Love it or hate it, Tesla has been responsible for helping to shape the tastes of automotive consumers over the past decade-plus. Over-the-air updates that add more features, an all-touchscreen human-machine interface, large castings, and hands-free driver assists were all introduced or popularized by Tesla's electric vehicles, prompting other automakers to copy them, mostly in the hopes of seeing the same stratospheric gains in their stock prices. But starting on Valentine's Day, if you want your new Tesla to steer itself, you'll have to pay a $99 monthly subscription fee.

Tesla currently offers a pair of so-called "level 2" partially automated driver assist systems. Autopilot is the older of these, combining Tesla's adaptive cruise control (Tesla calls this TACC) and lane-keeping assist (Tesla calls this Autosteer). FSD is the newer system, meant to be more capable and for use on surface streets and divided-lane highways. Although the company and Tesla CEO Elon Musk regularly tout these systems' capabilities, both still require the human driver to provide situational awareness.

But Autopilot has been under fire from regulators and the courts. Multiple wrongful death lawsuits are in the works, and after a high-profile loss resulting in a $329 million judgment against Tesla, expect many of these suits to be settled. Both the federal government and California have investigated whether Tesla misled customers, and in December, an administrative law judge ruled that Tesla indeed engaged in deceptive marketing by implying that its cars could drive themselves. The judge suspended Tesla's license to sell cars in California, a decision that the California Department of Motor Vehicles stayed for 60 days.

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Life as a startup carmaker is hard—just ask Lucid Motors.

When we met the brand and its prototype Lucid Air sedan in 2017, the company planned to put the first cars in customers' hands within a couple of years. But you know what they say about plans. A lack of funding paused everything until late 2018, when Saudi Arabia's sovereign wealth fund bought itself a stake. A billion dollars meant Lucid could build a factory—at the cost of alienating some former fans because of the source.

Then the pandemic happened, further pushing back timelines as supply shortages took hold. But the Air did go on sale, and it has more recently been joined by the Gravity SUV. There's even a much more affordable midsize SUV in the works called the Earth. Sales more than doubled in 2025, and after spending a week with a model year 2026 Lucid Air Touring, I can understand why.

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After a teaser campaign that included a world exclusive with Ars, Volvo has officially unveiled its next electric vehicle, the EX60. We already knew it would have up to 400 miles of range, according to the US EPA test cycle, and be capable of charging at rates of up to 400 kW. And we learned last week that the EX60 is packed full of powerful computer hardware from Nvidia and Qualcomm, enabling both advanced driver assistance systems and a new AI personal assistant. Today, we got full tech specs for the three different EX60 powertrain variants, as well as a pair of rugged EX60 Cross Country models.

P6, P10, P12

The entry-level version of Volvo's next midsize crossover is the EX60 P6. This is a single-motor variant, with 369 hp (275 kW), 354 lb-ft (480 Nm) on tap at the rear wheels. The 80 kWh (usable, 83 kWH gross) battery pack can charge at up to 320 kW and can take as little as 18 minutes to DC charge from 10 to 80 percent. The EX60 will also be the first Volvo model on sale in the US with a built-in NACS port. Range for the P6 version is 310 miles (490 km) when fitted with 20-inch wheels; subtract 10 miles (16 km) for the 21-inch wheels and 20 miles (32 km) for the 22-inch wheels. 0–60 mph (0–98 km/h) takes 5.7 seconds, and like all modern Volvos, the EX60 is speed-limited to 112 mph (180 km/h).

(Again, all range estimates are based on the US EPA test cycle; if you see different numbers online at non-US publications, those are using Europe's WLTP test.)

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Late last year, the National Highway Traffic Safety Administration opened yet another investigation into Tesla and its partially automated driver assist systems. This time it was about FSD (again), which has been the subject of more than 60 complaints to the regulator after Teslas operating under FSD either ignored red traffic lights or crossed into oncoming traffic. As part of the preliminary investigation, NHTSA's Office of Defects Investigation has asked Tesla for more information on the problem. This week, it told the automaker it could have a five-week extension on its homework.

To be fair to Tesla, NHTSA has asked for a comprehensive amount of information: a list of every Tesla produced and sold or leased in the United States, including whether or not that car had FSD and which version; cumulative data on how many US Teslas have FSD and how often it's used; and a list of all the customer complaints, field reports, incident reports, lawsuits, and other data related to FSD ignoring traffic laws.

For each incident involving a crash, Tesla must give NHTSA a summary of the incident, including "causal and contributing factors." Further questions require information on FSD use by crashed cars; any alert shown to the drivers; what work, simulation, or otherwise Tesla has conducted to ameliorate the problem; any modifications or changes to FSD hardware or software; an explanation of Tesla's theory of operation for traffic lights and stop signs; and Tesla's assessment of the problem.

