nearly a five-fold increase from 2014, a trend likely to
continue as vehicles add more software and electronics.
Updates will include fixes, new security to keep up with would-be hackers, and adding features.
"Adding
features and improving performance post-purchase is a game-changer for
the industry," Frank said. Potential examples include new transmission
programming to increase fuel economy, updated navigation information,
and new infotainment apps.
New software and data management
The service will also make new levels of service and repairs possible.
Let's say you run over a nail. You see an inconvenience, but Frank sees an opportunity to build customer loyalty.
"First,
the car sends a warning message that you're losing tire pressure," he
said. "The car could look for nearby service dealers and centers,
download coupons, make an appointment and tell you that service is
waiting for you 20 minutes down the road,
"The car is made
intelligent by the data and analytics we can offer through the cloud,"
Frank said. "It improves your experience as an owner."
Vehicles capable of all that should be available by 2020, he said.
World's first self-driving taxis debut in Singapore
The world's first self-driving taxis began picking up passengers in Singapore starting Thursday.
Select
members of the public can hail a free ride through their smartphones in
taxis operated by nuTonomy, an autonomous vehicle software startup.
While multiple companies, including Google and Volvo, have been testing
self-driving cars on public roads for several years, nuTonomy says is
the first to offer rides to the public.
Its launch in Singapore is beating
ride-hailing service Uber, which plans to offer rides in autonomous cars
in Pittsburgh, by a few weeks.
NuTonomy
is starting small - six cars now, growing to a dozen by the end of the
year. The ultimate goal, company executives say, is to have a fully
self-driving taxi fleet in Singapore by 2018, to help cut the number of
cars on Singapore's congested roads. Eventually, the model could be
adopted in cities around the world, nuTonomy hopes.
For
now, the taxis only run in a 2.5-square-mile (6.5 square kilometre)
business and residential district called "one-north," and pick-ups and
drop-offs are limited to specified locations. Riders must have an
invitation from nuTonomy to use the service. The company says dozens
have signed up for the launch, and it plans to expand that list to
thousands of people within a few months.
The
cars - modified Renault Zoe and Mitsubishi i-MiEV electrics - have a
driver in front who is prepared to take back the wheel and a researcher
in back who watches the car's computers. Each car is fitted with six
sets of Lidar - a detection system that uses lasers to operate like
radar - including one that constantly spins on the roof. There are also
two cameras on the dashboard to scan for obstacles and detect changes in
traffic lights.
The testing time-frame
is open-ended, said nuTonomy CEO Karl Iagnemma. Eventually, riders may
start paying for the service, and more pick-up and drop-off points will
be added. NuTonomy also is working on testing similar taxi services in
other Asian cities, the U.S. and Europe, but he wouldn't say when.
"I don't expect there to be a time where we say, 'We've learned enough,"' Iagnemma said.
Doug
Parker, nuTonomy's chief operating officer, said autonomous taxis could
ultimately reduce the number of cars on Singapore's roads from 900,000
to 300,000.
"When you are able to take
that many cars off the road, it creates a lot of possibilities. You can
create smaller roads, you can create much smaller car parks," Parker
said. "I think it will change how people interact with the city going
forward."
NuTonomy, a 50-person company
with offices in Massachusetts and Singapore, was formed in 2013 by
Iagnemma and Emilio Frazzoli, Massachusetts Institute of Technology
researchers who were studying robotics and developing autonomous
vehicles for the Defence Department. Earlier this year, the company was
the first to win approval from Singapore's government to test
self-driving cars in one-north. NuTonomy announced a research
partnership with Singapore's Land Transport Authority earlier this
month.
Singapore is ideal because it
has good weather, great infrastructure and drivers who tend to obey
traffic rules, Iagnemma says. As a land-locked island, the city of 5.4
million people is seeking creative ways to grow its economy, so it's
been supportive of autonomous vehicle research.
Auto
supplier Delphi Corp., which also is working on autonomous vehicle
software, was recently selected to test autonomous vehicles on the
island and plans to start next year.
"We
face constraints in land and manpower. We want to take advantage of
self-driving technology to overcome such constraints," said Pang Kin
Keong, Singapore's Permanent Secretary for Transport and the chairman of
its committee on autonomous driving.
Olivia
Seow, 25, works in startup partnerships in one-north and is one of the
riders nuTonomy selected, took a test ride of less than a mile on
Monday. She said she was nervous when she got into the car, and then
surprised as she watched the steering wheel turn by itself.
"It felt like there was a ghost or something," she said.
But
she quickly relaxed. The ride was smooth and controlled, she said, and
she was relieved to see that the car recognized even small obstacles
like birds and motorcycles parked in the distance.
"I
couldn't see them with my human eye, but the car could, so I knew that I
could trust the car," said Seow, who hopes to use the time freed up
during her commute, thanks to the technology, or use the service to help
her father get around town as he grows older.
An
Associated Press reporter taking a ride Wednesday saw the safety driver
step on the brakes once, when a car was obstructing the test car's lane
and another vehicle, which had appeared to be parked, suddenly began
moving in the oncoming lane.
Iagnemma
said the company is confident that its software can make good decisions.
The company hopes its head start in autonomous driving will eventually
lead to partnerships with automakers, tech companies, logistics
companies and others.
"What we're finding is the number of interested parties is really overwhelming," he said.
