Toyota has revealed the U.S. version of the 2023 Prius hybrid and the Prius Prime plug-in hybrid.The standard model produces either 194 hp or 196 hp, and the Prime has 220 hp.The new Prius will go on sale in the U.S. sometime next year.Every new car aims to be quicker and better-looking than its predecessor, but it wouldn’t have taken much for Toyota to make such claims about the new 2023 Prius. Being slow and ugly has always been the Prius’s thing—and that’s not even meant as a knock against it. Slow and ugly worked for the Prius, which was a sales hit for many years and even won one of our 10Best awards in 2004. But the quintessential mass-market hybrid has fallen out of favor recently, among buyers and C/D staffers alike.The thoroughly reworked fifth-generation Prius appears to be just the right antidote. Significantly more powerful than before, it also offers slightly better fuel economy and adds many new features including solar panels and a hands-free driving feature. And wait, it looks like that?!More on the PriusThe same teardrop shape remains, but the new model’s smooth side surfacing, elegant detailing, and far more athletic proportions make us look back at the previous model and wonder—what happened? If the Prius could have looked like this the entire time, why didn’t it? The front end features scooped-out headlights with a C-shaped LED accent light, while the rear has a full-width LED taillight strip that looks like the new Crown sedan’s. Two inches lower than before and one inch wider, the Prius has a whole new stance—and seemingly a new outlook on life.This extends to the new powertrain that bumps output up to between 194 and 220 horsepower, depending on the configuration. That’s a huge uptick from the previous model’s wheezy 121 hp. Toyota claims the new Prius will accelerate to 60 mph in between 6.6 and 7.2 seconds, which could make it feel like an NHRA dragster compared with the 10-plus-second runs of the previous model.Although Toyota hasn’t released detailed powertrain specs quite yet, one contributor to the newfound muscle is the 2.0-liter inline-four gasoline engine that replaces the previous 1.8-liter unit. All Prii now use a lithium-ion battery pack that’s mounted under the rear seat; the old nickel-metal-hydride pack that was still found in certain versions of the outgoing car is gone. The all-wheel-drive Prius also swaps its induction-style rear-axle-mounted motor to a new permanent-magnet synchronous unit.A 194-hp front-wheel-drive setup is standard, and the all-wheel-drive model adds 2 hp to that total. The FWD-only Prius Prime, meanwhile, tops the range with its 220-hp plug-in setup that includes a larger lithium-ion battery that promises around 38 miles of electric driving range, compared with the previous Prime’s 25-miles rating.View Photos2023 Toyota Prius PrimeMichael Simari|Car and DriverDespite the extra grunt, Toyota also promises an EPA combined rating of 57 mpg for the base front-wheel-drive LE model with its 17-inch wheels. That’s one better than the outgoing 2022 Prius Eco’s 56 mpg rating, although adding AWD and opting for the XLE and Limited models’ larger 19-inch wheels will likely drop that number somewhat.Unlike before, the Prime plug-in doesn’t offer much visual differentiation from the standard car (fortunately, they both look good now). But now that it’s the most powerful Prius, Toyota is pitching it as the sporty one, as it’ll be offered only in SE, XSE, and XSE Premium trim levels. The standard car will have LE, XLE, and Limited models, just like before.While the lower trims aren’t anything fancy—they lack power seats, feature a relatively small 8.0-inch touchscreen, and will likely look dumpier on their 17-inch wheels—the Limited and XSE Premium models introduce some novel tech goodies and convenience features. A huge 12.3-inch touchscreen comes on board in the upper trims, along with a power liftgate, and a digital rearview mirror is optional. The Prime will offer solar panels for its glass roof that juice up the battery while the car is stationary to help power accessory functions and the air conditioning. Also exclusively optional on the Prime is a Traffic Jam Assist function that allows the driver to go hands-free under certain circumstances under 25 mph.We’re expecting Toyota to raise the price somewhat on the Prius, but the base model should still come in under $30,000. Top versions will likely exceed $40,000—but maybe that’s not such a stretch thanks to the Prius’s newfound swiftness, high-end features, and, most of all, its undeniable curb appeal.This content is imported from poll. You may be able to find the same content in another format, or you may be able to find more information, at their web site.This content is imported from poll. You may be able to find the same content in another format, or you may be able to find more information, at their web site. More

To prevent public spaces from becoming too crowded with people trying to get outside during this period of distancing, cities have taken to closing streets to expand the space available. An online, crowdsourced database is documenting all the cities taking measures to make it easier for people to get outside. Cities such as New York […] More

