Should I store my car keys in a Faraday box? Perhaps. With the advent of keyless entry, you can unlock your car just by approaching it, which is particularly handy when you’re carrying shopping and need to access the trunk.
However, depending on electromagnetic signals for locking and unlocking your vehicle—rather than using a traditional key—means there’s a risk. With the right technology, someone could intercept and misuse that digital communication.
In the UK, there were almost 130,000 vehicles stolen from April 2023 to March 2024. Furthermore, more than half of these incidents involved thieves manipulating the signal from the car key without ever having physical access to it.
This problem mainly affects vehicles with passive keyless entry systems, which enable you to unlock the door just by being within a certain range of the car without pressing any buttons. These systems work by emitting a signal detectable by nearby cars.
The distance at which this works varies by manufacturer, but theoretically, if your keys are inside the house and your car is in the driveway, the keys and the car are far enough apart that no signal should reach them.
Nevertheless, thieves may use devices to extend the key’s signal range, executing what’s known as a relay attack, which typically involves multiple devices.
The first thief situates themselves outside the house within range of the keys and captures the signal to relay it to a second accomplice positioned next to your vehicle.
While keyless cars offer convenience, they also present potential security vulnerabilities – Credit: Getty
They utilize their devices to capture the exact data contained within the signal, which is then relayed to their accomplice with a second device near your car. The vehicle recognizes the key-specific signals and unlocks as if the key were present.
To prevent this scenario, apart from switching to a lower-tech vehicle, ensure that your key doesn’t emit any signals when you don’t need to unlock your car.
Some manufacturers are offering “sleeping fobs” in newer models that employ motion-sensor technology to halt signal transmission when the key is not likely to be needed.
Additionally, some companies are developing keys that operate on bandwidths much more difficult to relay.
One day, we may eliminate keys entirely, replacing them with biometric technologies like fingerprint or facial recognition for car access.
For now, if your vehicle employs keyless entry and a sleep mode isn’t available, it’s advisable to find alternative ways to block the signal.
This is where a Faraday box or pouch becomes useful. These containers are lined with conductive material to prevent signals from entering or exiting.
You might also wrap the key in aluminum foil or store it in a microwave or refrigerator—just ensure the latter is turned off.
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A Two Swedish automotive brands, Volvo and Polestar, are spearheading an initiative to urge Brussels to adhere to the established timeline, especially as tensions escalate with Germany increasing its calls on the European Commission to reconsider the ban on new petrol and diesel vehicles by 2035.
They contend that such a decision is merely a temporary fix for the fractures within Germany’s automotive sector, arguing it would both delay the transition to electric vehicles and inadvertently grant an edge to China.
“Delaying the 2035 target is simply a terrible idea. There’s no other way to put it,” stated Michael Loescherer, the CEO of Polestar, Europe’s sole manufacturer of fully electric vehicles.
“Make no mistake, if Europe fails to spearhead this shift, other nations will take the lead.”
German Chancellor Friedrich Merz has urged European Commission President Ursula von der Leyen to reconsider the 2035 deadline. He advocated for permitting the production of new hybrid and high-efficiency internal combustion engine vehicles beyond the cutoff, noting consumer reluctance towards EVs.
“We are sending the right message to the commission with this letter,” Merz asserted, claiming the German government aims to address climate issues in a “technology-neutral manner.”
From Polestar’s transparent office in Gothenburg, Sweden, Loescherer is astounded by the current situation.
His attempts to engage in the EU’s year-long “strategic dialogue” concerning the future of the automotive industry were ignored. “I sent two letters and I’m not even sure if there was a response to the second one,” he shared.
Nearby, viewing the expansive Volvo assembly facility in Gothenburg, Håkan Samuelsson, the 74-year-old CEO of Volvo Cars, reflects on the industry landscape.
“I don’t perceive any reason to slow our progress,” he remarked.
Samuelsson compares the opposition faced by the lucrative automotive sector today to the backlash that greeted catalytic converters and seat belts half a century ago.
“If not mandated, probably 30% of our vehicles wouldn’t come equipped with seat belts, and without a requirement, we likely wouldn’t have seen the adoption of catalytic converters either,” he explained.
Volvo CEO Håkan Samuelsson indicated that reversing the 2035 petrol car ban lacks rationale.
Photo: Josefin Stenersen/Guardian
Volkswagen and BMW can pursue their own paths, Samuelsson noted, but easing up on electrification will only widen the gap with China.
“China will establish factories in Hungary, Slovakia, Romania… countries with low labor costs. I doubt we can isolate China from the EU through tariffs. We need to compete directly with them,” he added.
Samuelsson suggested that von der Leyen need not make an immediate decision and could defer it until closer to the deadline. “We have time. Another 10 years is at our disposal.”
Michael Bross, the Green Party’s representative in the European Parliament, remarked that Merkel’s requests would “significantly dilute” contentious EU legislation and “essentially grant a free pass” to internal combustion engines.
The Greens and the Sweden Party argue that extending the lifespan of hybrid vehicles sends a signal to consumers that electric cars aren’t necessary, thus validating the automobile industry’s stance.
Loescherer shares similar thoughts. “China will not remain static. They will assert dominance. If Brussels opts to suspend this; [target] when they state, ‘We’ll grant you five extra years, stop,’ they are genuinely jeopardizing hundreds of thousands of jobs.”
Polestar CEO Michael Loescherer asserts that abolishing the 2035 deadline is misguided.
Photo: Josefin Stenersen/Guardian
The articulate, marathon-running executive finds it ludicrous to even contemplate abolishing the 2035 target established just three years prior.
Loescherer was involved in the initial discussions that led to the EU’s 2022 resolution to phase out the sale of new internal combustion engines by 2035, a move celebrated by then-Vice President Frans Timmermans as a crucial step toward achieving carbon neutrality by 2050.
“During my tenure at Opel, I participated in these meetings and visited Brussels biannually. We debated this extensively,” said the Polestar president.
“I’m a marathon runner; I’ve completed 126 marathons throughout my life. Would I train and decide to run a half marathon because it’s difficult? No.”
Mr. Loescherer, with extensive experience as former CFO of VW and ex-CEO of Opel and Vietnamese car manufacturer Vinfast, states that Germany, amidst economic challenges, must learn to adapt quickly.
“It’s about mindset, it’s about attitude. Recently, I traveled to China and South Korea and have returned home to Germany.”
“In Germany, the sentiment is clear: everyone wants to safeguard the past, resisting change and striving to maintain the status quo. I’m German, so I can assert this with conviction. In China or the US, the focus is on, ‘What’s the next breakthrough? What’s the next initiative? What’s the next enterprise to launch?’ It’s a significant contrast. The mindsets are fundamentally different.”
Polestar, initially a racing car manufacturer in 1996, was acquired by Volvo in 2015, restructured in 2017, and relaunched as an independent EV manufacturer. Geely Automobile, Volvo’s Chinese stakeholder, now holds a majority stake.
When questioned if Chinese ownership might create unease in Brussels regarding Volvo’s stance, Mr. Samuelsson reiterated that Volvo remains a Swedish entity. “We’ve been part of Ford for 11 years, now we’re in our 14th or 15th year at Geely, and we’re experiencing significant growth. We’re listed on the Swedish stock exchange, adhering to European regulations. We’re Swedish. We are no more Chinese than we are American. We are as Swedish as Ava or IKEA.”
He emphasized that the EU must continue to expedite electrification, asserting its vital role in the future. Polestar has developed a vehicle capable of traveling 560 miles (900 km) on a single charge.
Samuelsson revealed that Volvo has five fully electric vehicles and is on the verge of introducing the EX60, an electric version of its top-selling XC60, already offering a range of 310 to 370 miles.
This approach addresses one of the three primary concerns consumers have when purchasing EVs, noted Samuelsson. The second concern pertains to charging time, which he believes should be reduced to 15 to 20 minutes—akin to the brief breaks drivers typically take for coffee, restroom, or stretching at a rest stop. “In the future, there will be no issue,” he asserted.
“The third obstacle hindering consumer adoption is price,” he continued.
“[If] we in the automotive sector can address these three necessities, the adoption rate for EVs will escalate. Therefore, I see no reason to question whether 2035 is too early. We’ve got time. Our goal should be to accelerate, not decelerate.”
Samuelsson also criticized the ongoing discourse surrounding net zero, arguing that it’s not reflective of real-world progress.
“As I follow the debates in Brazil concerning police issues, I can’t help but ponder whether all this discussion is genuinely advancing climate improvement?”
“I find myself increasingly inclined to believe that technological advancement and innovation are what we truly need to facilitate progress. Mere discussion won’t suffice.”
“Electrification is the effective solution. It benefits the environment, which is crucial. Moreover, it also appeals to customers. It’s one of the rare green innovations that consumers are enthusiastic about as well.”
3p: The cost per mile for an electric vehicle is minimal, yet it represents a significant shift in the UK’s approach.
Ministers have historically opposed any type of road pricing due to its potential political fallout. This stance might change next week. Rachel Reeves, likely accustomed to facing criticism over fundraising schemes, is expected to propose charges specifically based on the mileage of EVs.
The Treasury has nearly confirmed that some financial measures will be revealed in next week’s budget, though no specifics have been disclosed. As reported first by the Telegraph, starting in 2028, EV users will be able to pay an additional fee atop their yearly road tax or vehicle excise duty (VED) according to the miles driven that year. This could involve a self-reported distance estimate or an odometer check during an MOT.
The uptake of battery electric vehicles, which are cheaper to operate compared to petrol cars, is increasing. By 2024, these vehicles are projected to be driven an average of about 8,900 miles, based on statistics from the Department for Transport (DfT). At a rate of 3p per mile, the current 1.4 million EVs on the roads could generate £267 per vehicle, amounting to around £375 million annually.
The Treasury has effectively confirmed that a form of fee for EVs will be announced when Rachel Reeves presents her Budget. Photo: Carlos Jasso/AFP/Getty Images
Transport Secretary Heidi Alexander had difficulty dismissing a national road pricing scheme during Thursday’s Commons questioning, but a later “clarification” indicated that pay-per-mile for EVs remains a possibility.
Looking ahead, a worrying deficit in vehicle tax revenue is anticipated as the transition to EVs diminishes fuel tax revenue. While petrol and diesel vehicles contribute taxes based on fuel consumption, the shift to electric will alter this dynamic.
Latest forecasts from the Office for Budget Responsibility indicate that a fuel tax of 52.95p per liter (roughly 5p per mile for the average car) will yield £24.4 billion this year, but billions of this income will decline starting in 2030 when sales of new petrol and diesel cars are phased out.
The key challenge lies in identifying fair alternatives to an unsustainable tax structure, particularly as there is enduring opposition from the right to all types of road pricing, which has become entangled in a culture war over London’s Ultra Low Emission Zones (ULEZ) and low-traffic areas, arguing for increased surveillance and reduced freedoms.
Last year, London’s mayor, Sadiq Khan, abandoned a review of pricing after being overwhelmed by anti-ULEZ sentiment. Photo: PA Images/Alamy
Some economists are in favor of time- and congestion-based road pricing, which may serve as a fairer method for managing road usage, although it also raises concerns about additional tracking.
Steve Gooding, director of the RAC Foundation, asserts that any plan should prioritize simplicity. However, regarding privacy, he notes, “The volume of data generated by modern vehicles is substantial. If the DfT or DVLA began monitoring Fahrzeugen, people might feel closely scrutinized. Yet Elon Musk has a different view: [Musk] – They don’t seem to mind.”
A broader issue is that pay-per-mile may deter drivers from switching to electric vehicles, which is vital for reducing carbon emissions. Manufacturers, businesses, and motoring organizations like Ford, Autotrader, and the AA have expressed concerns about the timing of introducing new charges amid this transition. Under the UK’s ZEV obligation, car manufacturers are required to ensure that one in three cars sold next year is a zero-emission vehicle, escalating to 80% by 2030 (the remaining 20% can be hybrids).
Current grants for new electric cars can be as high as £3,750, making running costs more reasonable for some consumers; however, several discounts and tax exemptions have ceased. Transport for London recently confirmed that EVs will have to pay the capital’s congestion charge starting next year, with zero-emission vehicles also subject to VED from April onward.
New Zealand is raising alarms, according to a report from the Social Market Foundation (SMF). Electric vehicles became liable for road tolls last year, a system previously reserved for diesel cars, where drivers purchased permits in increments of 1,000 km (621 miles). This change, alongside the cessation of buyer incentives and tax exceptions, resulted in a dramatic drop in new EV sales, with market share plummeting from a peak of 19% to just 4%.