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Today is a good day to watch television. That's because the first two episodes of Star Trek: Starfleet Academy hit the Paramount+ streaming service, becoming the newest addition to the long-running Star Trek franchise. It's set in the late 32nd century, 120 years after the burn that ended all warp travel, and with it, most of Starfleet in the process. Now that warp travel is once again possible—you'll have to watch Discovery's final three seasons for more on that—the Federation is putting itself back together, and that includes reopening Starfleet Academy.

That means this show is about young people in space, like Caleb Mir (Sandro Rosta), who was separated from his mother by Starfleet as a child, 15 years earlier. Mir and his mother, played by Tatiana Maslany, were traveling with a pirate—Nus Braka, played by a scenery-chewing Paul Giamatti—who killed a Federation officer while stealing food for them. The first episode opens on Braka and the Mirs being apprehended by Starfleet. Despite her misgivings, Captain Nahla Ake (Holly Hunter) carries out her order to separate mother and child. She's to go to a rehabilitation colony, he's to become a ward of the Federation and go to school on Bajor.

At least that's the plan until he escapes a few minutes later. Then we jump forward 15 years. Ake is teaching on Bajor, having retired from the Federation, ashamed of what she'd done. Admiral Vance (Oded Fehr) shows up and asks her to become commandant at the newly reopened academy in San Francisco; for the past few decades, new recruits have been trained instead by the War College. But Starfleet needs explorers now, and having a rival school means they can show up at some point to challenge some of the show's protagonists to a Parrises Squares tournament.

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Next week, Volvo shows off its new EX60 SUV to the world. It's the brand's next electric vehicle, one built on an all-new, EV-only platform that makes use of the latest in vehicle design trends, like a cell-to-body battery pack, large weight-saving castings, and an advanced electronic architecture run by a handful of computers capable of more than 250 trillion operations per second. This new software-defined platform even has a name: HuginCore, after one of the two ravens that collected information for the Norse god Odin.

It's not Volvo's first reference to mythology. "We have Thor's Hammer [Volvo's distinctive headlight design] and now we have HuginCore... one of the two trusted Ravens of Oden. He sent Hugin and Muninn out to fly across the realms and observe and gather information and knowledge, which they then share with Odin that enabled him to make the right decisions as the ruler of Asgard," said Alwin Bakkenes, head of global software engineering at Volvo Cars.

"And much like Hugin, the way we look at this technology platform, it collects information from all of the sensors, all of the actuators in the vehicle. It understands the world around the vehicle, and it enables us to actually anticipate around what lies ahead," Bakkenes told me.

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Like any industry led by designers, the automotive world is subject to trends and fashions. Often, these are things the rest of us complain about. Wheels that used to be 16 inches are now 20s, because the extra size makes the vehicle they're fitted to look smaller, particularly if it's an SUV with a slab of electric vehicle battery to conceal. Front seat passengers now find themselves with their own infotainment screen, often with some kind of active filter tech to prevent the driver from being distracted by whatever it is they're doing. And of course le buzz du jour, AI, is being crammed in here, there, and everywhere.

But the thing about fashion and trends is that they don't remain in style forever. For a few years, it was hard to drive a new car that didn't use piano black trim all over the interior. The shiny black plastic surfaces hide infotainment screens well when the display is not turned on, but they scratch and show every speck of dust and lint and every smudge and fingerprint. And that's true for the cheap econobox to the plush luxobarge. The industry finally cottoned on to this, and "black gloss has had its time—we can do without it," Kia designer Jochen Paesen told me a few years ago.

Many of those design trends may have been annoying, but the switch away from buttons isn't just about aesthetics; it's affecting safety. And increasingly, safety regulators are pushing back. A couple of years ago, we learned that the Euro New Car Assessment Programme (NCAP) organization, which crash tests cars for European consumers, decided that from 2026, it would start deducting points for basic controls that weren't separate, physical controls that the driver can easily operate without taking their eyes off the road. And now ANCAP, which provides similar crash testing for Australia and New Zealand, has done the same.

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Late last year, we drove BMW's new iX3. It's the first of a series of electric BMWs to use a newly developed platform, known as the "Neue Klasse." Later this year, we'll see the first fully electric version of the 3 Series when the i3 sedan debuts. And next year, BMW enthusiasts will finally find out what the brand's M division—which infuses motorsport into the vehicles like few others—can do with an EV.

There have been M-tuned EVs before now, more powerful variants of the i4, iX, and i7. And each time we've driven them, BMW has been at pains to point out that these weren't true M cars, not like the M3 or M5. Honestly, they weren't better than the cheaper, less powerful versions, something that won't be allowed for next year's performance EV, which might be called something like the iM3, assuming the naming convention remains logic-based.