“You can’t always get what you want,” exclaimed Mick Jagger on the Rolling Stones’ 1969 hit of the same title. That lyric rings true for many American car enthusiasts, who longingly look to Europe’s hatchback- and wagon-saturated market. Normally liftback lovers must admire from afar, but we recently got a rare chance to sample some of Volkswagen’s European models on an ice-covered lake in Arvidsjaur, Sweden. Unfortunately, after playing in the snow we must report back that our country is missing out on some excellent VWs that blend sensibility with driving aptitude. The latter is largely thanks to VW’s 4Motion all-wheel-drive system, which luckily is still found in VW’s American SUV offerings.Station-Wagon HeavenThe Passat name is still familiar in America, having only departed after the 2022 model year. Europe received a new generation in 2023, sold exclusively as a wagon. This author grew up in the back seat of a B5-generation Passat wagon, which boasted a handsome design, a spacious cargo hold, a leather-lined interior, and a mix of dynamic competence and structural solidity due in part to a platform shared with the Audi A4.Volkswagen2025 Volkswagen Passat Variant.The modern Passat Variant (that’s European for “wagon”) struck many similar notes in our limited on-road and extensive on-ice driving. Not only does the liftgate rise to reveal a capacious cargo area, but the rear seats are vastly roomy, with plenty of stretch-out space for this 5-foot 11-inch author. The cabin is wrapped in high-quality materials, and while there is an overreliance on touchscreen controls, the screens themselves were large and fairly straightforward to navigate.The Variant we drove was motivated by a turbocharged 2.0-liter diesel four-cylinder producing 190 horsepower, and while not especially zippy, it felt capable on the road. But it was on ice where we were most impressed by the Passat. With stability control off, the 4Motion system deftly divvied up power through the rear axle’s multiplate clutch. The throttle wasn’t incredibly responsive, but it wasn’t hard to get the Passat sideways, and once there it exhibited a graceful balance, allowing for long slides. Most wagon owners won’t drift their family cars en route to the school drop-off line, but the balance implies a reassuring sense of control that any parent would want with such precious cargo on board.Volkswagen2025 Volkswagen ID.7 Tourer GTX.We also drove the Passat’s battery-electric counterpart, the ID.7 Tourer GTX. VW initially aimed to sell the ID.7 stateside in sedan form before canceling those plans in January. On public roads, the ID.7 Tourer matched the Passat’s quiet, comfortable operation, albeit with more punch from the 335-hp dual-motor setup. The roomy cabin had lush materials and unique touches like a small gauge cluster screen showing only the most crucial information for a cleaner look.The ID.7’s higher curb weight made it trickier to control on the icy lake, however. The AWD system is rear-biased, with a 282-hp motor on the rear axle in the GTX. With stability control off—a function not yet available in VW’s EVs but which the company said it was developing for production use—the ID.7 was the easiest car to get sideways, a light blip of the reactive accelerator shooting a jolt of power to the rear wheels. Volkswagen2025 Volkswagen ID.7 Tourer GTX.But the car’s heft, touchy pedal, and vague steering also made it the most challenging car to keep sideways, exhibiting a propensity for a pendulum effect where the rear end quickly swung out of control. Most owners will probably never encounter such circumstances, but it speaks to how the added weight of electric platforms detracts from driving dynamics. Still, the ID.7 Tourer, one of the few electric wagons available worldwide, is a competent alternative to the sea of electric SUVs. It would’ve been a unique proposition in the U.S. had it ever come here.Hatchbacks GaloreVolkswagenCaleb Miller|Car and DriverDespite the event’s focus on the 4Motion system, we took a spin in the wee front-wheel-drive Polo GTI. The baby brother to the Golf GTI measures around eight inches shorter and packs a 204-hp turbocharged 2.0-liter four-cylinder. While not particularly quick, the Polo stood out for its approachability. It has just enough power to be fun, but it was easy to recover from mistakes given the hatch’s propensity for understeer. The Polo GTI seems like a great beginner’s hot hatch. Returning to all-wheel drive, we hopped into a prototype for the Golf 4Motion, which goes on sale in Europe this summer. Powered by a 201-hp four-cylinder, the 4Motion uses a similar rear multiplate clutch setup as the Passat along with XDS+, VW’s simulated, brake-based limited-slip differential. The Golf 4Motion can send nearly 100 percent of the torque to the rear axle and proved to be incredibly well behaved on the ice, both easy to slide and easy to catch. Sadly, non-GTI or Golf R versions of VW’s hatch likely won’t return to our shores.Volkswagen2025 Volkswagen Golf R.While we can’t always get what we want, Jagger reminds us that, sometimes, you get what you need, and the best car to whip around VW’s ice course was the Golf R, which has been refreshed for 2025 and will continue to be sold in the U.S. While it’s sad to see the manual transmission depart, the seven-speed dual-clutch is among the best automatic transmissions, and the paddles responded quickly as we slid across the frozen lake. The direct steering inspired confidence, and the electronically controlled clutch packs nimbly distributed the torque between the wheels to keep the car traveling in a straight line, even when we were pointed sideways. The Golf R felt incredibly intuitive on ice, the sort of car you don’t need to think to drive—you just drive. We look forward to a more extended, on-road drive of the 2025 Golf R soon, but we won’t stop dreaming about VW’s enticing European wagons and hatchbacks.More on VW’s Hot HatchesCaleb Miller began blogging about cars at 13 years old, and he realized his dream of writing for a car magazine after graduating from Carnegie Mellon University and joining the Car and Driver team. He loves quirky and obscure autos, aiming to one day own something bizarre like a Nissan S-Cargo, and is an avid motorsports fan. More

Tesla hacker Green has uncovered Tesla’s Autopilot and Full Self-Driving (FSD) developer controls and published images to Twitter.
The images shared give some insight into how FSD-enabled Teslas see the world and what settings could potentially be launched when the feature set goes public.
CEO Elon Musk has stated that he expects FSD to be available to the public by the end of this year.

