Motor News

The news with this newest 911 GT3 is a new front suspension setup featuring unequal-length control arms, rather than struts.
Then there’s that wing. A more discreet Touring version will be offered without it, which will make considerably less downforce.
Pricing has not been released, but it’s safe to say it will be comfortably above the most recent price of $145,650 when the GT3 goes on sale this fall.
The Porsche 911 GT3 changes, but it mostly stays the same. Since the 996 generation launched the dynasty in 1999, the GT3 has remained true to its original form with a high-revving naturally aspirated flat-six, track-biased suspension, no back seat, and a commendable lack of fripperies and needless ornament. A new generation of Porsche’s most focused sports car doesn’t need to be different to earn enthusiasts’ attention and respect.

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Yet the GT3 has also made some major leaps as it has evolved over the years. With the arrival of the fourth main iteration, the GT3 jumps to an unequal-length control-arm front suspension. That makes it the first roadgoing 911 to eschew struts in front. The new setup is heavily influenced by the suspension that Porsche pioneered in the 911 RSR race car in 2013. The arrangement improves camber stability, better maintaining the wheels’ negative-camber orientation and thus the shape of the tires’ contact patch through turns and as the suspension compresses and rebounds. Spring rates are more than double, but ride quality hasn’t diminished, per Porsche, thanks to new adaptive dampers that adjust valving in as few as 10 milliseconds. Also contributing to chassis performance is an increased number of ball joints in the suspension at front and rear. So much is different with the GT3’s suspension that not a single part is shared with the 911 Carrera.

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The new car also hangs its rear wing from swan-neck pylons as seen in sports-car racing and on the McLaren Senna. A wing generates downforce when the air flowing across the underside moves faster than the air going over the top of the wing (the same as an airplane wing, only the orientation is upside down). With a conventionally mounted wing, the column-like pylons disrupt the airflow below the wing, creating pockets of slow-moving, turbulent air that detract from the downforce potential. Swan-neck pylons not only increase the underside of a wing’s surface area, but they are designed with an aerodynamic profile that minimizes the airflow disruption across the wing’s lower surface, increasing downforce.
Porsche says that in its most aggressive aerodynamic setup, the new GT3 generates 150 percent more downforce than its predecessor. But to get in that setup, one must turn a wrench and manually set the rear wing and two front diffusers (located in front of each tire) to their raciest of four positions. A more discreet Touring version will also be offered without the wing, and it will make considerably less downforce. We don’t have a final weight figure, but Porsche says the new GT3 weighs almost exactly the same as its predecessor—which in svelte spec was 3262 pounds on our scales—but has a stiffer body shell.
The GT3 continues to use a naturally aspirated 4.0-liter version of Porsche’s 9A1 flat-six. That means six independent throttle bodies and a 9000-rpm rev limiter, plus—we’re making an assumption here—a soundtrack that encourages its driver to push it to redline as often as possible. Peak output is 502 horsepower at 8400 rpm and 346 pound-feet of torque at a lofty 6250 rpm. Porsche does not expect this to be the last 911 with a naturally aspirated engine, but ultimately this decision isn’t up to them as it is ultimately in the hands of the regulators.

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The standard seven-speed dual-clutch automatic transmission carries over from the prior GT3, saving 40 pounds compared to the eight-speed unit in other 992-generation 911s. It also replaces the 911’s nubby gear selector with a more conventional-looking lever that allows for manual gear selection (there are shift paddles as well). But if you plan to pick the gears yourself, it’ll be the optional six-speed manual that you really want. Performance is barely changed over the 2017 GT3: Porsche is claiming a 3.2-second zero-to-60-mph time for the PDK and a 3.7-second time with the stick. (We ran the old car through that benchmark 0.2 second quicker, manual or auto.) Top speed is 197 mph with the PDK and 198 mph with the manual. Reining in all that speed are brake rotors built for a feast. Rotors measuring 16.1 inches in diameter are fitted to the front axle whether you opt for the standard cast-iron set or the pricey carbon-ceramic set—a.k.a. PCCB—of stoppers.

