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Ford is recalling more than 870,000 F-150 pickup trucks from 2021–2023 model years to fix a potentially malfunctioning parking brake.Documents filed with the National Highway Traffic Safety Administration (NHTSA) explain that the electric brake can be inadvertently activated because of a wiring problem.Owners will be notified starting September 11. The ultra-popular Ford F-150 could experience a problem with unintended activation of the parking brake. The problem affects some 870,701 pickups from the 2021 through 2023 model years. The recall report filed with the National Highway Traffic Safety Administration (NHTSA) describes a problem in which the rear axle wiring harness may come in contact with the rear axle housing. Over time, this contact could cause the tape and circuit insulation to wear down and expose the wiring underneath, leading to a short circuit. Owners may see a parking brake warning light illuminate, along with an instrument-panel message about a problem.Andrew Trahan|Car and DriverAs of July 11, NHTSA had been informed of 918 reports about the wire chafing problem. Of these, 299 stated they experienced unwarranted parking brake activation, 19 of which happened while driving. There were no accidents or injuries reported related to the problem, which affects single-exhaust F-150 models built from January 2020 through February 2023. To remedy the issue, dealers will install a tie strap and tape wrap, and if needed will replace the harness.Owners can visit the NHTSA recalls website to determine if their truck is included in the recall. Ford will send a notice of next steps to owners in September. Summer Editorial InternAlessandra Kaestner, a Chicago native, has always been interested in journalism. She remembers listening to NPR every day before school with her parents and trying to race her dad to get the New York Times from the front door. Alessandra continued her passion for journalism by working at her university’s newspaper during her first year and into her sophomore year: the Cornell Daily Sun. She is majoring in psychology and philosophy and wants to explore law and journalism. Although she does not have a lot of background in the world of cars, Alessandra is interested in expanding her knowledge and gaining experience. She could not be more excited to work with so many talented people at Car and Driver. More

This rare Ford Pinto is one of the oddest vehicles of the Seventies.Side panels and porthole windows replaced the standard side glass, and a choice of graphics was offered.This example also sports a mad-plaid interior and an eye-searing ’70s color scheme.Car and DriverMany, many questionable decisions were made in the 1970s, but one easily understandable craze was the mania for heavily customized vans. Just scroll through the #vanlife hashtag on Instagram, and you’ll see plenty of people dedicated to turning boxy utility vehicles into a lifestyle accessory—although maybe not with shag carpeting and airbrushed unicorns these days. But, in 1978, what if you were a would-be vanner on a budget? Ford had you covered with the frugal and fun Pinto Cruising Wagon. Bring a TrailerThis 1978 example, up for sale on Bring a Trailer—which, like Car and Driver, is part of Hearst Autos—is a tangerine-hued fever dream and features porthole windows, an interior that looks like an industrial accident at the Creamsicle factory, and far-out exterior graphics. It is 10 pounds of Bee Gees in a five-pound bag.Bring a TrailerIntroduced in 1970 after a breakneck-paced development championed by Lee Iacocca, the Pinto was meant to be Ford’s riposte to the Volkswagen Beetle. Much was made of the early Pinto’s reputation for catching fire in collisions—and it did—but in retrospect, plenty of other 1970s subcompact cars were also relatively unsafe. By the late 1970s, Ford had a recall solution for the fuel tank issue and was still selling nearly 200,000 Pintos a year.Bring a TrailerHowever, the platform was aging, and the rise of cheap and cheerful Japanese subcompacts had changed the market forever. Looking to inject a little fun into the Pinto, Ford’s marketing department cast about for anything the kids were into these days. Rock music? Vans? Smoking the Devil’s Lettuce? Bell-bottom jeans and platform shoes? Well, maybe let’s do the van thing.Bring a TrailerBased on a humble Pinto station wagon, the Cruising Wagon featured metal panels in the back with the requisite bubble window. This 1978 example shows 59,000 miles on the odometer and is powered by a 2.3-liter four-cylinder engine rated at 88 horsepower. A four-speed transmission wakes things up a little, and Pintos are pretty light cars, so it should be able to keep up with modern traffic.And anyway, this is a machine for cruising, man. Hardly any of these oddball van-wagons are left, what with the semi-disposable nature of the Pinto. A survivor like this is a time capsule of the SoCal Seventies vibe, all sun-soaked days and long evenings at the beach. This one has a cassette stereo rather than an eight-track, so it should be easy to put together a suitably 1970s soundtrack for your summer cruising.But you’d better move fast. This no-reserve auction ends on August 2. 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

