Motor News

The new 2022 Kia Carnival starts at $33,275, a $1700 price increase from the Kia Sedona it replaces.
The Carnival received sweeping interior and exterior updates, including a design which gives it more SUV-like proportions.
Despite the increase in starting price, the Carnival still undercuts its competitors. It’ll reach U.S. dealers by the second quarter of this year.
The 2022 Kia Carnival, formerly known as the Sedona, received sweeping updates for this model year and with it, a price increase of $1700. The Carnival now starts at $33,275 for the entry-level LX, and reaches $47,275 on the highest trim level, SX-Prestige, which is new for this year.

2022 Kia Carnival U.S. Specs Detailed

Kia Sedona Could Be Renamed Carnival for 2022

The 2022 Carnival has a new, more stylish look which gives it SUV-like proportions. It also received stylish updates to its interior and now comes standard with an 8.0-inch infotainment screen and an optional 12.3-inch screen. The Carnival is front-wheel-drive only, and one engine is offered: a 3.5-liter V-6 engine with 290 horsepower and 262 pound-feet of torque.

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Kia

The next trim up from the LX is EX, and it starts at $38,775. The second-highest trim level, SX, comes at a starting price of $42,275. Although the starting price of the Carnival received a generous price increase for 2022, it is still priced below its competitors such as the 2021 Chrysler Pacificaand the 2021 Toyota Sienna, which start at $36,690 and $35,635, respectively.
The 2022 Kia Carnival is set to reach dealers in the U.S. by the second quarter of this year.
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American Humane makes the astonishing claim that as many as 100,000 dogs are killed each year riding unrestrained in the back of a pickup truck.
A new state legislator in Utah has introduced the Transportation of Dogs Act to make sure this potentially dangerous activity becomes illegal.
Currently, only six states have specific laws against this sort of thing.
The state of Utah is about to consider legislation to make it illegal to let your dog(s) ride in the bed of a pickup truck. One impetus for the bill is the outrage that was created when the Utah Humane Society video (below) of a dog standing on a truck zooming down the highway went viral. Unrestrained dogs can be tossed around in the bed or fall off while the truck is moving—a problem with an easy solution, but even easy may be too hard for people used to the practice. Still, if the American Humane organization’s claim—that 100,000 dogs die each year from riding in pickup-truck beds—is anywhere near reality, it’s a serious problem.
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Rep. Ashlee Matthews, the only Democrat to win in Utah in November, has introduced the Transportation of Dogs Act (officially, H.B. 386) to the state legislature. The bill would make it illegal for people to drive faster than 40 mph with unrestrained dogs in the back of their truck. There are exceptions for working farm dogs and hunting dogs or if the sides of the bed are at least 46 inches tall. A driver’s first violation would result in an infraction, and any further violations would be misdemeanors. Rep. Matthews did not respond to Car and Driver’s request for comment.

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Deann Shepherd of the Humane Society of Utah told local news station WITN last year that the group would support a law similar to what Rep. Matthews has introduced. The Utah state legislative session ends March 5.
“This bill is long overdue,” said Rachel Heatley, Utah Humane Society advocacy director, in a statement. “This legislation is an easy and effective way to reduce distraction on Utah’s high-speed roadways and save countless lives of humans and animals.”
Other States’ Laws
According to outdoor supplier Orvis, only six other states have laws that ban unrestrained dogs riding in truck beds: Connecticut, Maine, Massachusetts, Minnesota, New Hampshire, and Rhode Island. Some states also forbid drivers from having dogs on their lap while driving, and some states require dogs to be in the back seat of cars. Orvis notes there are 16 states where the laws regarding dog transportation are ambiguous enough that it’s likely up to a law enforcement officer to decide if the way the dog is being carried is dangerous or against the law.
The American Humane Society says pets should always ride inside the cab, never in a truck bed. In fact, it is the first safety rule listed on the group’s website, which goes on to point out that it’s not just falling or jumping out of the bed that can hurt the animal. There’s no protection from the weather in the bed, so at the very least you should use a secured crate back there if you have to carry your dog and there’s no room in the cabin.
Dogs falling out of truck beds can also be hazardous to other drivers, but simply leashing your dog to the truck is not a good idea, the group said, because “many dogs have been strangled when tossed or bumped over the side of the truck and been left helplessly dangling.”
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Aptera, the startup aiming to make a three-wheeled electric vehicle, just got $4 million in funding.
That brings it closer to actual production, slated for the end of 2021.
The ultra-efficient three-wheeled two-seater promises 1000 miles of range.
Electric-trike maker Aptera finally has what it needs to really get going: money. Last week the company announced it had closed on $4 million in Series A funding. “Aptera’s continued momentum has now garnered it over 7000 vehicle reservations in just over two months, totaling a quarter-billion in orders,” the company’s news section read.