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Bigger differences should emerge on racetracks, where the new suspension and aero improvements will pay lap-time dividends. Porsche confirms the new GT3 lapped the Nürburgring Nordschleife in less than seven minutes. In fact, with a 6:59.927, it is less than a handful of hundredths below the hallowed mark. And if you’re well versed in ‘Ring lore, you’ll balk when we say this is faster than the 6:57 and 6:56 laps set by the 991.2 911 GT3 RS and 918 Spyder. Those lap times were set using the old benchmark that wasn’t an actual complete lap. Using the old standard, the new 992 GT3 turned a 6:55.2.
To lap that quick, though, you’ll need the optional Michelin Pilot Sport Cup 2Rs, as Pilot Sport Cup 2s come standard on 20-inch front and 21-inch rear wheels.
We can safely predict the GT3 will cost more than the $145,650 Porsche asked for the last version, and that there will be no shortage of willing buyers—and envious fans—when deliveries begin in the fall.
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Mercedes-Benz said today, as reported by Autoblog, that the 2021 EQC will not be offered in the United States “for now.”
The EQC had previously been announced as the first Mercedes EV coming to the U.S., but it was delayed last year.
The first U.S.-market Mercedes EV instead will be the 2022 EQS, an electric version of the S-class, coming this summer.
The Mercedes-Benz 2021 EQC electric SUV was originally slated to land in U.S. showrooms in early 2020. The German automaker then delayed the delivery of the vehicle to the U.S. market by a year, with an updated launch expected for early 2021. Now, according to a report by Autoblog, Mercedes has decided the EQC will “not be offered in the United States for now” due to “market developments.”

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The Mercedes-Benz EQC400 4Matic mid-size electric SUV is intended to compete with the Audi e-tron, Jaguar I-Pace, and Tesla Model X. The vehicle’s specs and price, starting at $68,895, had been announced for the U.S. market as early as 2019, providing the luxury experience buyers expect from the brand in an EV package.

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Due to the original delay of the 2021 EQC, the upcoming 2022 EQS electric sedan had already become the first electric Mercedes slated to arrive in the U.S. market. It will be unveiled this spring and arrive in U.S. dealerships this summer.
As for the future of the EQC, the “for now” portion of Mercedes’s statement did leave the automaker some wiggle room in potentially bringing it here eventually. Car and Driver has reached out to the automaker for comment.
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Kia has confirmed that the next generation of its Sedona minivan will be called Carnival in the U.S.
The Carnival name has previously been used for the global version of this van.
The 2022 Kia Carnival will make its U.S. debut February 23.
The Sedona is dead, long live the Carnival. Kia has confirmed that its new minivan will get a name change, adopting the global Carnival moniker and dropping the Sedona nameplate that’s been in use in the U.S. for the previous three generations of this van.
We’ve already seen the global version of the new 2022 Kia Carnival, and we’ll get full U.S. details on February 23, when the 2022 Carnival makes its official debut on our shores via livestream. A teaser image shows that it looks very similar to the version we’ve already seen, and the darkened grille suggests that this could be the first Kia model in the U.S. with the company’s new logo.
A filing on the EPA site shows that the 2022 Carnival will come with a single powertrain in the U.S., a 3.5-liter V-6 and an eight-speed automatic. That means it will likely offer more power than the outgoing Sedona, which has a 3.3-liter V-6. Its fuel economy also improves from 21 mpg combined to 22 mpg combined.