"The next generation of models are set to establish a new benchmark in the high-performance vehicle segment," says Franciscus van Meel, managing director of BMW M GmbH. "With the latest generation of Neue Klasse technology, we are taking the BMW M driving experience to a new level and will inspire our customers with outstanding, racetrack-ready driving dynamics for everyday use."

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It's not really accurate to call the Wagoneer S Jeep's first electric vehicle. For several years now, Europeans have been able to buy the Jeep Avenger, a subcompact crossover that will surely never see American roads. But it is the first electric Jeep designed for American consumption. It's aimed at the highly competitive midsize SUV segment, which gets ever more crowded even as electrification faces a less certain future here. Indeed, the brand, along with its Stellantis sibling Chrysler, just shelved all its plug-in hybrids, discontinuing them just a few days ago.

Like the little Avenger, the Wagoneer S makes use of one of parent company Stellantis' purpose-built EV platforms, one shared with the growly-sounding Dodge Charger. At 192.4 inches (4,886 mm) long, 74.8 inches (1,900 mm) wide, and 64.8 inches (1,645 mm) tall, it's a little larger than cars like the BMW iX3 or Audi Q6 e-tron but a little smaller than domestically designed rivals like the Cadillac Lyriq and Acura ZDX, which have particularly long wheelbases.

I find it a rather handsome car, one that has to marry Jeep's Wagoneer styling cues with as many wind-smoothing and air-shaping elements as possible. The way the rear wing juts out above the tailgate window reminds me of a '90s rally hatchback, but it's the product of the designers and the engineers working on drag reduction. The overall drag coefficient is 0.29, and since Jeep actually publishes the frontal area, too, I can tell you the more important CdA number—where drag is multiplied by the frontal area—is 8.67 sq ft (0.805 m²).

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The new Chevrolet Equinox EV is a solid entry into the compact crossover market, and with a (just) sub-$35,000 starting price, it also counts as affordable by the standards of 2026. But if you think that's too rich for your blood, or that the Equinox is still too large for your needs, take heart—the Chevrolet Bolt is back in dealerships now as well.

The Bolt was GM's first modern electric vehicle, following on from the hand-built, pre-lithium ion EV1 and the compliance car that was the Spark EV. We're big fans of the Bolt here at Ars Technica. It offered well more than 200 miles of range in a mass-produced EV at a reasonable price well before Tesla's Model 3 started clogging up our roads, it got more efficient over time, and it managed to be fun to drive in the process.

General Motors (which owns Chevrolet) probably feels less well-disposed toward the Bolt. It lost thousands of dollars on each car it sold, even before the entire fleet had to be recalled for a costly battery replacement. The issue was due to improperly folded tabs on some cells that could cause a battery fire, giving GM (and its battery partner LG) plenty of bad press in the process. That recall alone cost $1.8 billion.

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American automakers who got overenthusiastic about electric vehicles continue to pay the price—literally. Yesterday, General Motors told investors that building and selling fewer EVs will cost the company $6 billion. Still, things could be worse—last month, rival Ford said it would write down $19.5 billion as a result of its failed EV bet.

GM is not actually abandoning its EV portfolio, even as it reduces shifts at some plants and repurposes others—like the one in Orion, Michigan—into assembling combustion-powered pickups and SUVs instead of EVs. The electric crossovers, SUVs, and pickups from Cadillac, Chevrolet, and GMC will remain on sale, with the rebatteried Chevy Bolt joining their ranks this year.

But GM says it expects to sell many fewer EVs than once planned. For one thing, the US government abolished the clean vehicle tax credit, which cut the price of an American-made EV by up to $7,500. That government has also told automakers it no longer cares if they sell plenty of inefficient vehicles. Add to that the hostility from car dealers by having to sell EVs in the first place, and one can see why GM has decided to retreat, even if we might not sympathize.

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Later this month, Volvo will unveil its new EX60 SUV. The Swedish automaker has adopted some of the latest trends in electric vehicle design for the EX60, like a structural battery pack and the use of very large castings. As always with automakers teasing a new car, concrete details are only emerging slowly ahead of the official reveal on January 21, but we can say that range and recharging speeds were a priority during the design process.

"With our new electric vehicle architecture, we directly address the main worries that customers have when considering a switch to a fully electric car. The result is class-leading range and fast charging speeds, marking the end of range anxiety," said Anders Bell, Volvo's CTO.

Volvo says that its SUV will be best-in-class for range, which means 400 miles (644 km) from a fully charged battery under the EPA test cycle (although an official EPA range number isn't due yet). Fast charging should also live up to the name. Providing you plug into a 400 kW DC fast charger, the EX60 should add 168 miles (270 km) of range in 10 minutes, although we don't know how long it requires to fast charge from 10–80 percent.