Aptera Claims Its Solar EV Never Needs Charging

Aptera Wants to Build a 1000-Mile-Range EV

2010 Aptera 2e

It goes on to say Aptera has moved into a new production design facility in the tony Sorrento Valley area of San Diego, just east of La Jolla. (Aside: Dr. Seuss lived in La Jolla and would probably have approved of the Aptera’s shape.)
The shape, like everything on the vehicle, is squeezed for efficiency. It has a ludicrous 0.15 coefficient of drag and a curb weight of just 1800 pounds. Depending on what battery you order and how much sun the rooftop panels can add to your drive, you could get 1000 miles of range out of this thing. If you live in a really, really sunny spot, you can gain over 41 miles a day in free electricity from the solar panels, or 11,484 extra free-sun-happy miles a day. If you live in, say, New York, you can still make between 11 and 30 miles a day. Most people don’t actually drive that far in a typical day, so for them, it’s basically free fuel forever.
Prices are still listed at between $25,900 and $46,900 for the high-efficiency two-seater, with the first deliveries planned for the end of this year. The company wants to hit 10,000 vehicles a year by 2022.
Below is a recent Aptera story with more details:
Anybody remember the Aptera 2e? The three-wheeled two-seater that looked like a flying pumpkin seed? Well it’s back, or it will be back, and the stats of the new model that its makers are throwing around sound crazy: a curb weight as low as 1800 pounds, range of up to 1000 miles(!), priced starting at $25,900.
Incredible, right?
Let’s back up a bit, like about 14 years. In 2006 when the company was more or less founded, it was going to revolutionize transportation through efficiency. Three wheels instead of four allowed for the wild aerodynamic shape you see here, as well as skirting federal safety standards. Three-wheelers are generally classified as motorcycles by NHTSA, but if they’re enclosed like this one, you usually don’t have to wear a helmet.
An electric motor drove the rear wheel on that original model and produced an mpg equivalent of 200 miles per gallon. Pricing back then was going to be between $25,000 and $45,000. In 2008 it was entered in the Automotive X Prize contest with a claim of 300 mpg equivalent. Original plans called for a plug-in-hybrid version utilizing a 500-cc catalyst-equipped gasoline engine. The PHEV would compliment the battery electric models in the lineup.
All too soon, however, the money ran out, and a reported dispute (about whether the car should have roll-down windows, of all things) doomed production. The company closed its doors in 2011, not having delivered a single car to a customer.

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Original founders Steve Fambro and Chris Anthony.
Aptera

However, the original founders, Steve Fambro and Chris Anthony, never gave up. They are shown now posed with an Aptera, ready for the future.
The new car will be electric only, with a variety of battery packs available. The bigger the pack, the longer the range. Consider this: 25 kWh good for 250 miles of range; 40 kWh for 400 miles; 60 kWh for 600 miles; and the king-daddy 1000.0-kWh battery will give a promised—and unprecedented—1000 miles of range. That works out to 10 miles per kWh, by the way. Contemporary EVs are closer to 4 miles per kWh. So the pumpkin shape means two and a half times more range? That’s what they’re saying.
But the most interesting statistic may be the power of the solar roof. Most previous applications of solar roofs on electric or hybrid cars say they’re only good for a few hundred watts of power. Some carmakers say they’re only good to operate an exhaust fan to keep the car’s interior cooler on hot days. But Aptera says its roof options—up to three solar panels—can give you 60 miles of range. That’s unprecedented statistic number two. The maximum panel size is three square meters, which yields a claimed 700 watts of charge as long as the sun is shining. Say you live in South Miami and get 10 hours of direct, glaring sunlight a day—700 watts times 10 hours is 7.0 kWh. If this rig really does get 10 miles per kWh, that’d be good for 70 miles. Aptera is only claiming 60 miles, though it expresses that as 60 kilometers plus 24 miles. In the main press release it claims 45 miles. An earlier release, still on its website, said the solar roof would be good for 40 miles. Take your pick. Co-CEO Chris Anthony tries to explain:
“If you put our same solar package on a Prius, you could get maybe six or eight miles of charge range a day, which some people might find compelling, if you have a really short commute. For most people, it wouldn’t be worth the expense of the solar. But when you only burn 100 watt-hours per mile, like the Aptera does, the same solar package can get you 40-plus miles a day of range.”

