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Millions of airbag inflators could be deemed defective as early as next year as NHTSA calls for a massive recall of as many as 52 million of the safety items. At least nine ruptures and two deaths have occurred, and the safety agency has been investigating the issue since 2015.The maker, ARC, denies manufacturing defects, while three automakers have issued recalls.The U.S. government safety agency NHTSA has said it is preparing for a recall next year of 52 million airbag inflators that can rupture during deployment. This opens the door to the prospect of what could become another complicated, decade-long repair of defective airbags in tens of millions of vehicles.In a public meeting held Thursday in Washington, D.C., the National Highway Traffic Safety Administration (NHTSA) discussed its decision that two airbag inflator manufacturers, ARC Automotive and Delphi Automotive Systems, should recall inflators that explode with excess pressure and shoot shrapnel into the frontal occupants. NHTSA has investigated ARC inflators since July 2015 after receiving reports of ruptures on two vehicles shortly after the Takata airbag recall began unfolding in 2014. The Takata recall repairs, which are still not fully complete, began with isolated, small recalls on early-2000s Hondas and grew to 100 million inflators across the world, two-thirds of which resided in U.S.-market cars. At least 27 people in the U.S. were killed and 400 injured, according to NHTSA.The Earlier Recall, in DetailAccording to the agency’s initial decision in September, which is the first step in starting a recall, there have been seven inflator ruptures in U.S. crashes since 2014. One driver was killed after a crash in a 2015 Chevrolet Traverse in which metal shards flew out. All other drivers, including one passenger, were injured primarily in the face. A second driver was killed in a 2009 Hyundai Elantra during a 2016 crash in Canada, while a passenger-side airbag inflator ruptured in Turkey a year later on a 2015 Volkswagen Golf that used an ARC inflator built in Tennessee.Four of the incidents involved a Traverse, the latest of which occurred on March 22, 2023. General Motors in May recalled nearly one million vehicles, some of which were the Traverse, for this defect. A 2002 Chrysler Town & Country, 2004 Kia Optima, and 2016 Audi A3 e-tron were also cited for ruptures in crashes. BMW began a recall for this defect in 2017, while Volkswagen initiated a recall in 2022.1-in-370,000 Chance of Rupture”Ruptures will continue to happen,” said Bruce York, a division chief at the NHTSA Office of Defects Investigation, at the public hearing. The agency estimates, based on 2.6 million reported deployments of ARC inflators, that the risk of ruptures during future crashes would be 1 in 370,000.Steve Gold, vice-president of product integrity for ARC, said the seven U.S. ruptures were “isolated incidents and not indicative of a systemic defect.” He called the agency’s comparison of ARC inflators to Takata inflators as “inaccurate and misleading” because those inflators were largely affected by humidity and age and that seven known defects in 23 years of production “does not represent increased risk over time.”The alleged defects, according to NHTSA, involve a manufacturing defect where “excess weld slag” on the metal seam caused by joining parts of the inflator together can block the gas flow to the bag, building excess pressure and causing the entire inflator to rupture. This can result in “metal fragments being forcefully propelled into the passenger compartment,” according to NHTSA. The agency issued a standing order to ARC in 2016 so the company would report ruptures during manufacturing and in 2018, ARC began using borescopes to “detect the occurrence of excess weld slag or other debris in its inflators.” While ARC ran tests in 2018 of more than 900 inflators taken from 2001-2005 model year cars in salvage yards and found no ruptures, automakers reported ruptures in 2021 and 2023, according to NHTSA. The 52 million number, according to NHTSA, was calculated for all airbag inflators ARC and Delphi made before using the borescopes.Gold said ARC is a Tier 2 supplier and not legally responsible for initiating recalls like an automaker. But NHTSA said in its September initial decision letter that ARC is not exempt from complying with federal safety regulations. Class-Action Lawsuits in ProgressSix class-action lawsuits alleging economic harm were filed in 2022 against ARC, various automakers, and two airbag manufacturers that used ARC inflators (Joyson Safety Systems, formerly known as Key Safety Systems which bought out Takata, and Toyoda Gosei). They have been combined under federal judicial review. One lawsuit filed in Northern California alleged that because the inflators used ammonium nitrate, a low-cost propellent found to be highly unstable and a root cause of the Takata failures, that ARC was inherently at fault. But NHTSA has not cited ammonium nitrate as a failure point or a root cause in its investigations.NHTSA is accepting written responses to its hearing by December 4, after which it will likely release a final decision to issue a recall. Contributing EditorClifford Atiyeh is a reporter and photographer for Car and Driver, specializing in business, government, and litigation news. He is president of the New England Motor Press Association and committed to saving both manuals and old Volvos. More