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The annual Consumer Electronics Show is currently raging in Las Vegas, and as has become traditional over the past decade, automakers and their suppliers now use the conference to announce their technology plans. Tonight it was Ford's turn, and it is very on-trend for 2026. If you guessed that means AI is coming to the Ford in-car experience, congratulations, you guessed right.

Even though the company owes everything to mass-producing identical vehicles, it says that it wants AI to personalize your car to you. "Our vision for the customer is simple, but not elementary: a seamless layer of intelligence that travels with you between your phone and your vehicle," said Doug Field, Ford's chief EV, design, and digital officer.

"Not generic intelligence—many people can do that better than we can. What customers need is intelligence that understands where you are, what you’re doing, and what your vehicle is capable of, and then makes the next decision simpler," Field wrote in a blog post Ford shared ahead of time with Ars.

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The electric vehicle transition might not be moving ahead with the same gusto it showed in the early 2020s, but it's still happening. According to Deloitte's 2026 Global Automotive Consumer Study, 7 percent of US car buyers want an electric vehicle for their next car. While that might sound rather meager, it's a 40 percent increase from 2025's survey, which found just 5 percent of car buyers wanted an EV.

Plain old internal combustion remains Americans' first choice, with 61 percent telling the survey that's how their next ride will be powered. Twenty-one percent want a hybrid, up from 20 percent last year. Just 5 percent indicated a desire for a plug-in hybrid (down from 6 percent last year), with the remaining confused souls either unsure of what to buy next (4 percent) or some other option, presumably hydrogen (1 percent).

A graph showing preference for engine type in car buyers' next vehicle. Credit: Deloitte

The high demand for internal combustion engines makes the US an outlier among large car-buying markets. Fewer than half of German car buyers want another gas-powered vehicle, and that number falls to just 41 percent in China, Japan, and South Korea. But those consumers aren't all fleeing internal combustion for battery EVs. Well, they mostly are in China, where EV demand is now 20 percent. But in Japan, only 5 percent of consumers want a battery EV, versus 37 percent indicating their next car would be a hybrid.

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Six years after Sony announced its automotive ambitions, everything is looking a lot more concrete. Production of the Afeela 1, the electric sedan developed by Sony Honda Mobility, is already underway in Ohio. Deliveries will begin later this year in California, expanding to Arizona and Japan in 2027. And last night, on the eve of this year's Consumer Electronics Show, it even showed off a crossover version.

"The way we are fusing diverse technologies to deliver a completely novel mobility experience is not limited to a single model type," said Sony Honda Mobility CEO Yasuhide Mizuno.

We first saw a Sony electric vehicle at CES in 2020 when the consumer electronics company showed off the Vision-S, telling the world it was mostly just a showcase for things like sensors and infotainment. Then the world caught a hot case of electric vehicle fever. Tesla's stock price went vertical, and the auto industry focused on EV optimism, even as a pandemic rewrote everyone's working rules.

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There's some debate as to when adaptive cruise control first showed up, but if you ask Mercedes-Benz, it will say in 1999 with that year's S-Class. Instead of just keeping a set speed, radar-enabled adaptive cruise control allowed the car to react to deceleration by the car ahead, and thus, the first partially automated car was created. From there, automakers added a function to keep cars in their lanes, and now we have location-aware, GPS-geofenced vehicles that, as long as the driver is paying attention, will do most of the driving—on the highway at least.

But the goal for developers of both autonomous and partially automated vehicles is to remove as much of the burden of driving from the human as possible, not just on controlled access highways but at lower speeds, on surface streets. Which is what Mercedes' latest Drive Assist Pro has been designed to do. And after a recent demo—albeit from the passenger seat—on the streets of downtown San Francisco, it appears to be a very credible effort.

CLA gets it first

The big, powerful, comfortable S-Class is normally the standard-bearer for the latest and greatest tech Mercedes has cooked up, but not always. In December, we drove the production version of its new entry-level EV, the CLA. At under $50,000, the sleek Mercedes sedan (or four-door coupé) is already available with the current version of the automaker's Drive Assist suite, with better control of braking and deceleration. A particular improvement, which I'm not sure made the final version of our first drive report, is the way you can use the brake while adaptive cruise control is active without canceling the system.

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Tesla published its final production and delivery numbers this morning, and they make for brutal reading. Sales were down almost 16 percent during the final three months of last year, meaning the company sold 77,343 fewer electric vehicles than it did during the same period in 2024.

For the entire year, the decline looks slightly better with a drop of 8.6 percent year over year. That means Tesla sold 1,636,129 cars in 2025, 153,097 fewer than it managed in 2024. Which in turn is more than it managed to shift in 2023.

Sales issues

Contributing factors to the poor sales are legion. The brand still relies on the Models 3 and Y to an overwhelming extent, and other than a mild cosmetic refresh, neither feels fresh or modern compared with competitors from Europe and Asia.

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