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Aptera

The trick is getting that 100 watt-hours, which, with the craft’s shape and light weight, seems entirely plausible. The company sums it all up with a statement:
“Aptera Motors today announced it has introduced the first solar electric vehicle (sEV) that requires no charging for most daily use and boasts a range of up to 1000 miles per full charge, shattering industry performance achievements to date. Aptera leverages breakthroughs in lightweight structures, low-drag aerodynamics and cooling, material science, and manufacturing processes to deliver the most efficient vehicle ever made available to consumers.”
The body is made of lightweight composites that are said to meet “all applicable safety standards.” Keep in mind that the standards applicable to a three-wheeler are nowhere near as stringent as those required of a four-wheeled, generic “car.” That’s okay. People ride motorcycles, don’t they?
That slippery exterior is said to have a drag coefficient of 0.13, which looks entirely possible. Power goes to all three wheels via hub motors in each wheel. Autonomous driving is said to be on the list of features, though no specifics were proferred.
Will it really happen this time? Deliveries are slated for “2021,” which gives them a little elbow room should there be yet another dispute about roll-down windows, or maybe cupholders. But it sure looks cool. The slice of electric car enthusiasts who program their own software will likely love this thing. As for the rest of the planet, well, who doesn’t want 1000 miles of range and free solar charging?

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Automakers tend to delay announcing recalls until they can “hide in the herd” of other recalls, lessening the attention paid to their recall and the negative impact on their stock price, a recent study suggests.
The study found that 73 percent of recalls are announced in clusters, suggesting that there is a pattern to recall announcements, rather than recalls being randomly called.
The study authors recommended that the National Highway Traffic Safety Administration (NHTSA) require automakers to promptly disclose the date they first became aware of a problem.
Rather than announce recalls as soon as they surface, automakers wait until they can blend into a crowd of other recalls, an academic study suggests. This “clustering” of recalls reduces the attention paid to a given recall, and that lessens the negative impact on the stock price, because the automaker that initiates a cluster of recalls is the one that gets the most attention.

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The study, “Hiding in the Herd: The Product Recall Clustering Phenomenon,” examined 3117 automotive recalls over 48 years from 1966 to 2013, finding that 73 percent of recalls were announced in clusters. The recall clusters lasted for 34 days on average, and during those periods, an average of 7.6 recalls were announced. The “leading” automaker that prompted a cluster experienced a 67 percent larger penalty in stock price than other automakers that announced recalls shortly thereafter, according to the study.
“I think that this study has raised awareness of something that previously was not recognized both in academia as well as in industry, that there [is] this temporal clustering of recalls,” said Jason Miller, an associate professor of supply chain management at Michigan State University and an author of the paper. “The general public doesn’t realize that it is often not clear cut on whether [automakers] should have announced a recall or not.”
The study examined the six automakers with stock publicly traded in the United States: Chrysler, Ford, General Motors, Honda, Nissan, and Toyota. Of those automakers, only up to 9 percent of their recalls were leading recalls. Toyota was the exception, with recalls that were much more random. Leading recalls made up 31 percent of Toyota’s total recalls, which, Miller said, suggests that Toyota may have acted as a trigger for other automakers, given the Japanese automaker’s reputation as a leader in quality. “Unfortunately, we cannot observe what’s going on in the decision makers’ heads. We only have the archival data,” Miller said. “But that mechanism would make sense.”
The researchers ascribed the penalty for the leading recaller to attribution theory, which in this context says that the more unique a recall appears relative to competitors, “the greater the market attribution of blame to the firm and the larger the stock market penalty.” Uniqueness comes from being the first to announce a recall in a cluster, or being the leading recall.
The recalls which follow, or the recalls in the cluster, appear to be less unique since they can blend into the crowd. If there is a larger period between clusters, the leading recaller is penalized further since its perceived uniqueness increases. Given the differing stock market penalties for leading or following recalls, the research suggests that the markets judge a recall more on its timing than the actual severity of the recall.
The researchers recommended that the National Highway Traffic Safety Administration (NHTSA) require automakers to promptly disclose the date when they became aware of a problem to discourage automakers from holding on to recalls until they can be released in a cluster. This is how the Food and Drug Administration (FDA) handles recalls.
NHTSA, when asked for comment, said, “The National Highway Traffic Safety Administration reviews all recall reports for possible concerns, including timeliness concerns, and follows up with the manufacturer for additional information, where needed.”