The Volkswagen Beetle convertible is a great bang-for-your-buck classic.This one tosses the air-cooled flat-four in favor of an electric motor.The conversion uses parts by EV West, and it gives the car a range of about 100 miles.With 21.5 million of them built, the Volkswagen Beetle is an ideal candidate for electric conversion. No one can accuse you of taking the combustion-engined soul out of a rare classic, you get everyday turn-key reliability, and if you miss the clattery soundtrack of an air-cooled engine the cyclist following in your hydrocarbon-free wake won’t. The only thing that could make the experience better is dropping the top for some fall motoring. Well, here you go.Car and DriverUp for auction on Bring a Trailer—which, like Car and Driver, is part of Hearst Autos—is a lovely orange slice of 1970s nostalgia, blended with 2023 technology. It’s a 1978 Volkswagen Super Beetle convertible (the Beetle purists’ least favorite Beetle, but who asked them?) converted to battery-electric power thanks to some parts from San Marcos–based EV West.Bring a TrailerEV West has built EV swaps for many Hollywood high-rollers, including Ewan McGregor’s 1954 Beetle sedan. In this case, the build was completed on British Columbia’s west coast, by Canadian Electric Vehicles of Parksville.Related StoriesThe 1585cc air-cooled flat-four is gone, replaced with an 88-kW electric motor. At 120 or so horsepower, this is roughly twice as much power as you got in the original Super Beetle, though this EV restomod won’t be nearly as quick as a modern EV (the seats, at least, do go Plaid). The 23-kWh battery pack consists of 36 lithium-ion batteries and is good for a claimed 100-mile range.Bring a TrailerEven more fun is the presence of an old-fashioned manual gearbox. Granted, you only get two gears, reminiscent of the tortoise or rabbit selectors of an old lawn tractor, but at least there’s some shifting to be done.Bring a TrailerAnd how much fun would a little runabout like this be on a sunny fall day? The real benefit of EV conversion isn’t so much added power, it’s the more reliable on-demand performance. No fiddling with carburetors, no worrying about fuel stabilizers over the winter—just jump in and go for a ride, any time the weather’s fine.This BaT auction runs through October 11.Contributing EditorBrendan McAleer is a freelance writer and photographer based in North Vancouver, B.C., Canada. He grew up splitting his knuckles on British automobiles, came of age in the golden era of Japanese sport-compact performance, and began writing about cars and people in 2008. His particular interest is the intersection between humanity and machinery, whether it is the racing career of Walter Cronkite or Japanese animator Hayao Miyazaki’s half-century obsession with the Citroën 2CV. He has taught both of his young daughters how to shift a manual transmission and is grateful for the excuse they provide to be perpetually buying Hot Wheels. More

The Mercedes-AMG GT63 S E Performance was originally slated for 2023, but Mercedes confirmed that the model will now hit U.S. dealerships for the 2024 model year.Mercedes just revealed a refreshed version of the hybrid sports sedan for Europe, and we expect the same bodywork to make its way here when the E Performance finally arrives.The updated grille draws upon the newest AMG GT Coupe, with a black intake beneath the main grille element.Lost in the horde of online commenters lamenting the replacement of the V-8 with a four-cylinder engine in the latest Mercedes-AMG C63 was a new nameplate, E Performance—and some of these new hybrid models do in fact still use V-8 engines. In the U.S., we’ve gotten the S63 super-limo so far, and this hybrid setup actually first appeared two years ago on the GT63 S E Performance. Originally slated to debut in the United States for 2023, the hybrid four-door has been delayed. When it finally does arrive stateside, however, it will sport a sharp new face, with Mercedes revealing a refreshed version for Europe.When asked about the E Performance’s absence, Mercedes told us that it would reach the United States for the 2024 model year with more details to come as part of a future announcement. We have a strong feeling that the U.S.