Electric car at a charging station in Auckland, New Zealand. Last year, EVs were made responsible for road user charges. Photo: Michael Craig/AP
The SMF noted that Iceland also implemented a pay-per-mile system for EVs last year, but maintained incentives and pricing differentials, resulting in a much less pronounced decline in market share.
Advocates of this emerging technology proceed with caution. The Electric Vehicle Association England, representing motorists, expressed to the Prime Minister that consumer confidence in EVs remains tepid.
For many individuals, particularly in lower-income neighborhoods or those reliant on public charging without driveways, operational costs no longer present the same appeal. Ginny Buckley, CEO of Electrifying.com, an EV review platform, stated: “For numerous people, the expense of running an EV could exceed that of a gasoline vehicle if they lack access to affordable home charging and depend on public networks.”
Graham Parkhurst, a professor of sustainable mobility at the University of the West of England, highlighted that the stark disparity between home chargers and public charging stations (which are subject to a 20% VAT surcharge) represents a “political time bomb,” further dividing socio-economic classes.
Even longstanding advocates for pay-per-mile, like Parkhurst, caution that such systems require careful consideration. “Charging based on mileage makes sense, similar to how fuel taxes function. However, we need time to devise how to integrate this into a broader transport taxation framework. If you need a vehicle, an electric car is undoubtedly the smarter choice,” he asserted.
Proponents of pay-per-mile warn that they need to be cautious in moving forward. Photo: nrqemi/Getty Images/iStockphoto
The think tank Resolution Foundation suggests that any mileage and weight-based charges should apply only to future EV sales.
Tanya Sinclair, chief executive of UK Electric Vehicle, agrees on the need for fundamental reform of car taxation, but emphasizes that the government must convey a clear intent to encourage the shift to electric vehicles. “Any actions that create confusion, like providing subsidies while also launching pay-per-mile charges, blur the message for consumers,” she notes.
A government spokesperson stated the administration would “consider further support” for EVs but emphasized: “While fuel tax applies to petrol and diesel, an equivalent for electric vehicles is lacking. We are aiming for a fairer system for all drivers, while facilitating the transition to electric vehicles.”
“The best time to integrate road pricing would have been in the past, but the political landscape is complicated,” noted Gooding. The cross-party Transport Select Committee advocated for urgent road pricing implementation in 2022 to replace all vehicle taxation for every vehicle type. Yet, no minister has shown enthusiasm for this. Mayor Sadiq Khan of London was compelled to reject the possibility of pricing last year due to overwhelming anti-ULEZ sentiment, despite earlier indicating it was a viable option.
According to Mr. Gooding, introducing new policies is “most effectively undertaken with the minimum number of vehicles involved, and limiting it to EVs could be more manageable than developing complex charges for the 34 million vehicles already in circulation.”
For some, including Buckley and the Transport Improvement Campaign, a controversial yet clear solution remains: terminate the 15-year freeze on fuel taxes and the temporary 5p reduction currently in effect since 2022.
The SMF reported that had the levy remained consistent in real terms, nearly £150 billion would have been accumulated in public funds. Regardless of how the pay-per-mile model evolves, Reeves stated, “We must ensure that taxes on EVs for businesses remain lower than those on petrol.” “The simplest method of preserving this variance is by increasing fuel taxes.”
Greetings! Welcome to TechScape. I’m your host, Blake Montgomery, reaching out from Barcelona where my culinary adventures have, quite humorously, turned half of me into ham.
Who will lead the self-driving car industry?
The global rollout of self-driving cars is on the horizon. Next year, leading companies from the United States and China plan to expand their operations considerably and introduce robotaxis in major cities worldwide. These firms are akin to male birds strutting to attract a mate, setting the stage for upcoming worldwide rivalries.
On the U.S. front, we have Waymo, the autonomous vehicle initiative by Google. Over the last 15 years, it has invested billions into Waymo. After extensive testing, the company launched its robotaxi service for the public in San Francisco in June 2024, and has since expanded significantly. Waymo vehicles are now a common sight in most parts of Los Angeles, with introductions planned for Washington, D.C., New York City, and London next year.
On November 2nd, Chinese tech giant Baidu lodged a complaint against Google. Baidu claimed its autonomous vehicle division, Apollo Go, conducts 250,000 rides weekly, matching Waymo’s performance. Waymo recently hit a major milestone in the spring.
Most electric vehicles in China are priced significantly lower than their American counterparts, even without self-driving capabilities. Experts estimate that a single Waymo vehicle costs hundreds of thousands to manufacture, though exact figures remain unclear. “The hardware costs for our vehicles are much less than Waymo’s,” declared the CFO of Pony AI, a leading Chinese self-driving firm, to the WSJ.
To recoup its billion-dollar investment in Waymo, Google must persuade potential customers of its superior quality.
Google is highlighting transparency as a distinguishing factor. Much less data is accessible regarding Baidu’s vehicles, raising concerns about their safety records. Baidu asserts that its vehicles have amassed millions of miles without “a single major accident.” Google referenced this in a statement, posing a question about the extent to which the success of Chinese self-driving companies has been communicated to U.S. transportation authorities, as noted by the Wall Street Journal.
However, Apollo Go, which has unlocked taxis in Dubai and Abu Dhabi, is not Waymo’s only contender, as Gulf nations pursue diverse tech partnerships. Wheels from WeRide, another Chinese autonomous vehicle company, have made their way to the UAE and Singapore. All major players in the Chinese market are pursuing expansion into Europe, according to Reuters. Vehicles built by Momenta and deployed by Uber are slated to begin operations in Germany by 2026. WeRide, Baidu, and Pony AI are also gearing up to introduce robotaxi services in various European locations soon, leading to many more people encountering self-driving cars in their everyday lives.
Initially, the primary question concerning self-driving cars was: can we create a working vehicle? Now, the focus has shifted to: who will dominate the market?
Read more: Driving competition: Chinese automakers race to take over European roads
This Week in AI
Elon Musk’s loyal supporters push his wealth to $1 trillion
Martin Lawson discusses Elon Musk’s new compensation package. Illustration: Martin Rowson/The Guardian
Tesla’s recent performance has been lackluster. The looming end of the U.S. electric vehicle tax credit has resulted in a surge of buyers at dealerships over the past few months, yet the company reported a 37% drop in profits in late October. This decline adds to a series of challenges facing EV manufacturers.
In spite of Tesla’s struggles, shareholders voted in favor of a plan to compensate Elon Musk $1 trillion over the next decade, contingent on his ability to elevate Tesla’s valuation from $1.4 trillion to $8.5 trillion. Should he succeed in this and other objectives, it would mark the largest reward in the company’s history.
The results of the vote were revealed during the company’s annual shareholder meeting in Austin, Texas, where more than 75% of investors backed the proposal. Enthusiastic chants of “Elon” filled the room following the announcement.
Musk has been associated with Tesla for a decade through this pay structure, yet his attention has rarely been confined to just one venture. He has remained deeply involved in politics. My colleague Nick Robbins Early details how Musk has aligned himself with the international far-right:
Since his departure from the Trump administration, Musk’s political endeavors have included wielding social media as a platform to influence the New York mayoral election and orchestrating a right-wing, AI-generated alternative to Wikipedia. He has expressed concerns over a “homeless industrial complex” of nonprofits purportedly harming California and declared that “white pride should be acceptable.” On X, he stated that Britain is on the brink of civil war and warned of the collapse of Western civilization.
The social and economic repercussions stemming from Musk’s political stance have not deterred his public support for the far right, and he has increasingly showcased these affiliations, all while maintaining in his characteristic obstinacy that being branded a racist or extremist is of no consequence to him.
Read more: How Tesla shareholders’rewarded Elon Musk towards becoming the world’s first trillionaire
Can you take on the data center?
Google data center located in Santiago. Photo: Rodrigo Arangua/AFP/Getty Images
The data centers fueling the AI revolution are truly colossal. Their financial scope, physical dimensions, and vast datasets encompass all, making the idea of halting their construction seem counterintuitive amid ongoing developments. Silicon Valley’s leading firms are investing hundreds of billions at a rapid pace.
Yet, as data centers expand, resistance is mounting in the United States, the UK, and Latin America, where these facilities are rising in some of the most arid regions globally. Local opposition typically centers on the environmental repercussions and resource use of such monumental constructions.
Paz Peña, a researcher and fellow at the Mozilla Foundation, focuses on the social and environmental effects of data center technology in Latin America. She shared insights with the Guardian at the Mozilla Festival in Barcelona on how communities in Latin America are filing lawsuits to extract information from governments and corporations that prefer to keep it hidden. This dialogue has been condensed for brevity and clarity.
Read my Q&A with Paz Peña here.
Read more: “Cities that draw the line”: A community in Arizona fights against massive data centers
When purchasing an electric vehicle, it’s essential to consider how you will charge it at home.The primary requirements are a charger and a smart meter.
Charger Kit
While you can charge your vehicle using a standard 3-pin plug, it is a slow process. It’s advisable to install a dedicated charger, a specialized AC station that operates at higher speeds and connects to your vehicle through a cable.
Most home chargers provide up to 7.4kW of power, enabling a typical EV to cover 25 to 30 miles for every hour it is charging.
The cost for installing a dedicated home electric car charger ranges from £800 to £1,200. Photo: Andrew Matthews/Pennsylvania
A smart meter is necessary for your energy supplier to monitor your usage throughout the day and apply the appropriate tariffs (see below).
Charging is generally easier for those with driveways or garages compared to the 9.3 million households lacking off-street parking. Some local governments have installed residential charging points on the street, like on lampposts. The government is contemplating the removal of planning permission requirements for installing a crosswalk “gutter” to run the cable from the house to the car.
Tariffs Overview
All major energy providers offer at least one EV tariff, typically allowing drivers to charge their cars at lower rates during specified times of the day.
Long-distance drivers should aim for the lowest overnight rates and the most extended charging periods. Photo: Jonah Images/Alamy
Ben Galizzi from Uswitch highlights various perks available to drivers. “Classic” EV pricing allows charging during cheaper nighttime hours. For instance, British Gas offers rates of 9p/kWh from midnight to 5am. E.ON’s Next Drive has a rate of 7.5p/kWh from 12am to 6am. Scottish Power’s EV Saver charges 7.2p/kWh from midnight to 5am.
Additionally, there are smart rate plans that automatically schedule charging during the cheapest times of day, like when demand is low or renewable energy usage is high. You can program the system to charge your car when rates are lowest. For example, Intelligent Octopus Go charges at 7p/kWh.
Galizzi also notes a new subscription plan. Mr. Octopus’ Intelligent Drive Pack offers unlimited smart charging for £30 monthly. Ovo Energy offers plans starting at £27.50 with a Smart Charge cap of 700 miles per month.
Some EV tariffs may only be available to existing customers. Therefore, to access specific rate plans, you may need to switch to that provider’s standard rate first before opting for an EV tariff.
While assessing your car’s best value, Martin Lewis’ MoneySavingExpert site advises that many “two-tier” rates can fluctuate based on the time of day, offering appealing nighttime rates alongside peak ones that may surpass price caps. For example, the Intelligent Octopus Go can cost around 29p/kWh daily, while the default rate is 26p.
Urban drivers may find smart charging options offer better value, according to experts. Photo: SouthWorks/Alamy
Potential savings could also arise from salary sacrifice schemes, where the cost of home charging is deducted from an eligible person’s gross salary before tax and national insurance. This can include options like the Electric Vehicle System Charge Card.
Selecting the Right Tariff
Choosing the best deal primarily depends on your driving mileage.
Galizzi recommends that long-distance drivers search for the lowest overnight rates and the longest charging durations. “Aim to have your vehicle fully charged every night to be ready for the road in the morning,” he notes. For example, E.ON Next Drive offers rates of 6.5p/kWh between midnight and 6am.
For city drivers, smart charging options might provide better value. “The goal is to find the most cost-effective charging time,” he indicates. Similar offerings are available from Scottish Power, with rates starting at 9p/kWh.
Illustration of CAR T cell therapy targeting tumor cells
Brainlight/Alamy
CAR T cells, which are immune cells modified to attack cancer, have transformed blood cancer treatments, particularly for leukemia. However, they have struggled against solid tumors. Recently, “weaponized” CAR T cells have successfully eliminated large prostate tumors in mice, providing optimism for similar therapies in humans.
“The tumor is completely gone,” states Jun Ishihara from Imperial College London, marking a unique achievement in animal research.
Our immune system typically identifies and destroys many cancers early on. Cancer cells often display mutated proteins recognized by T cells, which seek to eliminate these threats using surface receptor proteins, functioning similarly to antibodies.