GM rolled out a new “Hands Free, Eyes On” campaign late last week.The point is to educate people about the Super Cruise driver-assist technology in new and upcoming Cadillac, Chevrolet, GMC, and Buick vehicles.GM is trying to make it very clear that, although the technology lets drivers ride with their hands off the wheel, they had better keep their eyes on the road where they belong. General Motors has announced a new campaign to educate car shoppers and buyers on how its latest driver-assistance systems actually work. The tagline is simple: “Hands Free, Eyes On.” That refers to the Super Cruise system it’s rolling out in new models from all four of its brands: Cadillac, Chevrolet, GMC, and Buick.GM worries its buyers, and the public at large, don’t understand the different types of automated driver assistance systems (ADAS). The campaign’s goal, it said, is to “encourage consumer confidence” in the benefits of ADAS systems overall and to “avoid concern and confusion.” The campaign itself will be composed of “content” that covers “free educational resources and best practices” to be distributed on “GM social channels” and its website. GM also plans to host classes for personnel at the independent dealerships that sell its cars, to educate them as well.The Tesla ProblemThe challenge is that one specific carmaker, Tesla, has gotten a great deal of attention for its so-called Autopilot and Full Self-Driving systems. The attention has been good when it raises brand awareness; it’s been bad when either system is implicated (rightly or wrongly) in a major crash. Last month the Washington Post reported there have been at least 736 crashes involving Autopilot reported to NHTSA, involving 17 deaths and five serious injuries. (GM staff declined to name any other automakers, but the implication is clear.) In the case of the Full Self-Driving technology, Tesla has now rolled out its beta software to tens of thousands of drivers. The company has claimed it assessed the driving habits of those beta testers via data uploaded to its servers before allowing them to download the software. You can view lots of YouTube videos showing the experiences, pro and con, of drivers in Teslas that are operating under the beta version of Full Self-Driving. That function now costs the buyer of a new Tesla $15,000, with no delivery date given for a final or non-beta version. Teslas have likely covered several billion miles under Autopilot, more than any other maker’s vehicles using adaptive cruise control with active lane control. In part, that’s because the company enabled the first version of the function eight years ago, in October 2015. GM said its vehicles had covered 77 million miles using Super Cruise as of early June. Tesla said in its Q1-2023 letter to shareholders its cars had covered more than 150 million miles under the more advanced Full Self-Driving system. Note that both of Tesla’s systems currently require drivers to keep their hands on the steering wheel.Tesla says both systems “are designed to become more capable over time” but the set of features it currently enables “do not make the vehicle autonomous.” Highly publicized videos of risk-seeking drivers who put defeat devices on Tesla steering wheels to trick the car into believing their hands are on the wheel—and in one notorious case, riding in the rear seat while the car “drove itself”—likely strike terror into the hearts of lawyers. (Tesla offers no way for the media to contact the company, so Car and Driver is unable to get comments from Tesla.)It’s ComingAutonomous? Automated? Autopilot?The thrust of GM’s new campaign is that, unlike Autopilot and Full Self-Driving, Super Cruise and its upcoming Ultra Cruise variant allow hands-free operation: drivers can take their hands off the steering wheel as the vehicle centers itself in its lane and can even automatically change lanes to overtake slower vehicles. But GM’s systems still require the driver to watch the road. They use eye-tracking cameras to ensure continued front-facing vision as long as the system is engaged. (Tesla does not currently use the interior-facing cameras in some of its EVs for that purpose.)Though adaptive cruise control with active lane control is now found on a huge swath of the latest new cars, the majority still require the driver to keep their hands on the wheel—sensing continual minute steering inputs to ensure that remains the case. Eyeball tracking cameras are widely acknowledged as the only safe and reliable way to ensure continued driver attention without hands on the wheel, but they’re also more expensive to fit and require more complex software. In