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The 2022 Kia Carnival also looks to have a far more modern interior with a larger touchscreen infotainment system and nicer materials. It’s likely that the available second-row lounge seats will make their way to the U.S. version, although we don’t think we’ll see anything like the ultra-luxury Korea-market model with curtains and an air purifier on our shores.
Look for more details to come next week as we learn more about the U.S. specs and information about the 2022 Carnival. It should go on sale here later this year.
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Chevy’s 2022 Bolt EUV is a slightly larger version of the Bolt EV, starting at $33,995 with a range of 250 miles, compared to the 2022 Bolt hatchback’s $31,995 and 259-mile range.
The Bolt EUV will be the first Chevrolet to offer GM’s Super Cruise hands-free technology as an option.
The 2022 Bolt EUV will go on sale this summer.
A new companion to the Chevrolet Bolt EV, the 2022 Bolt EUV puts a slightly larger body on the same platform without sacrificing too much range. This latest EV from GM isn’t built on the company’s new Ultium platform, but it will be the first Chevy product to get the hands-free Super Cruise driver-assistance package, as well as the first EV with Super Cruise to go on sale, ahead of the upcoming Cadillac Lyriq EV and GMC Hummer EV.
The Bolt EUV hits the market looking nearly identical to the smaller Bolt EV hatchback. The two vehicles borrow some of the design cues from the previous generation. But overall the EUV’s more aggressive angles borrow heavily from the 2021 Blazer.

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With a length of 169.5 inches, the 2022 Bolt EUV crossover is six inches longer than the 2022 Bolt EV. Chevy says that translates into an additional three inches of rear legroom. At 63.6 inches tall and 69.7 inches wide, the electric crossover is only 0.2 inch both wider and taller than the Bolt hatchback. Even that amount of extra legroom does cut into cargo space. Despite its larger size, the EUV has slightly less storage space than the Bolt EV at 16.3 cubic feet with seats up, versus the hatchback’s 16.6. Overall cargo space with the seats down in the Bolt EUV is 56.9 cubic feet compared with the Bolt hatchback’s 57.0 cubic feet. Both vehicles beat the 2021 Kona Electric’s 45.8 cubic feet of cargo space and the 2020 Kia Niro EV’s 53.0, but both lose to the Ford Mustang Mach-E’s 59.7 cubic feet of space behind the front seats.
Inside, Chevy has ditched the slightly futuristic interior found in the current Bolt EV for something more contemporary and comfortable-looking. The automaker made the change after receiving feedback from current Bolt owners. Instead, other than the digital layout in the dash cluster that is EV focused, the interior resembles the rest of the GM lineup with a few triangle flourishes in the dash and seats. A standard 10.2-inch display houses the infotainment system. Support for wireless connections to Apple CarPlay and Android Auto is standard, as is wireless smartphone charging (which is optional on the Bolt EV hatchback).
Both the Bolt EUV and Bolt EV sit on the same BEV2 platform used in the outgoing Bolt and even have the same motor and battery. The result is 250 miles of range for the Bolt EUV from the same 65.0-kWh battery pack found in the electric hatchback. The smaller Bolt EV beats it by nine miles. The front-wheel-drive Bolt EUV is powered by a single 200-hp motor that puts out 266 pound-feet of torque. The vehicle comes standard with DC fast-charging support up to 55 kW. The pricier Kona Electric (starting at $38,575) and Niro EV (starting at $40,265) both support DC fast-charging up to 100.0 kW, which could put the Bolts at a disadvantage when it comes to waiting for a charge on long journeys.

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Chevrolet

What those competitor vehicles don’t have, though, is access to GM’s Super Cruise hands-free driver-assistance package. The Bolt EUV will be the first Chevrolet to get the system and will go on sale ahead of other GM EVs that will offer it. Super Cruise will only be available on the Premier trim level of the EUV and will add an additional $2200 to the price. Those who splurge on Super Cruise will get three years of the OnStar subscription, needed for the feature, for free. It’s the same deal Cadillac owners got in their vehicles with Super Cruise, but Cadillacs get automatic lane changing on their Super Cruise packages, and the Bolt EUV won’t have that.
On the Super Cruise EV horizon, both the 2022 Hummer EV and 2023 Cadillac Lyriq will also have Super Cruise. They will also both be based on the new Ultium platform. The Hummer EV will go on sale in the fall of this year while the Cadillac Lyriq is expected in showrooms in late 2022.
For those not interested in driving hands-free, the Chevy Safety Assist package is standard on the Bolt EUV. It includes driver-assistance features including lane-keeping assist, automated emergency braking, and forward-collision alert. Adaptive cruise control and rear cross-traffic alert are available options.
With the Bolt EUV, Chevy is entering the crowded electric-crossover market by modifying an offering that has sold well for the company in the past. The EUV doesn’t use GM’s new Ultium platform and is essentially just a slightly larger Bolt EV, but at a starting price of $33,995, it might keep those waiting for Ultium-powered vehicles happy for the next few years. The Bolt EUV will go on sale this summer.