However, not every cancer incites an immune response. In the 1980s, scientists found a way to engineer T cells to target cancer more effectively by incorporating genes for chimeric antigen receptors, hence the term CAR T.
While CAR T cells have shown remarkable success in treating some blood cancers, they also carry significant risks. They are effective for some but not all patients, and ongoing enhancements are needed. The development of CRISPR gene editing facilitates further improvements to these therapies.
Despite advancements, CAR T therapies remain ineffective for most solid tumors due to two primary challenges: the vast heterogeneity of solid tumors—where not all cells present the same mutated proteins—and the tumors’ ability to evade immune responses by emitting “do not attack” signals.
Researchers have attempted to enhance CAR T cells by incorporating immune-boosting proteins like interleukin-12, but this has sometimes resulted in overwhelming immune responses that damage healthy tissues.
Ishihara and colleagues have pioneered a method to localize interleukin-12 specifically to tumors. By fusing interleukin-12 to a protein that binds collagen, which is prevalent in tumors, they engineered it to target the exposed collagen found in both wounds and tumors. “Tumors are rich in collagen and are dense because of it,” Ishihara noted.
The modified CAR T cells produce this fusion protein when they bind to the mutated proteins present in certain prostate cancers. Once released, the fusion protein attaches to the tumor’s collagen, effectively signaling the immune system to launch an attack.
Trial results were promising, as the treatment eradicated 80% of large prostate tumors in the test mice. Additionally, when exposed to cancer cells afterward, no new tumors formed, indicating a robust immune response from the CAR T cells.
Remarkably, this approach did not necessitate preconditioning. Usually, chemotherapy is given to create space for new CAR T cells by depleting existing immune cells, risking side effects such as infertility. “We were surprised that no chemotherapy was required,” says Ishihara. His team aspires to commence human clinical trials within the next two years.
“This is a promising avenue that warrants clinical testing,” stated Stephen Albelda from the University of Pennsylvania. He noted that numerous research groups are also exploring similar methods for tumor-targeted localization of interleukin-12, with encouraging results being reported.
Our MG5 electric vehicles have spiraled out of control, and MG seems unresponsive to the situation.
After utilizing a charger at one site, the vehicle experienced a power system failure at a highway service station.
The car became unresponsive to all controls, including the off button. Consequently, we called the AA. The patrolman was able to start the engine and opted to take a test drive with my family onboard as it was pouring rain.
When the patrolman shifted the car into reverse, it surged forward and wouldn’t stop, even when he pressed the brakes. The vehicle collided with an AA van, and as it attempted to accelerate, its wheels spun and began smoking.
We all exited the vehicle safely, and eventually, a patrolman managed to switch the car off from outside. I was informed it wasn’t safe to drive.
The AA arranged for a tow truck to bring it to the dealership, covering the repairs (£2,500). A police vehicle was also damaged in the incident.
The dealership is scrutinizing the defect, and there will be a charge of £500 in costs. No issues were identified. MG insists the matter has been resolved and intends to pursue further investigation at their own cost.
Six weeks on, the vehicle remains with the dealership. I am reluctant to drive until I know it’s safe, yet I can’t afford continued investigations.
I requested a technical report from the AA, confirming that the vehicle “jumped forward” when shifted to reverse.
It’s understandable to hesitate before getting behind the wheel until the issue is identified, and since the vehicle is still under warranty, it’s reasonable to avoid spending personal funds on the repairs.
MG Motor UK appears surprisingly indifferent, given the potential dangers posed by malfunctioning EVs. The dealership recommended that MG’s technical department investigate the issue and provide guidance, but MG let it go.
MG merely issued an apology for the “inconvenience” following your complaint.
My inquiries regarding whether the dealer-requested investigation was conducted prior to resolving the incident and how many similar cases they’ve acknowledged concerning power failures were side-stepped.
However, the company promptly initiated a more comprehensive assessment of the vehicle and conducted a 45-mile test drive, using various public charging stations. There will be no charges for this test or any previous evaluations.
“MG considers all reported issues related to malfunctions a priority. No associated faults with onboard equipment or the vehicle’s charging capabilities were discovered.”
“MG and our authorized dealer have meticulously examined the vehicle and concluded that an error occurred that isn’t linked to the vehicle itself. We will continue to provide support to our customers with relevant information and advice.”
This places you in a challenging position. Your car is deemed healthy, yet your trust in it has waned. Consequently, you’ve decided that selling it is the best course of action.
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Issa Schultz follows a daily routine that few can match.
“I wake up, brew my coffee, then head to the computer for quizzes. After lunch, I return for more quizzes,” he states. “It might sound obsessive, but I embrace it. It’s fair to say I treat it like a full-time job.”
Schultz is the top quizzing champion in Australia, known among enthusiasts for his serious approach to trivia. Quizzing is not just a pastime for him; it defines his life. Every year, he appears on Channel 7 for about six weeks as one of the “Chasers” on the quiz show Chase Australia. The rest of his time is spent immersed in various topics, from sibling rivalries to AFL Drafts and Academy Award winners.
“I could easily go outside and engage in normal activities,” he chuckles. “But as one single guy without family responsibilities, I’ve got the unique opportunity to invest time into this.”
Schultz as the Supernard of Channel 7’s Chase Australia. Photo: Chase
“What’s crazier is that some individuals dedicate even more time than I do, especially in the UK and the US.”
Quizzing is a niche but worldwide phenomenon, thriving from North America to Europe and India. It can often be viewed as an evolution of pub trivia, particularly in its complexity. Schultz participated with pub teams daily before advancing to the next level. “When we enter international quizzes, pub trivia just isn’t challenging enough,” he explains.
A standard quiz question isn’t necessarily straightforward, often requiring one to connect seemingly unrelated images (“Was he a Chilean military dictator from 1973 to 1990?”).
Instead of raucous environments, the world of quizzing tends to be characterized by silence or solitude. The premier event in the quizzing calendar is the World Quiz Championship, held each June, where participants solve questions read by a proctor in a formal examination setting. Australia began hosting its national championship in February across Sydney, Melbourne, Perth, and Brisbane. These events, devoid of prizes, ascertain rankings both nationally and globally, with enthusiasts also exploring smaller competitions and Zoom leagues.
“When we arrive at the international quiz, the pub trivia is not obscure enough”: Issa Schultz. Photo: Guardian
“Usually, when I tell people about my weekend plans, I say, ‘I’m off to the library to sit quietly with a group of fellow nerds for an hour,'” shares Sally Gridley, an enthusiastic Australian quizzer. “We’ll take an exam for fun. Prizes? No, it’s purely for bragging rights, and you have to pay to participate.”
Gridley has been a serious quizzer for 11 years and even secured a win on a quiz show. Programs like The Chase and Mastermind capture audiences with their excitement and are one of the few effective ways to monetize one’s hobby. Gridley estimates the Australian quizzing community comprises around 30-35 regular quizzers, while the Global Leaderboard indicates unofficial membership is below 2,000. Participants note it’s a small yet committed community, warm and inviting to newcomers.
Nonetheless, a specific demographic predominates: men. Gridley estimates she is one of about eight regular female quizzers across Australia, where local groups are approximately 90% male. There are overlaps in other communities as well.
“It’s important to note that quizzing is quite popular among neurodivergent demographics; many quizzers have conditions such as autism and ADHD,” Gridley mentions. “In fact, I might be the most socially engaged person at any quiz event.”
Or as Schultz puts it, “There are many quirky individuals, and we embrace eccentricities!”
To climb the leaderboard as a quizzing participant, a unique form of dedication is required.
“It’s purely about glory”: Quizzer Sally Gridley showcases prizes from ABC’s hard quiz. Photo: Ellen Smith/Guardian
Aaran Mohann, a 35-year-old financial worker ranking third in Australia, believes he isn’t as dedicated to studying as many of his counterparts. His primary strategy involves completing numerous online quizzes, as competitors often cover similar topics. For instance, many focus on events from Coldplay concerts and popular culture phenomena like Dubai Chocolate.
Flashcards as memory aids have gained popularity within the quizzing community, reveals Mohan. “It’s clear that many quizzers delve deeply into Wikipedia. One article leads to another, and before you know it, hours have passed.”
Schultz expects films to feature prominently in quizzes. He also invests in DK reference books covering topics from medicine to fishing, transcribing intriguing facts into his notebooks—a system that is “pointless to anyone except myself.”
However, he sets limits. “Pat Gibson is among the best British quizzers of all time and reads about five newspapers daily. I can’t keep up with that.”
Australian representative for Spain’s 2024 Quiz Olympiad (Aaran Mohann)With Jane Allen from the International Quiz Association. Photo: Supply
There’s much to appreciate about being a dedicated quizzer beyond mere competition and TV appearances. Gridley finds fulfillment in answering questions correctly, and the knowledge she gains benefits her career as a teacher. Mohan states that his hobby satisfies his innate curiosity about the world. The quizzing process improves attention to detail, as participants must read questions closely to avoid misnaming cities instead of countries.
For Schultz, this pursuit offers a soothing sense of consistency.
“I appreciate that it’s all centered around facts and truths in an era dominated by AI and misinformation. [fake news] He explains. Charles I will always be Charles I, today and 100 years from now.”
Schultz cherishes the life he has crafted around quizzes, for better or worse.
“I’ve never driven a car, I can’t cook, and I often lose my house keys… I think outside of quizzing, I seem to lack direction. My fate seems intertwined with this.”
Schultz is determined to retain his status as Australia’s number one quizzer, a title he has maintained since 2011.
“Usain Bolt, the fastest man alive, has dedicated his life to running; I aim to dedicate my life to quizzing,” he states. “After all, why not?”
hWith just a few taps on the app, the electric car slowed down and came to a halt outside Berlin’s old cargo hall. There’s no one behind the wheel, but as passengers enter, a voice chimes in:
The vehicle emits a cheerful jingle before proceeding to the former runway, where traffic cones indicate various operational zones.
This isn’t an ordinary driverless car. “Bartek” refers to Bartek Sztendel, not just an automated voice from Robotaxi. A real person, stationed hundreds of meters away at a remote driving hub, controls it.
Bartek Sztendel, remote driver at work. Photo: Nicolo Lanfranchi/Guardian
Seated in a plush leather chair, he uses pedals for acceleration and braking while steering with a wheel, closely monitoring the journey through three large screens in front of him, supplemented by four discreet rooftop cameras. Headphones provide audio feedback from both inside and outside the vehicle, while sensors let him sense the bumps on the road.
Sztendel is part of Vay—a name that reflects how many Germans say “Way.” This remote driving tech firm, founded in Berlin in 2018, aims to transform urban mobility across Europe.
Vay’s communications manager, Silvia Avanzini, reviews the apps used to start and conclude remote drives. Photo: Nicolo Lanfranchi/Guardian
While the world is gradually adopting conventional self-driving taxis in cities like San Francisco and Shanghai, Vay envisions a future where remote-driven cars can pick up rental vehicles in Berlin, transport them to a desired location with a remote operator, and terminate the rental—leaving the hassle of parking to the driver. Users are charged per minute for electric rides at a rate claimed to be approximately half of current shared services.
Vay’s CEO and co-founder, Thomas von Der Ohe, plans to utilize Las Vegas as a trial area for its services, with Germany set to follow soon. A Stanford University alumnus in computer science and entrepreneurship, he mentions that American cities “have a crucial legal framework.”
Vay CEO Thomas Von Der Ohe poses with one of the electric vehicles in their fleet. Photo: Nicolo Lanfranchi/Guardian
“It made it onto page three. Germany had its share of challenges, but we collaborated closely with authorities to address everything from technical specifications to safety concerns.
Just before the summer break, the German parliament approved legislation to allow commercially operated remote-controlled vehicles in designated areas, starting December 1. Though not as daring as laws enabling firms like Waymo and Cruise to run autonomous vehicles in cities like Los Angeles and San Francisco, it still signals a new momentum for major European automakers.
An application is available to initiate and complete your journey. Photo: Nicolo Lanfranchi/Guardian
Von Der Ohe envisions a future where car ownership is no longer necessary, contributing to sustainable urban living.
Beyond engineers, the company heavily relies on drivers, which represents a significant cost. Despite the skills gap, attracting candidates for this emerging field hasn’t been problematic.
According to Von Der Ohe, many of the controllers have backgrounds from Uber and traditional taxi services, especially those who have faced safety issues. He noted that even truck drivers, worn out from lengthy hauls and time away from family, are looking for a change, including some coping with health issues due to extended vibrations.