Get Recall Notices to Your Phone with NHTSA App

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Million-mile warranties exist at dealerships all over the United States, but they are offered by the dealer, not—like traditional new-car warranties—by manufacturers.
If you want to reap the rewards, you’ll have to meticulously follow the service schedule and save your records.
Most people won’t keep their cars long enough to really take advantage of these warranties, which do not transfer to a second owner.
If you’re in the market for a new car, you may have come across a dealership advertising a million-mile warranty—and perhaps it was even offered for free. That may sound like a great deal, but it’s not necessarily a good reason to give your business to one dealership instead of another that’s not offering a super-extended warranty. The value of a million-mile warranty will depend entirely on your lifestyle, your plans for your new car, and how good you are at following rules.

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Many dealers that offer these warranties provide them for free on every new car that rolls off the lot. But that’s not the only warranty your car will come with. Every new car sold in the United States has a factory-backed warranty that will cover repairs due to mechanical failures (so, not those necessitated by accidents or expected wear). These warranties vary by manufacturer, but the powertrain coverage tends to cover at least the first five years or 60,000 miles of your car’s life, and sometimes a lot more. By the time the original warranty runs out, plenty of owners are ready to sell or trade in their vehicle for something new. Million-mile warranties don’t transfer to the next owner, so you’ll be on to your next car and the dealer won’t have had to pay a dime for their extended warranty.

Barnett Auto/Bear Lake, MN

Freedom Chevrolet /Fremont, MI

In the extremely unlikely event that you’re planning to keep your new car until the odometer rolls over, you’d better put those miles on quickly. Many million-mile warranties are actually 10-year or 1,000,000-mile warranties. That means you’ll need to drive 100,000 miles a year, on average, to make the most of them (most Americans drive more like 14,000 miles every year).

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Assuming you are the very unusual person who drives almost 300 miles a day in a non-commercial vehicle and plans to keep that vehicle for 10 years, there’s still fine print in the average million-mile warranty that could leave you holding the bag for major repairs. First, like all car warranties, they only apply to specific parts. Dealers’ long warranties are typically limited to the powertrain (including the engine, transmission, and drive axle). And usually only certain parts are covered. For instance, it’s common for damage to the engine block or cylinder head to only be covered by a warranty if the damage was caused by the failure of a different, covered, part. And if you ever want to cash in on your warranty, you’ll have to religiously observe the car’s service schedule and, in some cases, get all your service done at the dealership that sold you the car. Want to change your own oil? That might be fine, but only if you save the receipts for the oil filter.
There’s nothing inherently nefarious about an extended warranty program, especially if the dealer offers it for free. But it’s also relatively unlikely that you’ll ever reap any benefits from a million-mile plan. Dealers offer these programs to help build goodwill with customers, but we can safely assume they’d stop doing it if they found themselves routinely giving out free, expensive repairs. If you’re meticulous about your service records and keep your car for a long time, you may save some money on repairs down the line. But because of the variety of loopholes dealers leave in the paperwork, there’s also a decent chance you’ll find yourself paying for fixes out of pocket. So unless you fall into the narrow category of car buyers who can beat the house on a free extended warranty, don’t let it be the deciding factor in your purchase.
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Volkswagen announced that it plans to have Level 4 autonomous ID.Buzz vans ready for commercial use by 2025; the non-autonomous ID.Buzz is still scheduled to arrive in 2023.
VW said that it plans to put the vans in service as a ride-sharing fleet, following the current practice of a VW Group subsidiary called Moia.
VW previously announced that it plans to unveil autonomous ID.Buzz vans in Qatar for the World Cup in 2022. Those vans would run on semi-fixed routes.
Volkswagen announced today that it is aiming to have a Level 4 autonomous ID.Buzz—its forthcoming electric minivan—in service for commercial use by 2025. The German automaker said that it is currently conducting field testing in Germany using technology developed by Argo AI, a self-driving startup both VW and Ford have invested in. Argo AI’s tech will be used in the ID.Buzz and rolled out in 2025.