-bound E Performance will include the revised bodywork from the new European model.Mercedes-BenzThe most obvious change is the grille, which now sits within a larger opening with a black intake below the chrome vertical strakes, drawing inspiration from the new Mercedes-AMG GT Coupe. The bumper looks cleaner, with thin air vents on the outside and a subtler lower grille opening. Mercedes also updated the features list, although its unclear how Mercedes will package U.S.-market models. There is now a standard electric sunroof and wireless phone charger for the rear seats, and the standard Burmester surround sound system incorporates Dolby Atmos spacial audio, like the new E-class and other updated Mercedes-Benz models. The hybrid powertrain is unchanged, with the twin-turbo 4.0-liter V-8 paired to an electric motor on the rear axle for a total of 831 horsepower and 1082 pound-feet of torque. That thrust is sent through a nine-speed automatic gearbox to all four wheels, with the electric motor powered by a 4.8-kWh battery. The E Performance also has air suspension as standard, and a new color, Opalite White Metallic, joins the lineup. Mercedes should reveal information about the U.S.-spec GT63 S E Performance in the coming months.More Hybrid AMGsThis 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.Associate News EditorCaleb 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

Subaru has revealed the 2024 WRX TR, and it’s different from the last WRX to carry the TR (“Tuner Ready”) nameplate back in 2006.This new TR comes well equipped, with standard features including a Brembo braking system, a stiffer suspension, retuned steering, and Recaro seats. The model makes its official debut at a fan event, the Florida Subiefest, on October 7. Pricing for the TR is set to come out later this year. When Subaru announced that the current-generation WRX would not receive an STI version, many fans were upset, unsurprisingly. Now, the company is reusing an old name, and the company has gone a little upmarket with this one. The automaker is reaching back to 2006 to resurrect the TR moniker, which last time around stood for “Tuner Ready.” Back then, it was a stripped-down model intended for customers to modify. It cost $1000 less than the standard WRX and came with unpainted mirror caps, basic seats, and a non-leather steering wheel. SubaruThe 2024 WRX TR takes a different approach. The standard brakes have been replaced by Brembo six-piston front calipers, two-piston rear calipers, larger pads and rotors, and a larger brake master cylinder. According to Subaru, the springs on the TR are stiffer than before, and the damping rates have been retuned. Subaru says that between the new suspension setup and a retuned steering rack, the TR has better body control and steering response than lower trims, while also maintaining ride quality. Looking BackwardWhere the inside of the last TR was spartan and ready for racing buckets, the new version comes standard with Recaro buckets in front, and the driver’s seat even features eight-way power adjustments. The racing seats are finished in black and gray Ultrasuede with contrasting red stitching and the Recaro logo embossed on the seatbacks. Subaru did take one comfort away, though, removing the power moonroof in the name of weight savings.SubaruThe potent but run-of-the-mill powertrain from lesser trims is back for the TR, though this time around it features manual transmissions only. The turbocharged 2.4-liter flat-four engine makes 271 horsepower and 258 pound-feet of torque. The new trim comes with exclusive 19-inch multi-spoke wheels with a satin gray finish, complete with a set of 245/35 R19 Bridgestone Potenza S007 tires for extra grip. The car also gets Subaru’s EyeSight driver-assist technology. More on the WRXAccording to Subaru, pricing for the TR will be revealed later this year. We expect it cost in the ballpark of $48,000, placing it a few thousand dollars above the current GT trim. The new trim should begin arriving in dealerships in the first quarter of 2024. Associate News EditorJack Fitzgerald’s love for cars stems from his as yet unshakable addiction to Formula 1. After a brief stint as a detailer for a local dealership group in college, he knew he needed a more permanent way to drive all the new cars he couldn’t afford and decided to pursue a career in auto writing. By hounding his college professors at the University of Wisconsin-Milwaukee, he was able to travel Wisconsin seeking out stories in the auto world before landing his dream job at Car and Driver. His new goal is to delay the inevitable demise of his 2010 Volkswagen Golf. More