“People see this as a promising career. They enjoy scheduled breaks and work in teams rather than isolation,” Von Der Ohe emphasized. Moreover, they earn hourly wages instead of on a per-ride basis.
Sztendel, who hails from Poland, logged extensive driving hours over several weeks before becoming certified as a remote operator. He remarked that individuals with gaming experience tend to adapt quickly, but emphasized that “serenity, strong safety, and responsibility skills” are critical. He enjoys games like Need for Speed, but described the experience of remotely controlling real vehicles as “truly incredible.”
Glancing away from his monitor, he pointed out that the large red button on the left can be pressed in an emergency, prompting the car to stop instantly.
During a year of driving his daughter to school in a new electric vehicle, Phil Bellamy realized that she was anxious about taking a 10-minute ride every day.
While Bellamy, 51, had no issues with the car, his teenage daughter experienced nausea each time she got in. Research indicates that this is a common problem: many individuals who do not suffer from motion sickness in traditional vehicles find themselves affected by it in electric vehicles (EVs).
Concerned about his family’s aversion to riding in his car, Bellamy altered his driving style and considered purchasing a different vehicle, but the issue persisted. His daughters try to avoid traveling with him whenever they can.
“If we go on a trip, they make sure to take motion sickness tablets immediately. They wouldn’t even think of getting in the car without them,” he explains.
Bellamy appreciates driving electric cars for their quietness and smoothness compared to traditional combustion engine vehicles, though he hopes manufacturers will address the concerns of passengers affected by motion sickness.
Factors contributing to motion sickness include the relatively rapid acceleration of EVs compared to gasoline vehicles, the regenerative braking system, and the absence of sensory cues such as engine noise and vibrations while driving.
Research from China, a major electric vehicle producer, has found that EVs tend to induce more severe motion sickness symptoms than traditional vehicles.
Content creator Atia Chain from London shared her experiences on TikTok about suffering from car sickness in an EV this summer when she relied on Ubers for transportation.
Chain reports feeling “extreme nausea” shortly after getting in the EV, which ceased soon after she exited. It took her some time to realize that this happened only in electric vehicles. Now, she tends to avoid Ubers due to the prevalence of EVs.
“Usually, the nausea started right away as soon as the trip began. The first minute was particularly bad. I would roll down the window and find something to distract myself,” she shares. “The sickness lingered throughout the journey. If the Uber ride was 20 minutes long, I’d count down the minutes until I could get out.”
John Golding, a professor of applied psychology at Westminster University in London, explains that motion sickness has a particularly strong effect on passengers because it relates to their ability to anticipate changes in movement.
While the driver controls the vehicle, passengers, especially those seated in the back, may feel helpless. This could pose challenges for the future of self-driving cars.
He suggests that individuals may also use motion sickness medication or adopt behavioral changes to cope. “The simplest solution is to sit in the front seat and have a clear view. It allows you to see and anticipate what will happen next, whereas sitting in the back means you can only see what has already happened,” he advises.
Consider motion sickness medication which can be obtained in patches or tablets from pharmacies, helping manage how your brain and body react to movement. It’s most effective when taken before travel.
Wear acupressure bands which some studies suggest may help, though results could primarily be attributed to the placebo effect. “If it works for you, don’t dismiss it,” Golding remarks.
Listen to low-frequency sounds. A study from Nagoya University in Japan indicates that certain vibrations at 100Hz may stimulate a part of the inner ear responsible for detecting gravity and acceleration.
Scrap vehicles are composed of various metal alloys, posing recycling challenges.
Mark Hill/Alamy
Innovative recycling methods for metals extracted from scrap cars can potentially eliminate millions of tons of waste annually while decreasing carbon emissions associated with the production of new aluminum.
Historically, a significant portion of scrap aluminum from cars has been repurposed into lower-grade cast alloys for engine blocks in traditional combustion engines. Yet, as the auto industry shifts towards electric vehicles, this low-grade metal no longer has utility.
Without effective strategies, there is a risk of generating millions of additional tons of carbon dioxide by accumulating “mountains” of unusable scrap and increasing the production of virgin aluminum for new vehicle manufacturing, warns Stephen Pogatcher from Leven University in Austria.
“As engine blocks become obsolete with electrification, we lack current paths for scrap utilization,” he cautions. “This constrains our recycling capabilities.”
Pogatscher and his team have developed a novel approach for recycling metals from scrap vehicles, which could convert approximately 7-9 million tons of waste annually into high-quality aluminum alloys suitable for various components of new cars.
The key lies in generating new products by harnessing a variety of alloy materials sourced from scrap vehicles, he elaborates.
Typically, when a car is discarded, its materials—plastic, fabric, steel, and aluminum—are processed separately. Moreover, as many as 40 different aluminum alloys are extracted from each vehicle across various recycling streams. Any non-separable components tend to blend into the engine block, associated with combustion engines.
The innovative recycling method pioneered by Pogatscher’s team involves melting all the scrap aluminum from the car simultaneously.
This results in a block of highly brittle material that resembles a metal ceramic, according to Pogatscher. Interestingly, the team found that reheating this block at approximately 500°C for 24 hours can restructure the metal, enhancing its strength and toughness. “Ultimately, it offers improved mechanical properties compared to conventional alloys,” he notes.
The team asserts that this new material rivals traditional automotive alloys, featuring “impressive” strength and versatility for fabricating various car components, including chassis and frames. Pogatscher emphasizes that it can be produced using standard industrial practices and has the potential for rapid scalability. While he recognizes the challenges in mainstream adoption of new alloys within the conservative manufacturing sector, discussions with industry partners regarding process development are already underway.
Jeffrey Scamans at Brunel University in London finds the concept “very intriguing,” but he stresses that further validation is essential, particularly to ensure the new alloy meets the stringent testing requirements for automotive applications.
He also cautions that achieving consistent high-quality alloys may be difficult since vehicles are discarded in a varied manner, not according to specific types. “It’s challenging to envision how to collect individual alloy compositions practically,” he remarks. “Scaling from laboratory experiments to full-scale metal production is notoriously complex.”
Mark Schlesinger at the Missouri University of Science and Technology states that commercial production must delineate and manage the composition of the new alloy. “Randomly mixing scrap in the furnace won’t yield acceptable results,” he says. “This necessitates precise scrap chemistry assessments, which subsequently raises handling costs.”
Tesla’s sales in Europe dropped by 40% in July, as Elon Musk’s electric vehicle manufacturer confronts stiffer competition from the Chinese company BYD.
In July, Tesla sold 8,837 cars across the EU and the UK, according to data from the European Association of Automobile Manufacturers (ACEA). This is down from 14,769 during the same month last year.
BYD’s car registrations surged to 13,503 last month, up from 4,151 a year earlier. Currently, BYD holds a market share of 1.2%, as reported by ACEA, while Tesla’s share stands at 0.8%.
Chinese automotive brands are actively expanding in Europe, often offering more affordable models. A report by market research firm Jato Dynamics noted that BYD surpassed Tesla in Europe earlier this spring.
In the UK, the government announced on Thursday that Ford would be the first manufacturer to receive subsidies of up to £3,750 for two of its models. An additional 26 models qualify for a £1,500 grant under the new electric vehicle subsidy initiative.
The grant is only applicable to vehicles priced at £37,000 or less, and discounts will be automatically applied at the point of sale.
Transport Secretary Heidi Alexander commented: “We’re making it easier and more affordable for families to transition to electric vehicles, with discounts of up to £3,750 on EVs.”
“Our efforts aim to foster competition in the UK EV market and drive economic growth, job creation, and skill development as part of our plan for change.”
Separately, the Automakers and Traders Association revealed that UK car production increased by 5.6% over the past two months in July.
However, SMMT CEO Mike Hawes described the current market conditions as challenging, citing “weak consumer trust, unstable trade flows, and significant investments in new technologies abroad.”
ACEA has also indicated that in the first seven months of 2025, 1.011 million new battery electric vehicles have been registered, which represents 15.6% of the EU market share.
Hybrid electric vehicle registrations have proven even more popular, with 2.255 million units recorded across the EU so far this year. This increase is largely attributed to growth in the four largest markets: France (30.5%), Spain (30.2%), Germany (10.7%), and Italy (9.4%).
ACEA Executive Director Sigrid de Vries emphasized the need to enhance the European uptake by “continuing to expand public charging infrastructure, lowering charging costs, and ensuring a well-structured incentive program for purchases.”
Illustration of CAR T-cell therapy targeting multiple myeloma, a type of blood cancer
Nemes Laszlo/Alamy
CAR T-cell therapy has the potential to transform cancer treatment. This innovative treatment genetically alters immune cells to combat diseases but is both complex and costly. Researchers have recently achieved the ability to develop personalized therapies within the bodies of non-human animals.
This form of treatment is primarily accessible in the UK and the US for select patients with various blood cancers, such as certain leukemias, where B cells—crucial immune components—grow uncontrollably. The process entails extracting T cells from a patient’s blood, genetically modifying them to target and destroy B cells, then duplicating and reintroducing these modified cells back into the patient’s body.
Nonetheless, this method is time-intensive. “You need to take the blood and send it to the Central Manufacturing Institute before it can be returned,” explains Carl June from the University of Pennsylvania. “This makes scaling the process challenging.” Additionally, the treatment comes at a steep price: over $500,000 per patient.
In search of a more efficient method, June and his team focused on gene molecules that deliver instructions to produce proteins that target B cells. They encapsulated these molecules in fat droplets, allowing entry into T cells, where they can identify and eliminate B cells. However, this effect is temporary, as the RNA code degrades within a week.
The researchers injected cancerous human B cells and healthy T cells into mice lacking an immune system. After a week, they administered five fat droplets to these mice over a span of two weeks, with some receiving higher doses.
Three weeks later, the mice that received the highest dose displayed no detectable tumor cells and no side effects. “The level of tumor cells was as minimal as we could measure,” remarks June.
The team also administered fat droplets to 22 healthy monkeys, resulting in the production of CAR T cells within their bodies and completely eradicating all B cells within just one day. Although B cells are essential for antibody production, the treatment was well tolerated by all but one monkey, which experienced a severe inflammatory response.
“This is truly remarkable,” says Karin Straathof from University College London. This could represent a significantly easier and more affordable method for implementing CAR T-cell therapy, she asserts.
However, one downside of standard CAR T-cell therapies is their ability to provide long-lasting protection, notes Straathof. The newly developed technique temporarily produces these cells; if cancer returns, additional treatments will be necessary. Furthermore, the effectiveness and safety of this approach in humans remain unverified, pending clinical trials.
June confirms that the team is currently testing the method in healthy humans. “The first patient was treated in the past few weeks,” he states.
The electric vehicle (EV) revolution is new research published in Cell Reports Sustainability.
The accelerating demand for lithium, an essential element of EV batteries, is expected to outstrip domestic supply in major markets by the decade’s end.
This analysis highlights China, the US, and Europe, which collectively represent 80% of current EV sales. Researchers caution that without significant changes, these regions may not fulfill their lithium requirements from local sources by 2030, leading to an increased reliance on imports and a heightened risk of global shortages.
“Many previous studies have examined the lithium necessary for low-carbon transitions,” said Dr. Andre Manberger, a co-author of the new study, in an interview with BBC Science Focus.
“The issue is that often we compare projected lithium demand with current mining rates and existing reserves. However, there’s a gap in the existing literature concerning mining feasibility.”
Globally, EV sales surpassed 17 million in 2024, marking a 25% increase from the previous year.
The International Energy Agency forecasts that electric vehicles could represent 40% of all car sales by 2030. However, this expansion hinges on a stable supply of lithium carbonate equivalents (LCE).
The study indicates that by 2030, annual LCE demand will reach 1.3 million tonnes in China, 792,000 metric tonnes in Europe, and 692,000 in the US. Yet, even if all current and planned mining projects are considered, domestic supply remains inadequate: China could produce up to 1.1 million tonnes, the US 610,000, and Europe only 325,000.
This shortfall could intensify global competition for lithium, primarily sourced from Australia, Chile, and Argentina. In 2023, these three countries accounted for nearly 80% of the world’s lithium.
Almost 50% of the world’s lithium was mined in Australia in 2023.
China currently dominates the global lithium market, and an increase in its imports could negatively impact other buyers. Researchers found that should China’s imports rise by 77%, the US and European imports could drop by 84% and 78%, respectively.
“Commodity trading tends to have a lot of continuity and path dependence,” Månberger explains.
“This is due to the established supply chain, contracts, and overall inertia in the market.”