our testing, Super Cruise wasn’t impossible to fool, but it was more difficult than most other systems.Words matter, and GM suggests public understanding of the differences among “automated” and “autonomous” driving and “Autopilot” is low. So “Hands Free, Eyes On” gets right to the heart of the matter: The car can drive itself on an increasing variety of roads, but you must always be ready to resume control within a couple of seconds. (And we’ll make sure you remain that way.)Full Self-Driving ExaminedFor GM, the challenge is greater still because it does actually build and operate fully autonomous vehicles through its Cruise Automation subsidiary. In San Francisco, Cruise now offers rides in driverless Chevrolet Bolt AVs (for autonomous vehicles) that bristle with sensors—not only the usual cameras and radar, but also lidar—that feed data to a powerful computer system that makes decisions in real time about what the car is doing and facing. Those vehicles face their own concerns about potentially unsafe behavior.Ensuring that customers understand the differences should boost the appeal of Super Cruise, which works only on limited-access highways that have been premapped, and the upcoming Ultra Cruise, which broadly offers the same functionality on a wider set of roads. The goal of Ultra Cruise is “end to end” hands-free driving from one location to another, Andrew Farah, GM’s executive director of software-defined vehicles and ADAS, told Car and Driver. The difference between the two is that Ultra Cruise requires both more advanced sensors and greater computing power to integrate the resulting data in real time and make decisions. Still, both systems are defined only as Level 2 autonomy under the hierarchy established by the engineering group SAE International, meaning the car can drive itself under limited circumstances, but the driver must always be poised to retake control.Those Tesla CrashesGM and its undoubtedly large legal team very likely worry about the liability posed by drivers who don’t understand or misuse its Super Cruise system. They too will have seen the headlines about multiple NHTSA investigations into Teslas that have crashed into tractor-trailers, fire engines, or other objects while operating on Autopilot. Each of those instances differs, but—like the Cruise vehicles—Tesla’s sensors and software appear to have difficulty interpreting situations a human will instantly understand as an anomaly: a person waving their arms, a flashing light on a vehicle in the traffic lane, and so forth.Crashes involving vehicles with ADAS systems or true autonomous driving must be reported to NHTSA within one day if they meet certain criteria. Crashes of autonomous vehicles under other criteria must be reported by the next calendar month. GM told Car and Driver it has reported to NHTSA “a handful of crashes involving Super Cruise–equipped vehicles” but that none of those vehicles had the system engaged at the time of the crash. 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.Contributing EditorJohn Voelcker edited Green Car Reports for nine years, publishing more than 12,000 articles on hybrids, electric cars, and other low- and zero-emission vehicles and the energy ecosystem around them. He now covers advanced auto technologies and energy policy as a reporter and analyst. His work has appeared in print, online, and radio outlets that include Wired, Popular Science, Tech Review, IEEE Spectrum, and NPR’s “All Things Considered.” He splits his time between the Catskill Mountains and New York City and still has hopes of one day becoming an international man of mystery. More

Mazda announced that it will stop selling the MX-30 electric SUV in the United States after the 2023 model year.The company says it is instead focusing in plug-in hybrids such as the new CX-90 and upcoming CX-70.The MX-30 lives on overseas with an R-EV range-extender variant that recharges the battery with a rotary engine. The Mazda MX-30 has met its demise in the United States after just two model years. Mazda has announced that it will discontinue the MX-30—the company’s first electric vehicle in the American market—after 2023, although the tiny SUV will continue to be sold in Japan and Europe.Doomed from the StartAlthough the MX-30 wore a stylish bodywork and featured neat eco-friendly materials inside, the quirky EV was almost entirely doomed from the start due to its paltry 100-mile EPA-estimated range. The MX-30’s battery is tiny at approximately 32.0 kWh, and the single front-mounted motor’s 143 hp meant an 8.7-second trudge to 60 mph from a stop. The MX-30 was further hamstrung by being sold exclusively in California, and as a result very few have found homes. Mazda sold 181 MX-30s in 2021, while 324 were purchased in 2022. Through June of this year, only 66 were sold. Instead of fully electric vehicles, Mazda says it’s currently strategy in the U.S. is focusing on plug-in hybrids. The CX-90 PHEV launched earlier