Tesla’s FSD Feature to Cost $10,000 as of Oct. 29

Musk Says Self-Driving Tesla Software Ready Soon

Tesla Posts Profit, Announces FSD Subscription

It’s a long time coming for Tesla’s Full Self-Driving feature, and it hasn’t been a cheap journey. The price for the self-driving feature has increased multiple times and is currently available for supported Teslas for $10,000.While Tesla’s Full Self-Driving (FSD) beta continues to expand to more Tesla owners ahead of a planned end-of-year launch, the actual settings for the system have been uncovered and published on Twitter by a well-known Tesla hacker named Green. Not only are there dozens of settings and available adjustments, but there’s also a way to show a detailed vehicle view of the world while a Tesla is driving down the road.
This content is imported from Twitter. You may be able to find the same content in another format, or you may be able to find more information, at their web site.

In a Twitter thread, Green shares the status of internal states within the system while taking us on a tour of dozens of settings ranging from controls for FSD and Enhanced Summon to information about the Camera and Ultrasonics. The system also shows sliders for GPS, speed threshold, and other items that no one outside of Tesla should ever mess with.
There’s also an Augmented Vision area where developers can toggle what’s seen on a Tesla display while driving. It includes toggles for Pretty, Developer, and Camera Image. Once Developer is enabled, it shows options for a whole host of data that can be shown on the infotainment system. This all may be information overload for the average Tesla owner, but it’s a fun way to get more details on how a Tesla sees the world.
Tesla being Tesla, the developer settings also have fun settings including California Stop (which generally means you don’t bring the car to a halt but just slow down at a stop sign) and something called Chiropractor Adjust Skeleton, which is filed under the City Streets settings. What that means is a mystery, but both items are part of the FSD defaults in the developer controls.
This content is imported from Twitter. You may be able to find the same content in another format, or you may be able to find more information, at their web site.

None of this information actually gives any indication how far along Tesla is in its FSD beta testing. Since Tesla no longer has press contacts, Car and Driver was unable to get any comment from the company. The company has been using select owners to help train the system, and CEO Elon Musk has stated that he expects the system to be available to the public by the end of this year.
This content is imported from {embed-name}. You may be able to find the same content in another format, or you may be able to find more information, at their web site.

This content is created and maintained by a third party, and imported onto this page to help users provide their email addresses. You may be able to find more information about this and similar content at piano.io More

GM has filed a patent for autonomous driver-training technology, as first reported by Motor1.Instead of a human instructor, the system evaluates and trains novice drivers using various methods.GM’s system can give greater control to the driver-in-training if they achieve a high enough score.Human driving instructors might soon be replaced by computerized ones. No, not full-blown robots, but rather autonomous vehicles. That’s the idea behind the driver-training technology that’s described in a patent that General Motors filed with the United States Patent and Trademark Office (USPTO), as first reported by Motor1.

GM’s patent describes autonomous technology that doesn’t require a living, breathing driving instructor. Instead, the system is designed to evaluate and train novice drivers by using a combination of sensors for the car’s autonomous features as well as monitoring how the driver-in-training operates controls such as the accelerator, brake, and steering. The system also uses a processor with a driving algorithm stored in the car’s memory. By comparing the trainee’s manual inputs with recommended driving instructions, the processor calculates a score.

USPTO

From the sound of it, the score that GM’s autonomous driver-training feature calculates is similar to a grade given by a human instructor. The patent states that this score can be shared with third parties, too. Most importantly, it’s used to determine if the driver meets predetermined thresholds. It then selectively gives the driver greater control of various vehicle functions based on how their score compares with the preset thresholds. That sounds a lot more intuitive than the trial-by-fire method of letting young Kyle or Kelly learn how to navigate busy intersections or merge onto the freeway before they’re fully prepared.

While we’re not entirely sure if this system will be offered on personal vehicles, the patent points out that the technology could be used as part of a fleet for driver-education purposes. It also mentions the possible advantages of using autonomy to teach new drivers versus human instructors. Not only can real people be prone to bias, the patent suggests, but traditional training techniques might be more expensive and less efficient than autonomous techniques. We also don’t know if GM has any kind of timeline for rolling this technology out to the public, but it is encouraging to see that in the future the technology can be used to train people how to drive rather than mainly taking that ability away from them.
This content is imported from {embed-name}. You may be able to find the same content in another format, or you may be able to find more information, at their web site.

This content is created and maintained by a third party, and imported onto this page to help users provide their email addresses. You may be able to find more information about this and similar content at piano.io More