Nonetheless, there are reasons for optimism. Increasing lithium prices may drive investments in new mining initiatives and motivate manufacturers to create more efficient battery technologies. Alternatives like sodium-ion batteries could also contribute to a more diverse market.
In the long term, recycling could assume a more substantial role. As first-generation EVs reach the end of their lifespans in the 2030s, materials extracted from older batteries could mitigate the need for new lithium extraction.
“I’m very optimistic,” says Månberger. “Historically, while it’s often straightforward to forecast potential bottlenecks and supply risks, innovations tend to emerge unpredictably when these challenges arise.”
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About our experts
Andre Manberger is a senior lecturer in Environmental and Energy Systems Studies at Lund University, Sweden. He leads the Misttra Mineral Governance Research Program, initiated in 2024, focusing on the rising demand for critical raw materials and addressing conflicts of interest in the low-carbon transition.
In the UK, sales of new Tesla cars experienced a significant surge of over one-third last month, although electric vehicle manufacturers faced tough competition from China’s BYD and other rivals amidst a political backlash against Tesla’s billionaire CEO, Elon Musk.
In May, Tesla sold 2,016 vehicles in the UK, a decline from 3,125 in the previous May, reflecting a 36% decrease based on data from the Association of Auto Manufacturers and Traders (SMMT).
Conversely, BYD, the Chinese automaker, saw a remarkable 407% increase in UK sales, rising from 596 units last May to 3,025 this year. BYD offers both hybrid and fully electric vehicles and first surpassed Tesla in sales back in January.
So far this year, Tesla has sold 15,002 cars in the UK, which represents a 7.8% decline compared to 16,272 in the same timeframe last year.
This year, Tesla’s sales have decreased in several of its major markets, with political protests impacting some of its showrooms, along with stiff competition from rivals such as BYD.
Overall new car sales in the UK rose by 1.6% last month, totaling 150,070 units. According to SMMT, this marked the best performance since 2021, although it remained 18.3% lower than pre-COVID levels in 2019, with growth seen in just the second month of this year’s upward trend.
Corporate fleets and businesses drove demand, accounting for nearly two-thirds of vehicle registrations, while interest from private buyers dropped by 2.3% for the second consecutive month. While gasoline and diesel vehicle registrations declined significantly—12.5% and 15.5% respectively—the demand for the latest electric models soared, capturing a total market share of 47.3%.
Sales of hybrid-electric vehicles rose by 6.8% to 20,351 units, and plug-in hybrid EVs surged nearly 51% to 17,898. Furthermore, registrations for battery electric vehicles increased by over 25%, now representing 21.8% of the market as carmakers vie for consumer interest.
Colin Walker, the transport director for the nonprofit Energy and Climate Intelligence Force, is involved in the UK’s Zero Emission Vehicle (ZEV) initiative—a series of government regulations aimed at boosting the number of EVs on the roads. He emphasized, “continue doing that, increasing competition between manufacturers, declining prices, increasing sales.”
In terms of EV sales this year, Tesla is reportedly losing its top position to Volkswagen, which has seen a 201% increase in EV sales, according to an analysis by Thinktank New Automotive. Other automakers such as Ford, Renault, and Peugeot are also witnessing substantial growth as they transition to electric vehicles. BYD, the only Chinese maker in the top 10, recorded a 261% increase.
If Chinese automakers can be believed, there’s a significant love for karaoke among the populace. Some enthusiasts are so passionate that they want karaoke features integrated into their family vehicles.
Arno Antlitz, Volkswagen’s CFO, expressed that this was something that would have baffled the European mindset just a few years back. Nevertheless, the innovations found in electric vehicles from Chinese brands like BYD and XPENG are illustrative of the lessons Volkswagen and its European counterparts have had to absorb as they strive to catch up with their Chinese rivals in the global electric vehicle arena.
“No one in Wolfsburg thinks karaoke is necessary in a car,” Antlitz remarked during a Financial Times meeting last week. “Yet, you need it.”
XPENG G6 family SUV undergoing testing in London. Photo: Jasper Jolly/The Guardian
A decade ago, such openness from the world’s second-largest automaker would have been surprising. Little advocacy existed for Chinese brands in Europe, where the automotive industry was largely dominated by long-established manufacturers from Germany, France, the UK, and Japan, as well as South Korea. The rise of battery technology, however, paved the way for Chinese manufacturers, bolstered by substantial state subsidies, to aim for dominance in the burgeoning electric vehicle sector.
They seized this opportunity. Data from EV analyst Matthias Schmidt shows that in early 2024, Chinese brands gained over 10% of European EV sales, though that figure slid back to 7.7% by February. Yet, the scale of the Chinese domestic market is unmatched, with 12.8 million battery and hybrid cars sold in China by 2024, exceeding the entire European auto market.
The swift advancements from China have caught competitors off guard, especially following a technological leap during the pandemic. Bentley’s Frank Stephen Walliser described the innovations unveiled at the 2023 Shanghai Motor Show as a “shock that comes after a period of silence.”
Chinese manufacturers are increasingly vying for a future where vehicles are seamlessly integrated into users’ digital lives and predominantly self-driving. While Tesla remains a leader among Western automakers, China’s BYD is close behind, with CEO Elon Musk reportedly more focused on supporting Donald Trump’s presidential ambitions than on automotive innovation. Despite backing health measures, Trump’s policies are projected to significantly hinder American manufacturers.
Chris McNally, an analyst from Evercore ISI, noted in a report after attending the Shanghai show that experiences like handling driving tasks while enjoying massage seats in an Aito M8 Luxury SUV and watching films on a retractable projector screen showcase the innovation at a fraction of the price of Western luxury vehicles.
According to McNally, the global market share held by major automakers in Detroit, Germany, and Japan has dropped from 74% to 60% over the past five years. “If you’re a US/EU manufacturer not planning to offer affordable, scalable EVs in the next five years, you could face serious challenges by the 2030s,” he warned.
He further questioned whether the fight is lost for Western makers, suggesting they may make a strong comeback during this phase of automotive evolution.
Shanghai Motor Show in April. Photo: Go to Nakamura/Reuters
BYD’s Seagull, priced around £6,000 in China, showcases autonomous technology comparable to much costlier vehicles, branded as “God’s Eye.” This pricing was achieved using heavier sodium-ion batteries, which compromise range for affordability, yet it highlights a challenge that European manufacturers face.
A consulting firm Bain & Company evaluated that Chinese automakers, on average, can develop cars at just 27% of the cost of European counterparts.
This isn’t just about undercutting prices. Last week, during a test run organized by the British lobby group for automakers and traders, BYD’s £33,300 Seal U DM-I, a plug-in hybrid family SUV, went head-to-head with Volkswagen’s plug-in hybrid Tiguan, which can cost upwards of £10,000 more.
Participating state-owned automakers included Omoda and Jaecoo Brands alongside Leapmotor, Geely (which owns Volvo, Polestar, and Smart Brands), and Xpeng. During a week of trials, the Guardian discovered an abundance of driver assistance features and a spacious interior rivaling that of the Tesla Model Y.
All these vehicles are priced competitively with minimal distinction from European offerings. They provide a smooth ride and impressive voice assistance, allowing drivers to open the sunroof without diverting their attention from the road. A standout from the trials was the swift MG Cyberstar Electric Sports car manufactured by state-owned SAIC.
There are indications of resistance from Europe. Priced at £23,000, the Renault 5 has rapidly gained traction as one of the first affordable electric vehicles manufactured in Europe. While Renault is working diligently to lower production costs, its profitability remains uncertain, though the model has garnered significant popularity.
The French carmaker is also aiming to cut the sales timeline from three years to two, with assistance from an unnamed Chinese partner, for its upcoming models like the Renault 4 and the next Twingo.
If coexistence isn’t feasible, joining forces seems to be a favored strategy among Europeans. Volkswagen has invested in XPENG (also known as Xiaopeng), while Stellantis is planning to introduce jumping cars in Europe and utilize that technology. Additionally, Scandinavian brands such as Volvo and Polestar are increasingly reliant on technology from their parent company, China’s Geely.
UK’s JLR is collaborating with Chery to produce more affordable vehicles under the revived Land Rover Freelander name. According to JLR CEO Adrian Mardell, the vehicle set to launch in the latter half of 2026 “could be global.” Nissan’s Ivan Espinosa hinted that Japanese manufacturers could assemble Chinese cars in Sunderland, northeastern England, to fill excess capacity.
Shunning Chinese technology is not an option for many firms, even if they desire to do so. Most batteries are produced in China, with a few competitors from Japan and Korea. Europe’s battery champion, Northvolt, has faced setbacks. In the meantime, BYD announced in March that its new battery could offer a 250-mile range with just a five-minute charge, causing CATL shares to surge 16% during its market debut in Hong Kong.
Europe possesses certain defensive advantages, including a vast network of dealerships (still preferred by consumers for purchasing) and maintenance garages, which slow the progress of Chinese brands.
“European consumers tend to be quite conservative and very brand loyal,” remarked Eric Zeyer, head of Bain & Company’s European automotive division. “It’s exceedingly challenging for Chinese manufacturers to break into Europe and replicate their domestic success.”
He warned that without strategic moves, Chinese brands risk disappearing from the market, similar to the fate of US electric brand Fisker.
Despite the prevalent challenges, European automotive leaders assert the game isn’t lost, even as it’s evident that China is set to capture a significant share of the global automotive market.
Bentley’s Walliser noted that “Chinese manufacturers are more agile and quicker to adapt,” while also embracing new technologies. “This isn’t magic,” he stated. “It can be achieved here too.”
“Don’t underestimate the resilience of automotive companies,” added Luca de Meo, CEO of Renault.
Social media buzzed with reactions when startup Slate Auto unveiled its electric pickup truck priced at approximately $25,000 last month. The vehicle’s simplistic design features a silent body and nostalgic hand crank windows.
How wild is it? According to Cox Automotive, average monthly payments for new vehicles surged to $739 in March, up from $537 in January 2019. The average cost of a new car is now $47,400, while electric models are around $59,200. The high interest rate, currently about 9.4% on a 72-month loan, has further strained finances for buyers.
“Prices and interest rates are exceptionally high,” stated Mark Schirmer, director of industry insights at Cox Automotive. “For consumers who haven’t been in the market since 2018, the cost of a vehicle might seem shocking.”
President Trump’s 25% tariffs on imported automobiles and parts have prompted consumers to buy now, fearing further price increases. Cars priced below $30,000 are particularly vulnerable, with nearly 80% facing these tariffs. This includes popular models like the American-made Honda Civic and Toyota Corolla. The supply of budget-friendly models is expected to dwindle as automakers may cease the importation of certain vehicles entirely.
Enter Slate, a suburban Detroit startup backed by venture capital and Amazon founder Jeff Bezos.
Former Fiat executive Chris Berman, now CEO of Slate, mentioned that their trucks won’t be available until late 2026 but are intentionally designed to alleviate sticker shock.
True to its name, the truck serves as a blank canvas, enabling buyers to customize with over 100 accessories, such as power windows and heated seats, as their budgets allow or needs evolve. While it lacks built-in stereo or touchscreen display, it features a dock for phones and tablets, which saves costs and helps avoid the digital obsolescence often seen in car entertainment systems.
“I believe hardworking Americans are seeking value for their money,” Berman expressed in a recent interview.
This message resonated with 41-year-old Liv Leigh, who secured a slate truck reservation during its public debut at Long Beach Airport in California last April, paying $50 to do so.
She observed Slate employees convert the two-seat pickup into a five-seater SUV in just about an hour. Lee values the compact size of the truck, which is smaller than a Civic, along with its moderate 150-mile range.
“I love the concept of a utilitarian truck, a basic model that can handle dogs, muddy bikes, and plywood easily,” Lee remarked. “We don’t need a massive vehicle for our needs.”
Berman emphasized that efficient design and manufacturing are critical to maintaining the low price of their trucks. The grey plastic composite body panels eliminate the necessity for costly steel body stamping facilities or paint shops.
Just as the Ford Model T was available only in black, the Slate grants buyers a choice of 13 colors of vinyl body wraps for an additional $500. Customers can also opt for larger factory-installed batteries that extend the range to 240 miles.
“This approach keeps costs down while offering customers the freedom of choice,” said Berman. “They can customize their vehicles as per their preferences rather than adhering to manufacturer standards.”
Slate anticipates that its US-based supply chain, including batteries produced by South Korea’s SK On, will qualify for a $7,500 federal tax credit. However, some Republican lawmakers recently introduced a budget bill that removes this incentive and dismantles other Biden-era climate and energy policies.