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In addition to a price drop, the 2022 Chevy Bolt EV also gets a new exterior design and a more comfortable and contemporary interior according to the automaker.
Underneath the new design, some updated tech features, and the now-standard 55-kW DC fast charging support, the battery range and powertrain are the same as the 2021 Bolt.
The 2022 Chevy Bolt goes on sale this summer.
Chevy has a bit of a problem. General Motors, along with Tesla, has already sold enough EVs that its products no longer qualify for the federal tax credit that still lowers the purchase price of an EV from Hyundai, Volkswagen, Ford, and other brands. So what do you do when the government won’t help you bring down the price? You do it yourself. The 2022 Chevy Bolt starts at $31,995, a price drop of $5500 compared with the 2021 Bolt that’s currently on sale. It’s also $2000 cheaper than the brand-new, just introduced 2022 Bolt EUV crossover.

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It’s not just less expensive, though. The 2022 Bolt has been improved based on customer feedback, GM says, claiming the seats are more comfortable and the interior is more contemporary. And, in fact, rather than the 8.0-inch digital layout of the dash cluster that carries over from the current Bolt, the dash and interior look more like a regular Chevy and less like a futuristic electric car. A 10.2-inch display houses GM’s latest infotainment system and supports wireless Apple CarPlay and Android Auto connections. A wireless charger is optional, and the company has updated the shifter to a push-button system that sits in the center console.
The 2022 Bolt also now has a button on the center console that lets the driver enable one-pedal driving, which uses regenerative braking to bring the vehicle to a stop without using the brake pedal in certain driving situations. When drivers lift their right foot off the accelerator, the EV begins to slow down, instead of coasting like a traditional gasoline vehicle. It’s as if the person behind the wheel had placed their foot gently on the brake. As the vehicle slows down, it recharges the battery. With a little practice, EV drivers can drive around town using only the accelerator pedal.
While the look got an upgrade, the size of the Bolt is nearly unchanged. It’s the same 69.5-inch width, but a half-inch taller at 63.4 inches and about 0.8 inch shorter, lengthwise, at 163.2 inches. This makes the Bolt EV roughly the same size as the now more expensive 2021 Kona Electric. Trunk space is 16.6 cubic feet, 0.3 cubic foot less than the 2021 model. With the 60/40 split seats down, that goes up to 57.0 cubic feet. The Bolt bests the Kona with the seats down by 11.2 cubic feet but loses to the Hyundai in trunk space by 2.6 cubic feet.

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Chevrolet

While the interior and exterior look different, the vehicle specs themselves are nearly the same as the 2021 Bolt. The 2022 Bolt still has a targeted 259 miles of range from a 65.0-kWh capacity battery. That’s down 1.0 kWh from the 2021 numbers. AC Level 2 charging has gotten a bit of a boost and supports up to 11 kW, but DC fast charging, which is now standard on all models, sits steady to support up to 55 kW, just like the previous generation. Chevy says that via DC fast charging, drivers would be able to add 100 miles of range in about 30 minutes.
The 2022 Bolt EV is still powered by a single motor delivering 200 horsepower and 266 pound-feet of torque to the front wheels. The underlying tech beneath the vehicle remains the same because the Bolt is still based on the BEV2 electric-vehicle platform, not GM’s new Ultium platform. In fact, GM’s executive chief engineer of the Bolt and Bolt EUV Jesse Ortega said during a call, “There are no plans to incorporate the Ultium system into the Bolt EV or Bolt EUV.”