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VW said that the commercial use of the ID.Buzz vans will be similar to that of Moia, a mobility company launched in 2016 that’s part of the Volkswagen Group. Moia, which has its own Moia-specific electric van, is an ride-sharing system operating in two German cities.
Level 4 autonomy means that the ID.Buzz van will be able to operate without human input, but only in specific geographic areas. Currently, there aren’t any automakers offering that level of automation, but Honda has said that its next generation of the Legend sedan will have Level 3 autonomy in Japan. General Motors’ Cruise started testing Level 4 autonomous vehicles in San Francisco late last year, and in 2019, Waymo expanded the availability of its completely driverless cars to more customers in Phoenix.
VW announced late in 2019 that in 2022, it plans to unveil a self-driving ID.Buzz in Qatar for the World Cup. The van will be used as a public transit option, running on semi-fixed routes.
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We tested the 2021 Volkswagen ID.4 1st Edition in our 75-mph highway range test.
It achieved a result of 190 miles, compared with an EPA combined range estimate of 250 miles.
That compares with a result of 220 miles for the Tesla Model Y Long Range in the same test.
The ID.4 crossover is the first member of VW’s new electric-vehicle family, and we’ve now gotten a chance to run it through our real-world range testing. A 2021 ID.4 1st Edition model achieved a result of 190 miles in our 75-mph highway range test, against an EPA combined range estimate of 250 miles. The ID.4 recorded 82 MPGe in our test, which is close to the EPA’s 89 MPGe highway estimate.
The version of the ID.4 we tested was a rear-wheel-drive model with a 201-horsepower electric motor and a lithium-ion battery pack with 77.0-kWh of usable capacity. It carried an as-tested price of $45,190. An all-wheel-drive model is coming later on with an additional motor up front to produce a total of around 300 horsepower, and a cheaper version with a smaller battery pack will also join the lineup eventually.
How does the ID.4’s result stack up against other comparable EVs? The Tesla Model Y Long Range, which has all-wheel drive and an 75.0-kWh battery pack, bested the Volkswagen in the same test, achieving a range of 220 miles and an average of 94 MPGe. But the Tesla was further off from its own EPA ratings of 326 miles of range on the combined cycle and 117 MPGe on the highway. See our explainer on Tesla’s adjustment factor for more information on how Teslas put up big numbers in the EPA’s tests.

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It’s worth noting that the VW performed this efficiency test in 40-degree temperatures and the Tesla ran it in 75-degree weather. We’ve previously measured how cold weather can affect EV range, so we would expect the ID.4 to do better in this test in warmer weather.
We’ll have a full review and more instrumented test results for the ID.4 soon.
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The 2022 Land Rover Defender starts at $49,050 for the base two-door 90, an increase of $1600, and $51,850 for the base four-door 110.
A 518-hp supercharged 5.0-liter V-8 model has been introduced for the 2022 model year, and they start at $98,550 for the two-door and $101,750 for the four-door.
The 2022 Defenders will arrive in the summer.

Land Rover has added a 518-hp supercharged V-8 to its two-door Defender 90 and four-door Defender 110. They’ll go on sale in the summer starting at $98,550 for the two-door and $101,750 for the four-door—that’s approximately double their starting prices. The Defender 90’s $49,050 base price is up $1600 for 2022, while the 110’s $51,850 starting price remains the same. The V-8 models are considerably more expensive than America’s V-8-powered off-roader, the 470-hp Jeep Wrangler Rubicon 392, which starts at $74,995 for a Launch Edition model, but they’re more than $30K cheaper than the 416-hp Mercedes-Benz G550.

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Land Rover

The lowest price point is $49,050 to get into the 2022 Land Rover Defender 90 (the two-door model), which is powered by a standard turbocharged four-cylinder. A 3.0-liter inline-six is available on more expensive models, which start at $60,850 for the 90 X-Dynamic S and $66,450 for the 110 SE.
For the four-door Defender 110, the base model starts at $51,850, the same as the previous model year, while higher trims see increases ranging from $200 for the S to $3000 for the X.
All models, including the new V-8, are paired with an eight-speed automatic transmission and four-wheel drive, and all have a new option of a curved 11.4-inch touchscreen, with a 10.0-inch screen remaining standard.

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View Photos of the 2022 Land Rover Defender V8

For 2022, new Defender V8 90 and 110 models are available, and they start at $98,550 and $101,750. They’re powered by a supercharged 5.0-liter V-8 that produces 518 horsepower and 461 pound-feet of torque. Land Rover says the two-door will sprint to 60 mph in 4.9 seconds with a top speed of 149 mph. Both V8 models are available in a special Carpathian Edition, finished in Carpathian Gray with Land Rover’s satin protective film, a black roof and tailgate, “V8 Carpathian Edition” badging, and black trim pieces. They start at $105,350 for the 90 and $108,550 for the 110.

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Defender V8 interior with 11.4-inch screen.
Land Rover

A new Defender 110 XS Edition comes with body-colored lower cladding and lower wheel arches, along with unique 20-inch wheels. Additional equipment includes an electronic air suspension and the 3.0-liter inline-six. It’s available in Silicon Silver, Hakuba Silver, Gondwana Stone, or Santorini Black and starts at $73,250.
The 2022 Land Rover Defender, including the new V8 models, will go on sale this summer.

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