Success hinges on Slate’s ability to navigate the treacherous landscape of electric vehicle startups, as several young manufacturers like Fisker, Nikola, and Canoo have sought bankruptcy protection.
Regardless of subsidies, Berman remains optimistic about Slate’s business strategy.
The company aims to price the truck around $20,000 before any government incentives, hoping to become a contender against the Nissan Leaf, which is the most affordable electric vehicle at $29,300 but no longer qualifies for tax credits. Chevrolet is set to release a redesigned Bolt SUV for roughly $30,000 by year-end, which will qualify for a tax credit, reducing its effective price to about $22,500.
Erin Keating, executive analyst at Cox Automotive, has praised the slate truck’s originality. However, she noted that the two-seat pickup’s short range and minimalistic interiors might not attract American buyers accustomed to high-tech features and comforts.
“There’s no harm in attempting to resolve the affordability crisis, but I question whether this will become a high-volume seller,” Keating commented. “Ultimately, this is a compact EV that offers very little. It doesn’t improve the array of affordable options with longer ranges.”
The Ford Maverick poses a potential challenge to the Slate, as its compact pickup is two feet longer, seating five passengers and featuring even more amenities. The hybrid version achieves 40 miles per gallon, with over 500 miles of range on a full tank.
Ford sold 131,000 Mavericks last year, indicating substantial demand for small, fuel-efficient trucks. The company has raised the starting price for hybrid versions to $28,150 as of 2024 due to tariffs on trucks assembled in Mexico. Ford confirmed that it would not pass on the entire tariff burden to consumers, offering vehicles at a price equivalent to employee sales until early July.
As with all vehicle types, American pickups have morphed dramatically over the years, with some extravagant models costing as much as luxury European sedans. Electric trucks from Tesla, Rivian, and Ford range from $70,000 to $100,000 or even higher.
Berman is keeping an eye on market opportunities for personas such as entry-level truck enthusiasts, families seeking a second vehicle, empty-nesters, landscapers, contractors, and delivery personnel. The company anticipates selling more trucks to customers who would typically opt for used cars, with an average price point estimated at $26,000.
A significant hurdle for Slate and other firms aiming to sell more affordable vehicles is that many Americans don’t appear to be purchasing such offerings, despite their stated preferences.
Keating highlighted that around 20 models currently available start below $25,000, predominantly small cars or SUVs, including the $18,300 Nissan Versa, the lowest-priced car on the market.
Almost all mid-sized family sedans start below $30,000, including popular models like the Honda Accord, Toyota Camry, and Hyundai Sonata. Yet, many Americans favor larger vehicles; SUVs, pickups, and minivans now comprise over 80% of the market.
Trump’s trade policies remain unpredictable. Analysts hope tariffs will add thousands to new car prices, subsequently increasing demand and prices for used vehicles.
In April alone, Americans purchased 1.5 million new cars, 400,000 more than in April 2024. However, analysts have noted that buyers are acting now to avoid being caught in a crunch later. Jonathan Smoke, chief economist at Cox Automotive, mentioned that new car inventories have reached their lowest point in two years, indicating potential price increases as dealerships sell out ahead of impending tariffs. Meanwhile, S&P Global Mobility has reduced its forecasts for new car sales, anticipating a 4% decline this year.
For those seeking refuge amidst financial uncertainty, electric vehicles present a sound investment, according to Keating. New electric vehicles received an average discount of 13.3% in March, translating to savings of nearly $8,000.
Lee recently leased a Chevrolet Equinox for two years, paying $5,500 upfront, resulting in a monthly payment of $230. The electric SUV boasts a 319-mile range. “Many people aren’t aware of the extensive incentives available,” she noted.
Automakers are concerned that President Trump’s tariffs on imported vehicles and auto parts could soon drive up expenses and impact profits.
However, one company in the automotive sector sees tariffs as a potential benefit. Carvana, an online used car retailer known for its unusual “vending machine” towers for vehicles, is optimistic.
The tariffs, which include a 25% tax on automobiles produced in Mexico, Canada, Germany, and various other nations, are likely to drive up prices for new cars and trucks, pushing more consumers towards second-hand options. The administration announced on Monday that lowered tariffs on Chinese imports will not affect those on vehicles and auto parts.
“As car prices increase, Carvana finds itself in a relatively advantageous position as consumers seek more affordable and higher-quality vehicles,” stated Ernie Garcia, the founder and CEO of the company, in a recent interview. “We anticipate that this shift will lead more customers to second-hand cars and savings from online purchases.”
Trump asserts that the purpose of imposing tariffs is to encourage manufacturers to produce more goods and create jobs in the U.S., although he also suggests they will help address issues like illegal immigration and drug trafficking.
Automakers are preparing for the anticipated repercussions.
Recently, General Motors indicated that tariffs could elevate costs by $2.8 billion to $3.5 billion this year. Ford, which produces more vehicles domestically than GM, estimates a net cost of $1.5 billion due to tariffs. Toyota, importing many vehicles from Japan, predicted costs of $1.3 billion just for March and April.
Analysts warn that prices for certain imported vehicles might soar by as much as $10,000, and new vehicle sales could slow significantly this year.
Alan Hague from a consulting firm in Fort Lauderdale noted that Garcia’s perspective aligns with consumer behavior trends as retail dealers brace for changes.
“I believe we will see an increase in second-hand car sales due to tariffs, and more customers will flock to Carvana’s website as it remains their primary focus,” he remarked.
However, potential drawbacks exist. Should tariffs lead to a recession or significant price hikes in vehicles, both new and used car sales could decline. Currently, used cars at auctions average about $1,000 more than just two months prior.
Hague remarked that it may take a while for the full effects to manifest, as prices for most vehicles on dealer lots have not yet risen dramatically. The first set of imported models subjected to tariffs, enacted in early April, is just starting to arrive, with customs duties on engines, transmissions, and other parts coming into effect shortly after.
Regardless of the outcome, Carvana finds itself in a stronger financial position than in previous years.
In the wake of the Covid pandemic, which propounded a surge in online used car sales, Carvana became a favorite among investors, resulting in soaring stock prices. However, as demand began to wane, the company faced considerable losses while holding a considerable inventory of vehicles purchased at higher costs.
Simultaneously, rising interest rates followed Carvana’s acquisition of Adesa, a used car auction company, leaving analysts wary of the company’s survival due to the increased debt and losses. By February 2023, inventory levels had plunged.
Nonetheless, Garcia managed to renegotiate debts, lower costs, and streamline Carvana’s operations. Over several months, the company reduced its workforce, sold off inventory, and successfully turned Adesa into a cost-effective supplier for vehicles. Recently, the facility was established at 11 Adesa locations to repair and refurbish used vehicles.
These efforts have begun to pay off. Last week, Carvana announced record figures for the first quarter of the year. Profits reached $373 million, a significant increase from $49 million the previous year, selling 133,898 used cars—46% more than in the first quarter of 2024. The average gross profit per vehicle stood just below $7,000.
The company achieved this by maintaining a leaner inventory, reducing advertising spend, and employing around 4,000 fewer people than three years ago, effectively recovering much of the lost ground.
“From 2017 to 2021, our focus was on growth,” explained Garcia. “Over the past two years, we’ve unlocked efficiency, and that’s driving significant performance improvements.”
Garcia now aims for Carvana to sell between 500,000 and 3 million vehicles annually within the next five to ten years.
Many Wall Street analysts are regaining confidence in the company’s prospects, but a significant challenge remains. Finding skilled auto mechanics is quite difficult, and Carvana will require hundreds more to achieve its aim of refurbishing used cars for sale.
“Labor is a major bottleneck,” stated analyst Ronald George from City in a recent report.
Garcia expresses confidence in Carvana’s revamped business model and believes it will thrive, irrespective of shifts in U.S. trade policies.
“I think it demonstrates that customers are willing to buy cars online and that our online model delivers real value,” he concluded.
aOur children moved out, and my wife and I treated ourselves to a new car for our upcoming driving vacation in Europe. We had been driving family cars with the kids for years, but now we wanted something just for us.
To my surprise, she arranged a test drive for my birthday in a Tesla Model S. It was unlike any car I had ever experienced. “Amazing, this is amazing.” It felt like the future with a computer on the steering wheel that constantly updated with new features. However, opinions seem to have changed since then, as Tesla’s sales dropped by 13% in the first few months of the year. There have even been protests against Elon Musk and his actions outside Tesla facilities around the world.
Despite concerns about charging infrastructure, we found Tesla’s network to be exceptional. We traveled all over Europe, even fitting five adults and all our luggage in the car. As someone who wanted to move away from diesel and gasoline, the environmentally friendly electric vehicle was a perfect fit for us.
My political views leaned left, but owning a Tesla was never intended to be a political statement for us. Little did we know how our choices would later become politicized.
Initially, I tried to ignore the negative opinions about Elon Musk, but as his political stances became more apparent, it became harder to overlook. Many Tesla owners also began feeling uncomfortable with the association and started expressing their concerns online.
Protesters demonstrating against Tesla CEO Elon Musk during the national Tesla Takedown Rally outside dealers in Pasadena, California. Photo: Mario Tama/Getty Images
With the growing concerns and price drops in the second-hand market, my daughter suggested selling the Tesla. However, I feel stuck as it has been a perfect fit for our lifestyle in every other aspect. Maybe I’ll consider a European electric car for our next purchase.
Customs duties on imported vehicles went into effect on Wednesday. The policy, said to promote investment and employment in the United States by President Trump, is expected to increase new car prices by thousands of dollars according to analysts.
The 25% duty applies to all vehicles assembled outside the United States. As of May 3rd, customs duties will also apply to imported auto parts, adding to the costs of automobiles and auto repairs.
There is a partial exemption for cars manufactured in Mexico or Canada under a free trade agreement. Automakers do not have to pay duties on parts like engines, transmissions, batteries, and other items that were made in the US and installed in cars at factories in Mexico or Canada.
This provision reduces the impact on vehicles such as Chevrolet Equinox electric vehicles assembled in Mexico but containing battery packs and other US-made components. General Motors only pays duties on some of the cars produced overseas.
Meanwhile, parts duties increase the costs of cars manufactured in states like Michigan, Tennessee, and Ohio where most vehicles contain components made overseas, often accounting for more than half the vehicle cost.
For example, around 90% of the value of some Mercedes-Benz cars made in Alabama comes from engines and transmissions imported from Europe, as per data from the National Highway Traffic Safety Administration.
The impact of tariffs on individual vehicles varies widely. Cars like the Tesla Model Y made in Texas and California or Honda Passports made in Alabama have a higher percentage of US-made parts and pay lower duties.
The highest tariffs apply to cars manufactured overseas, such as the Toyota Prius from Japan and Porsche sports cars from Germany.
Even those not purchasing a new car will feel the impact of tariffs as prices go up for parts like tires, brake pads, and oil filters.
Michael Holmes, co-director of Virginia Tire and Auto, a chain of auto repair and maintenance shops, mentioned that he and his suppliers initially plan to absorb most of the cost increase.
Holmes stated, “It’s not sustainable. It’s wishful thinking to expect companies not to pass on these costs.”
Analysts predict that car tariffs could also drive up prices of used cars in the long run. Increased demand for these vehicles may make new cars unaffordable for many buyers. Furthermore, repair costs may rise, leading to potential increases in insurance premiums.
The auto industry flocked to dealers last month to lock deals before Trump’s car fares increased by thousands of dollars, witnessing a different kind of March madness, several automakers said.
“This past weekend was the best weekend I’ve seen in a very long time,” Randy Parker, CEO of Hyundai Motor North America, told reporters Tuesday. The company reported a 13% increase in sales in March on Monday compared to the previous year.
Ford Motor said on Monday that sales at dealers rose 19% in March. However, the company said Ford’s sales throughout the quarter reduced 1% to around 500,000 vehicles as sales to fleet customers fell.
General Motors did not provide another figure in March, but reported first quarter sales rose 17% from the previous year to 693,000 vehicles.
Last week, Trump said Thursday he would impose a 25% tariff on imported vehicles. Customs duties will be extended to imported auto parts on May 3rd. Many cars made in US factories contain parts made overseas, frequently exceeding 50% of the vehicle’s value. Analysts estimate that automakers will have to raise prices on some models by more than $10,000 to compensate for new taxes.
GM, Ford and Hyundai reported increased sales of electric vehicles and hybrids. GM said that the electric version of the Equinox Sport Utility Vehicle has become widely available, almost doubled for vehicles with only batteries to 32,000 units. The starting price is around $35,000, and the Equinox is one of the most affordable electric vehicles available in the US.