this year with a 26-mile electric range, and a smaller CX-70 with a plug-in variant will arrive within the next year.The MX-30 Lives on ElsewhereThe MX-30 lives on abroad not only as an EV but also as a plug-in hybrid called the R-EV with a rotary engine that acts as a range extender. While a smaller 17.8-kWh battery gives the R-EV an even shorter 53-mile range, the 830cc rotary engine acts as a generator to provide juice to the electric motor. The MX-30 is the first new Mazda with a rotary since the RX-8 sports car, but it only produces 167 horsepower and is about on par with the EV’s lethargic performance.Mazda initially said it would bring a rotary hybrid version of the MX-30 to the U.S. in early 2021, but the MX-30 R-EV is currently only available in Japan and Europe, where sales are much stronger. But Mazda North America CEO Jeff Guyton told Automotive News in February that “it doesn’t mean it’s a no for the U.S.” so it is possible that the MX-30 name could return, just not as an EV.Remembering the MX-30This 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

More and more borrowers—well, would-be borrowers—are being declined as they shop for a new car.The Federal Reserve found the overall rejection rate for auto loans was 14.2 percent in June, the highest level since the Fed started collecting this kind of data in 2013.Lenders are getting pickier about whom they give money to for many reasons, including inflation and a recent increase in delinquencies and defaults.The supply of new cars, trucks, and SUVs on dealer lots isn’t as sparse as it was a few years ago, but there’s an important sign in the consumer data that shows vehicle shopping in the U.S. isn’t as easy as it could be. The culprit? Credit problems.Financial AdviceThe Federal Reserve tracks loan application data, including how often lenders turn borrowers down. The Fed recently released a new batch of information that found that the overall rejection rate for loan applications was 21.8 percent. It’s bad—but not quite as bad—for auto loans, which hit 14.2 percent in June, up from 9.1 percent in February. That 5 percent jump puts auto loan rejection rates at their highest level since the Fed started collecting this data in 2013.Loans of All Types Are Looking BadWould-be-borrowers saw their applications for other loan types rejected at an increased rate, too: 21.5 percent of credit card applications were rejected, for example, along with 30.7 percent of credit card limit increase requests, 13.2 percent of mortgages, and 20.8 percent of mortgage refinance applications. The Fed said that the overall rejection rate for all credit applicants was almost 22 percent in June, the highest level in five years. The Fed said all age groups saw an increase in rejections, but the highest rejection rates were among people with sub-680 credit scores.The reasons for the increased rejections can be found in the broader economy, especially the inflation of the last few years and the fact that rising interest rates have increased the amount of debt people have. Lenders are worried about borrowers being unable to pay, with good reason. Analysts at Cox Automotive noted last month that “auto loan performance resumed deteriorating in May as delinquencies and defaults both increased for the first time in three months.”Delinquency Rate Worst in Almost 20 YearsThe May severe delinquency rate for auto loans—1.7 percent, while the subprime car loan rate hit 6.5 percent—was the worst since 2006, Cox said, and the default was almost back to the highs of 2019.It may take a while before things get better. The Fed’s recent numbers say that the average reported probability that an applicant will be rejected for an auto loan in the next twelve months is almost 31 percent. That’s the highest level since October 2014, when the expected rejection rate hit just over 28 percent. Expected auto loan rejections are in line with other loan types the Fed thinks will also be regularly rejected in the next year: credit card applications ( 32.8 percent), credit limit increase requests (42.4 percent), mortgages (46.1 percent), and mortgage refinance applications (29.6 percent).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.Contributing EditorSebastian Blanco has been writing about electric vehicles, hybrids, and hydrogen cars since 2006. His articles and car reviews have appeared in the New York Times, Automotive News, Reuters, SAE, Autoblog, InsideEVs, Trucks.com, Car Talk, and other outlets. His first green-car media event was the launch of the Tesla Roadster, and since then he has been tracking the shift away from gasoline-powered vehicles and discovering the new technology’s importance not just for the auto industry, but for the world as a whole. Throw in the recent shift to autonomous vehicles, and there are more interesting changes happening now than most people can wrap their heads around. You can find him on Twitter or, on good days, behind the wheel of a new EV.  More