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While the 2022 Bolt EV doesn’t get access to GM’s Super Cruise technology like its new sibling, the Bolt EUV, the 2022 Bolt comes standard with the Chevy Safety Assist package that includes lane-keeping assist and safety features including automated emergency braking and forward-collision alert. Adaptive cruise control and rear cross-traffic alert are optional.
Overall, the 2022 Bolt is more of the same, with a design refresh that takes into account customer feedback but at a much lower price. It’s looking a bit like a placeholder in the Chevy lineup while GM as a whole transitions to electric vehicles built on the Ultium platform. Its lower price for basically the same product with the same amount of range shows that EV prices will continue to drop as the market matures. The 2022 Chevy Bolt EV will be in showrooms this summer.
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Without access to everyone’s odometer, researchers working for the National Bureau of Economic Research have used a limited set of utility and electric-vehicle registration data to see how much extra electricity EV owners use each day.
The number, 2.9 kWh, was then run through a formula with a number of other factors to come to an estimate that EV drivers go around 5300 miles a year. That’s about half of what gas-powered cars do each year.
This is all from a non-peer-reviewed study, so there may be adjustments down the road, but a separate survey conducted by Plug In America found that EV drivers are more than happy with their cars, and 96 percent plan to buy an EV when the time comes for new wheels.
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Electric-vehicle drivers put about half as many miles on their cars as the average driver. At least, that’s what a new study, conducted by researchers working for the National Bureau of Economic Research (NBER), is estimating. Those results are based on calculations that look at the increase in home energy usage for homes with EVs in California.

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The study authors did not ask the EV drivers themselves. Nor did they check odometer readings through service records or using other methods. They do admit that getting that kind of information would be best but that these numbers are “within the vehicles themselves” and that automakers keep charging information private “due to strategic business interests and privacy concerns.”
So, as a workaround, researchers from the University of Chicago, University of California Davis, and UC Berkeley instead drew their estimates from a sample of roughly 10 percent of the residential electricity meters from Pacific Gas & Electric (a total of 362,945 households). These meter readings were then compared with EV registration records from 2014 through 2017 and the addresses where an EV was registered—a total of 57,290 electric vehicles—were then checked to see how much extra energy was used there to arrive at an estimate about how much extra household electricity was required once an EV was purchased. The result was 0.12 kilowatt-hours (kWh) per hour, or 2.9 kilowatt-hours each day. Another factor taken into consideration came from the California Air Resources Board, which has estimated that “upward of 85 percent of EV charging occurs at home.”
The official miles-per-kWh energy use of the vehicles in the survey was also included, and all of these numbers were then used to estimate that “EVs travel 5300 miles per year, under half of the U.S. fleet average,” the study said.
As for what this all might mean for electric utilities and regulators, the paper doesn’t get into, other than to say that the 5300-mile annual estimate is “roughly half” the amount assumed by regulators in California. The reason for this could be smaller sample sizes used by those regulators and “selection bias in the official estimates.”
For the auto industry as a whole, it’s interesting to contemplate the study’s conclusion that EVs just don’t travel as many miles as gas-powered cars. The authors say this “raises important questions about the potential for the technology to replace a vast majority of trips currently using gasoline.” The authors say their results suggest that “EVs may not be as easily substituted for gasoline vehicles as previously thought.”

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However many zero-emission miles EV drivers are actually putting on their vehicles, it appears they’re pleased with the results. A new survey put out by Plug In America (PIA) found that 96 percent of EV owners are likely to purchase an EV as their next vehicle and that the ability to charge their car cheaply at home was the second-highest consideration for EV buyers (the federal tax credit was number one, but only just). PIA’s study of EV owners also found that, while over 90 percent of them charge at home every day or at least every week, “the majority also charge in public.”