Ford said sales of hybrid vehicles increased by 33%, while sales of electric vehicles like the Mustang Mach-E rose by 12%. Sales of cars with internal combustion engines fell 5% during the quarter.
Hyundai said sales of the hybrid skyrocketed 68%, while sales of pure electric vehicles rose 3%.
Parker of Hyundai said he could not estimate the impact it would have on its involvement in the company’s price. Hyundai and its sister company Kia have factories in Georgia and Alabama, but import a considerable number of vehicles from South Korea.
“We haven’t made a solid decision yet,” Parker said. But he added, “Don’t wait for tomorrow to buy what you can buy today.”
President Trump’s new 25% tariffs on imported cars and parts have prompted automakers to consider various responses that come with financial implications, ultimately leading to higher car prices as analysts suggest.
Manufacturers may opt to shift production from countries like Mexico to the US, increase production of existing models made in the US, or cease sales of less profitable imported models. Regardless of the decision, consumers should expect to pay more for both new and used cars, with estimates indicating potential price hikes ranging from $3,000 to over $10,000 depending on the model.
In addition, potential additional tariffs announced by Trump could further impact car prices if implemented, especially in the midst of escalating trade conflicts.
The long-term effects of Trump’s tariffs on the automotive industry are expected to be disruptive and costly for American consumers, as noted by Michael Cusumano, a professor at MIT Sloan Management School.
Trump’s tariff threats, stated as permanent, have rattled automotive executives who hoped for negotiation leverage, leading to challenges in reshaping manufacturing and supply chains to comply with the imposed tariffs.
While Trump envisions tariffs as a strategy to revive American automobile manufacturing, the process of relocating production to the US involves substantial costs and complexities for automakers, potentially impacting prices for consumers.
The uncertainty surrounding tariffs has raised concerns among automakers about making long-term investment decisions, as the potential for policy changes under a new administration looms and could reverse current tariff implications.
While tariffs may incentivize choosing US-based production sites, consumer costs may rise as automakers prioritize compliance over manufacturing efficiency.
Major investment decisions impacted by tariffs could have substantial financial repercussions for companies, with potential risks if tariffs are subject to policy changes in the future.
Automakers may be cautious in passing on tariff costs entirely to consumers, as excessive price hikes could lead to reduced sales and revenue, potentially contributing to economic downturns.
In response to tariffs, some automakers have already raised prices, highlighting potential price increases for various car models as a result of imposed tariffs.
As the industry grapples with tariff impacts, automakers may explore strategies such as suspending sales of less profitable models and focusing on domestically produced vehicles to navigate the evolving landscape of trade policies.
Despite efforts to minimize tariff effects, most automakers rely on foreign-made parts, causing tariffs to impact overall vehicle costs and potentially leading to price adjustments across different car models.
As automakers navigate the challenges posed by tariffs, market dynamics and consumer responses could shape future decisions regarding production and pricing strategies in response to evolving trade policies.
Cancer therapy using genetically modified immune cells called CAR T cells has maintained people without potentially fatal neurotumors for a record 18 years.
“This is, to my knowledge, the longest lasting complete remission among patients who have received T-cell therapy in their car,” he says. Karin Stratoff At University College London, where he was not involved in treatment. “This patient will be cured,” she says.
Doctors use CAR T-cell therapy to treat certain blood cancers, such as leukemia. To do this, they collect samples of T cells that form part of the immune system from the patient's blood and genetically manipulate them to target and kill cancer cells. The modified cells are then returned to the body. In 2022, a follow-up study found that this approach was in remission for two people with leukemia for about 11 years.
However, CAR T-cell therapy usually fails against solid tumors such as neuroblastoma. Neuroblastoma occurs when developing neurons in children and usually becomes cancerous before the age of five. Such tumors often resist being attacked by the immune system, reducing the effectiveness of the modified T-cell.
This is the reason Cliona Rooney At Baylor School of Medicine in Houston, Texas, and her colleagues were surprised that people with neuroblastoma in childhood treated with CAR T cell therapy as part of their 2005 trial remained in control of cancer. . 18 years later. “These results were amazing. It's very rare to get a complete response from neuroblastoma with this approach,” says Rooney.
The person was treated at age 4 after several chemotherapy and radiation therapy failed to completely eradicate the cancer. At the time, the team also treated 10 other people who were in the same condition that the cancer had recurred after standard treatment, and they all had virtually no side effects, says Rooney. One of these participants showed no signs of cancer before dropping out of the study nearly nine years later, making follow-up impossible. The remaining nine participants eventually died from cancer. This was mainly killed within a few years of receiving treatment.
It is unclear why some people responded much better than others. “That's a million dollar question. I really don't know why,” Rooney says.
One reason is that each individual's T-cell behaves slightly differently depending on a variety of lifestyle factors, such as their genetics, prior exposure to infections, and diet, Rooney says. In fact, the team found that CAR T cells last longer in the blood among longer surviving participants.
Another explanation is that some participants' tumors were more immunosuppressive and strongly resisted T cells in the car, Rooney says.
The Rooney team is now looking for new ways to design cells so that it can benefit more people. “We have to improve them and make them stronger without increasing toxicity,” she says.
Such efforts are likely to lead to even greater success, Straathof says. “Now we have a glimpse of what is possible.”
After the US stock market closed, Tesla released its fourth-quarter 2024 revenue on Wednesday, showing a decrease in sales for the year but a strong stock price performance.
The automotive company reported earnings of $0.73 per share and a profit of $257 billion, lower than Wall Street analysts’ predictions of $27.222 billion. Profit also declined compared to the previous year.
Tesla’s stock dropped by around 4% after the news.
During the revenue call on Wednesday, Tesla CEO Elon Musk announced the Tesla Saber Cub, an autonomous driving taxi set to be produced in 2026. The company also mentioned a delay in release and the launch of the Robotaxi business, with plans for an advanced version of the Model Y sedan to be released in March. Tesla is currently under federal investigation for the use of complete autonomous driving functions in the US.
“This is not a fantasy,” Musk stated. “2025 will be a crucial year for Tesla.”
Recently, Tesla became the world’s top electric manufacturer in the last quarter of 2023, regaining its top spot in the first three quarters of 2024. This success was attributed to a sudden price reduction.
In the revenue report, Tesla disclosed 495,570 deliveries in the fourth quarter and 1.8 million for the year, marking its first year-over-year decline after missing delivery targets in 2024.
The reduction of European subsidies for electric vehicles has impacted Tesla, leading to a 24% drop in Tesla vehicle sales. Some Wall Street analysts predict that lower interest rates set by the US Federal Reserve could boost Tesla demand.
Last year, Tesla’s disappointing delivery numbers highlighted delays in new model releases and a lack of demand for older models, like the cyber truck priced at $80,000.
Facing legal battles over his compensation, Musk had threatened to leave the company but ultimately remained. Tesla’s stock price has soared over the past year and has gained 75% in the last six months, buoyed by Musk’s relationship with US regulators and favorable business environment.
Despite threats of tariffs on various products from China, including cars, Tesla remains optimistic about future growth.
JAguar finally revealed its highly anticipated Type 00 electric car at its Miami Art Week launch event. The marketing campaign teaser video released on social media two weeks ago generated mixed opinions. Here, industry experts share their thoughts on the car, its launch, and marketing.
Jeff Dodds
Former Honda Marketing Manager, currentChief Executive of Formula E, where Jaguar competes
I recently owned a Jaguar iPace. It’s a nice car, but it didn’t bring a smile to my face. That’s what I look for in a car. Jag knows this too.
If Jaguar’s goal was to grab attention at the launch, they definitely achieved it. There was a lot of anticipation leading up to the release, and some guests were eager to see the beastly monster unveiled. It wasn’t terrible, but it was quite unique. It’s larger, bolder, and more disruptive than I expected. It will definitely turn heads. Not everyone will love it, but that’s a good thing. Inspector Morse may not go for it, but his grandson might if he just started a cybersecurity startup.
The event itself was completely different, industrial, and edgy. British grime MC and rapper Skepta may not be the typical Jaguar brand ambassador, but there he was, performing a DJ set surrounded by influencers and cultural tastemakers in downtown Miami. That’s a significant departure from the past. Maybe too much deviation? Possibly. Jaguar has quickly become a brand of conversation in the past tense, so I commend them. I believe you’ll find joy in riding the Type 0.
Ginny Buckley
Founder of UK EV buying website Electrifying.com
In Jaguar’s 90-year history, no event has created more global buzz than a controversial rebrand. Now that the dramatic Type 00 cover has been unveiled, the new logo and flashy advertising may fade from memory.
I first saw this car at a briefing session at Jaguar Land Rover’s Midland Design Studio. In my over 25 years as a motoring journalist, no car has impressed me as much as this £100,000+ all-electric GT.
Mr Buckley says the new Jaguar Type 00 concept car is “much bigger, bolder and more disruptive than we ever imagined”. Photo: Electricifying.com
Yes, it’s pink. Very pink. Presented in Miami Pink and London Blue, the car’s colors reflect the city it was revealed in and Jaguar’s British heritage.
The color is inevitably a point of focus for many critics. According to Jaguar’s design team, this color is “production ready” and could stir things up among traditional Jaguar fans if it becomes part of the final color palette.
Beyond the color, the Type 00’s design is striking with a long hood, massive grille, and front-hinged butterfly doors. Jaguar has also eliminated the rear window.
I find the Type 0 to be fresh and bold. My 15-year-old son described it as “the best,” and I take that as a compliment.
Buckley said the Miami pink color “could cause a stir among traditional Jaguar fans.” Photo: Jason Koerner/Getty Images for Jaguar
“It’s going to challenge people and be polarizing,” said Jerry McGovern, Jaguar’s Chief Creative Officer. And it will. If their aim was to spark discourse, they have succeeded.
The question now is whether Jaguar can evolve the brand rapidly enough to attract the new generation of young, affluent buyers they hope will purchase the car.
Manfredi Ricca
Global Chief Strategy Officer at brand consulting firm Interbrand. He has collaborated with Bugatti and was instrumental in the relaunch of Mini and BMW.
Flashback to two weeks ago. Jaguars weren’t particularly interesting to many. Then, a 30-second video was released. Millions of heads turned instantly. In just 24 hours, Jaguar became a global talking point without unveiling any products.
Consequently, anticipation for the new lineup, with leaks surfacing on the eve of the release, has reached the intensity and reach of a World Cup final.
Campaigns designed for brand activation don’t get much better than this. Many overlook the fact that Jaguar Land Rover wasn’t attempting to evolve a successful brand; instead, it was reinventing a struggling one.
The reality today is that there are more people who appreciate Jaguar’s history than those who actually desire a Jaguar car.
Museums can subsist solely on the past, but commercial entities can’t. Companies must transform their legacy into something that attracts enough customers willing to pay a premium.
Ricca says the Jaguar Type 00 will “tempt” potential customers. Photo: Jason Koerner/Getty Images for Jaguar
Once a trailblazing manufacturer of some of the world’s most innovative cars, Jaguar is once again adored by a few rather than ignored by many.
The concept introduced in Miami will captivate those few, but the true test lies in turning them into enthusiasts in 2025 when the car hits the market, and customers in 2026.
Richard Exon
Co-founder of advertising agency Joint, previously collaborated with Audi and Range Rover.
Jaguar deserves praise for its ambitious rebranding efforts. Making a clean break from the past is the best approach. The company aims to attract an entirely new customer base with its latest car range, and a more modern, inclusive, and daring brand strategy could prove successful.
However, good intentions aren’t enough when the execution is as lackluster as Jaguar’s pre-launch promotional video content.
Exxon said Jaguar’s rebranding video was “derivative and disappointing.” Photo: Jaguar/PA
Fortunately, the concept car images feature a bold new aesthetic that demands a fresh evaluation.
The critical next step is how well the innovative design of the concept translates into the final manufactured product available for purchase.
Jaguar’s troubled car brands seldom get second chances, so let’s hope Jaguar rises to the occasion, rebounds from the video mishap, and dares to be as unique as it aspires to be.
aElon Musk has aligned himself with Donald Trump and various far-right conspiracy theories, causing concern among a group of Tesla owners who are now feeling uneasy about their association with Musk. Many of these owners have publicly expressed their disappointment with Musk and his recent actions.
Seeking to distance themselves from Musk, the owner of Tesla, the world’s richest man, publicly voiced his support for Trump, contributing to his victory in the US presidential election. Consequently, sales of anti-Musk stickers have surged significantly.