It should be noted that the NBER study has not been peer reviewed and is being circulated “for discussion and comment purposes” at this point.
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A new report from the Insurance Institute for Highway Safety finds that women are at a higher risk of being injured or killed in crashes than men are when involved in crashes of a similar severity.
Though more men than women are injured and killed in car crashes, women are more likely to be injured in any given crash than men in a crash of similar severity would be, the study found.
IIHS explained that the discrepancies are due to differences in the cars many women drive and the circumstances of the crashes they are involved in—not physiological differences between men and women.
The not insignificant risk of being involved in a serious car crash is one of the hard truths of life for those who rely on cars for fun and transportation. New cars are safer than they have been at any point in the past, but people are still hurt and killed in car crashes every day. What’s disturbing is that, although men get in more car crashes, women are more likely to be injured. A new study from the Insurance Institute for Highway Safety (IIHS) explains the discrepancy, and it’s not physiological: it’s down to vehicle size and type as well as what kind of crashes are involved.

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The insurance group found that about 70 percent of women in crashes were in cars rather than larger vehicles, compared with about 60 percent of men, while 20 percent of men were in pickups, compared with less than 5 percent of women. So, even though more men are injured in car crashes overall, and even though men tend to engage in riskier behavior and drive more miles on average than women do, women are still at higher risk of being hurt in crashes that, statistically, men are likely to escape from unscathed.
When researchers compared police-reported front and side crashes that occurred between 1998 and 2015, they found that women were three times as likely to suffer a moderate injury and twice as likely to suffer a severe injury as men. But by narrowing the evaluation to what researchers called “compatible” crashes—front crashes involving either a single car or two cars of similar size and weight—they found that the discrepancy in injuries between women and men shrank significantly. The sample size was too small to run a study on side crashes between compatible vehicles.
Even in the sample group that showed a similar risk of injury between men and women overall, women were more likely to suffer a moderate lower body injury. IIHS said women were 2.5 times as likely to have moderate leg injuries and 70 percent more likely to have serious leg injuries compared with men. That’s a gap that IIHS says could be closed with targeted safety improvements by manufacturers.
Researchers say that overall, the variance in risk is related not to physical differences between men and women but to differences in behaviors and vehicle choice. In two-car crashes, men are more likely to be driving large, heavy vehicles (especially pickup trucks), which offer more protection for occupants. And men are more likely to be in the striking vehicle than in the vehicle being struck, which also corresponds to a lower risk of injury.

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The good news is that careful vehicle selection can mitigate your risk of being hurt in an accident, no matter who you are. IIHS found that occupants of vehicles that had earned IIHS’s top Good rating in its moderate front overlap crash test corresponded to a lower risk of head and lower body injuries for all drivers.
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Nearly 1.3 million Mercedes-Benz vehicles in the U.S. are under recall for a problem that could send emergency services to incorrect locations in case of an accident.
The National Highway Traffic Safety Administration (NHTSA) defect report says the problem is in the emergency communication module software. It can be fixed in many cases with an over-the-air update, and in others through a visit to the dealership.
The problem affects various Mercedes vehicles from the 2016 through 2021 model years.
Mercedes-Benz is recalling almost 1.3 million vehicles from the 2016 through 2021 model years to fix a problem with the communication module for the eCall emergency call system. Affected vehicles could indicate the wrong location to emergency services when used in case of an incident on the road. One such incident was reported in Europe and none to date in the U.S., according to a chronology of the investigation.
The National Highway Traffic Safety Administration (NHTSA), in its recall notice, says the problem is expected to affect 100 percent of the 1,292,258 Mercedes-Benz and Mercedes-AMG vehicles subject to the recall by Mercedes-Benz USA. Among them are the A-, B-, C-, E-, GT-, S-, SL-, and SLC-class; CLA- and CLS-class; and G-, GLA-, GLB-, GLC-, GLE-, and GLS-class. All were made between 2016 and 2021, but specific model years for various products differ, so owners should check the NHTSA recalls site to see if their vehicle is included.
A change will be made to the vehicles’ communication module software. It can be done at the dealership or, in cases of vehicles with the Mercedes Me subscription, through an over-the-air update. The recall is set to begin on April 6.
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