Matt Hiller, a Hawaii-based aquarium employee who sells various stickers online, shared that their sales skyrocketed following the election. The stickers, targeting Musk, feature phrases like “Anti-Elon Tesla Club” and “I bought this before Elon went crazy.” These stickers have been in high demand, with hundreds being sold daily.
Hiller, who opted out of buying a Tesla, criticized Musk for his controversial behavior and is now predominantly targeting Tesla owners with his stickers. The demand for these stickers has been on the rise, with slogans like “Space Clown” gaining popularity.
Tesla, once hailed as an environmental hero, has seen its reputation among liberal consumers tarnished by Musk’s rhetoric and actions. Despite these challenges, Tesla remains a dominant player in the electric car market.
Elon Musk and Donald Trump. Photo: Brandon Bell/Reuters
Despite the backlash, it remains unclear how Musk’s actions will impact Tesla’s sales. Concerns linger over Trump’s policies, including his opposition to electric cars and incentives for buyers. Sellers of anti-Musk merchandise have seen a surge in demand, reflecting public discontent with Musk’s recent behavior.
Musk’s involvement in the Trump administration, particularly regarding government efficiency and layoffs, has raised alarm among some Tesla owners, prompting some to reconsider their support for the brand and its founder.
As Tesla navigates these challenges, its future sales trajectory and consumer appeal remain uncertain in the face of evolving market dynamics and public perception of Musk.
Tesla shares dropped almost 9% on Friday, erasing roughly $60 billion from the company’s market value following the underwhelming announcement of its highly anticipated robotaxis that failed to impress investors.
The electric vehicle manufacturer’s stock plummeted to $217 at the close of the market after CEO Elon Musk revealed a much-hyped self-driving car at an event in Hollywood. Since the start of the year, the stock price has declined by about 12%.
Musk stated that Tesla would commence the development of a fully autonomous CyberCab by 2026 priced under $30,000 and introduced a van capable of transporting 20 people autonomously within the city, aiming to revolutionize parking.
Prior to the event, he tweeted: “And within 50 years all transportation will be fully autonomous.”
During the presentation, he mentioned that parking would no longer be necessary in the city.
However, analysts were disappointed by the lack of specifics at the event concerning Tesla’s projects and other developments. Musk has a track record of making ambitious projections about future products that often fail to materialize within set deadlines or at all.
Royal Bank of Canada analyst Tom Narayan remarked in an investor note that the event lacked specifics. He stated, “Investors we spoke to during the event felt that the event glossed over actual figures and timelines.”
“These shortcomings are common at Tesla events, which appear to focus more on promoting and branding Tesla’s vision rather than providing concrete data for analysis. Consequently, we anticipate a decline in the stock price.”
Narayan also mentioned that some investors were anticipating a preview of an affordable car equipped with pedals and a steering wheel set to be launched next year, but no such announcement was made.
Garrett Nelson, an analyst at investment research firm CFRA, expressed disappointment with the revelations about the CyberCab and the lack of information regarding more economical vehicles.
He said: “The event raised numerous questions but was surprisingly brief and resembled more of a controlled demonstration than a comprehensive presentation. We were unsatisfied with the absence of details about [Tesla’s] near-term product plans, which include a more affordable model and the Roadster. Musk previously mentioned on a conference call that production of these models is set for 2025.”
IImagine a new racing video game. Whatever you imagined, What the Car? is not. While the world of racing games prides itself on cutting edge game engines and perfectly simulated motor engines that make the speedometer feel real and the driving experience more and more detailed and realistic, this is the opposite: this car literally drives around on foot.
Described as “a silly adventure full of races, laughs, and surprises,” What the Car? puts you in the shoes of a car with legs, sprinting and climbing one ridiculous obstacle after another to reach the finish line. “No one on the team owns or even likes cars,” says Tim Garbos, the game's creative director at Copenhagen studio Triband.
“That may seem wrong when you're making a car game, but it allowed us to naively misunderstand a lot of things about cars.”
Not only can this car walk around on two legs, it can also play foosball. It can even chop vegetables. Though it's technically a racing game, it's best thought of as a collection of mindless mini-games. Each of the hundreds of levels has a different challenge to reach the goal, whether that be a paraglider, a football or becoming an accordion to cross a crevasse.
Madcap…what car? Photo: Triband
Naturally, this not-so-racing game isn’t inspired by Forza, Gran Turismo, or even Mario Kart. Instead, the Triband team cites the adventures of The Legend of Zelda and Super Mario 64, with flashes of Katamari Damacy amid the chaos (cars have extra legs and roll around the track like balls). “The ever-changing format of the game is great when it takes inspiration from anything,” Garbos adds.
A version of the game was first released on Apple Arcade last year, where it won a Dice award for best mobile game. The PC version has been enhanced and will continue to receive monthly updates. Another addition is a full level creator, allowing users to build and share their own bizarre worlds. Garbos hopes that the levels will be approached in an appropriately nonsensical style: “People will create totally awful levels and force their friends to play them.”
The studio has previous experience pumping up humor with baseball bat-wielding cult hits “What the Golf?” and “What the Bat?” “As a studio, we’re big on the comedy game, and when we create a joke, we start by setting expectations by giving you a mundane backdrop, and then we subvert those expectations by doing something different,” Garbos explains.
As other successful parody games like Goat Simulator have shown, there’s an art to making something beautiful and silly. So how exactly does Triband strike that balance? “We focus on realism, car fans, and completely ignoring real vehicles while still providing a great overall experience. Sometimes you just need to give your car bigger legs, or make it fly or swim, and we make that happen…” [but] It has to be silly and funny, but it also has to work as a game. It has to be something you want to play for hours. It takes time and commitment.
“The comedy genre is under-represented in video games” … What the Car? Photo: Triband
Games are good at comedy, especially physical comedy. Think Octodad, Gang Beasts, Untitled Goose Game, and any game where characters comically glitch into the scenery. What the Car? joins the recently released Thank Goodness You’re Here! and the upcoming Baby Steps as games actively trying to make us laugh this year.
“I think the genre of comedy is underrated in video games compared to, say, television,” says Gerbos. “We take comedy pretty seriously. If you want to make someone laugh, it has to start with you. If it feels funny or silly, then you’re on the right track… Personally, I love showing this game to people and seeing their eyes light up at the jokes and trying to hide their little laughs. That’s why I make video games.”
We can’t help but wonder what kind of absurdist tri-band treatment we’ll get into next. “We’re just getting started,” Garbos teases. “We’re thinking about making parody games of common, well-known things, like newspapers.”
IIf you’re considering trading up to an electric vehicle but think it’s too costly, think again. Used Tesla Model 3 or Kia e-Niros, capable of 250-300 miles on a single charge, can now be purchased for just £14,000.
Last year, prices for used electric vehicles dropped significantly, making previously unattainable models now accessible to many families.
In fact, Autotrader reported that EVs are now almost as affordable as petrol cars, with the average price of a three- to five-year-old EV in July being £18,964, compared to £18,076 for a petrol car of the same model year.
Ground-breaking ultra-efficient models from three to four years ago are now available on the second-hand market at much more affordable prices, despite initially costing between £40,000 and £50,000 new.
According to David Smith of Cleveleys Electric Vehicles, there are some incredible deals available, with cars offering nearly the same driving range as new models, proven reliability, and warranties still intact, all at a fraction of the price.
One EV specialist highly recommends the Kia e-Niro, especially with its 64kWh battery. Photo: Sue Thatcher/Alamy
Smith also recommended the Kia e-Niro with its 64kWh battery for families under £15,000, citing its efficiency, range, and reliability.
Another model to consider is the MG5, which has proven to be extremely reliable according to Cleveleys Electric Vehicles.
Smith mentioned that longer-range EVs are not as risky as perceived, with many cars maintaining their mileage even after extensive use.
Buying a used, fuel-efficient EV eliminates the issues that new electric vehicles may face, making them a practical choice for many buyers.
For those looking to purchase, there are several affordable options available, like the Kia e-Niro and Tesla Model 3, both offering long-distance capabilities at competitive prices.
Charging at home is much cheaper than using public charging points, making EVs even more cost-effective in the long run.
The Tesla Model 3 has proven to be capable of long distance driving. Photo: Taina Sohlman/Alamy
Consider the warranties, charging options, and overall cost before making a decision on purchasing a used EV.
Charging at home is much cheaper than using a public charging point. Photo: Christopher Thomond/The Guardian
Consider the charging infrastructure, insurance costs, and warranty coverage when buying a used EV to ensure a wise investment.
NASCAR introduced a prototype electric race car over the weekend as part of their initiative to reduce emissions and electrify the sport.
This move represents a major step towards sustainability, which may seem contradictory to the traditional roots of stock car racing, but it is in line with NASCAR’s long-term goal of achieving net-zero operational emissions by 2035.
The debut of the vehicle is a result of a partnership with electrification and automation company ABB. NASCAR Chicago Street Race.
The ABB NASCAR EV Prototype, developed in collaboration with Chevrolet, Ford, and Toyota, is an electric stock car capable of generating a peak output of 1,000 kW (1,341 horsepower). Equipped with a regenerative braking system, the race car converts kinetic energy from braking into electricity, similar to many existing hybrid and fully electric vehicles.
Officials at ABB highlighted that NASCAR’s efforts to decarbonize and reduce carbon emissions align with the broader energy transition happening in the United States.
Chris Sigas, U.S. public affairs director for ABB, expressed, “This partnership provides us with a platform to address issues impacting our nation and the direction we are collectively moving towards.”
While there are no immediate plans to phase out internal combustion engines from stock car racing, there is potential to explore high-performance electric cars for racing, as per sources.
Both organizations will collaborate to identify areas within NASCAR racing, specific race tracks, office operations, and long-haul transportation that can transition to electrification.
Sigas added, “We will evaluate all aspects of their operations – from long-haul trucking to golf carts on the track to EV charging stations. This multi-year partnership serves as an opportunity to showcase not just NASCAR but companies nationwide on how they can enhance their sustainability efforts.”
In the previous year, NASCAR committed to achieving net-zero emissions from operations by 2035 This commitment includes prioritizing 100% renewable electricity at owned race tracks and NASCAR facilities, expanding on-site EV charging stations, and developing sustainable race fuels.
Eric Nyquist, NASCAR senior vice president, stated in a release that the collaboration with ABB will support their endeavors to decarbonize operations and work towards achieving net-zero emissions in the next decade.
A cyber outage at a major retail software provider for auto dealerships entered its third day on Friday, causing delays in car sales across North America, the affected company said, with software provider CDK saying there is no end in sight.
“The CDK outage is affecting auto dealers across the United States and Canada, including some BMW Group dealers,” a BMW North America spokesman told Reuters.
CDK, which provides a range of software to auto dealerships, said it experienced another cyber incident on Wednesday that caused it to proactively shut down most of its systems, but that it is working to restore services and get dealers’ business back to normal soon. CDK sent a letter The company responded to customers by saying that it was unclear how long it would take to resolve the issue.
The company did not disclose in its statement how many dealerships would be affected. But according to its website, CDK works with more than 15,000 retailers in North America. Representatives from major automakers including Ford, Volkswagen and Mercedes-Benz said: Confirmed by Bloomberg They were working with dealers affected by the outage.
“Dealers are extremely committed to protecting customer information and are proactively receiving information from CDK to help determine the nature and scope of the cyber incident and respond appropriately,” the National Automobile Dealers Association said. Independently owned car dealer Holman also said the outage affected its phone system.
Investment firm Brookfield Business Partners acquired CDK in April 2022 for $6.41 billion in cash, taking private the last major publicly traded company that provides software to auto dealerships and manufacturers.
BYD’s innovative electric cars and advantageous pricing strategy hint at its potential for growth in the European auto market.
The company’s success as a major player in the electric vehicle market is contributing significantly to the global shift away from traditional gasoline and diesel vehicles.
Battery Advantage
BYD’s expertise in battery manufacturing, particularly its use of low-cost lithium iron phosphate chemistry, positions it as a key player in the clean energy vehicle market.
Some analysts argue that BYD’s low-cost electric cars are helping to drive a greener future. Photo: Toya Sarno Jordan/Reuters
By focusing on clean energy technologies, BYD is making significant contributions to the global transition towards sustainable mobility.
Humanoid robots that can drive cars may one day be used as chauffeurs, but their creators acknowledge that this could be at least 50 years away.
Most driverless cars work completely differently than a human driver, using artificial intelligence and custom mechanical systems to directly control the steering wheel and pedals. This approach is much more efficient and simpler than using a humanoid robot to drive, but it needs to be customized for each specific car.
Kento Kawarazuka Professor Takeru Sato of the University of Tokyo and his team have developed a humanoid robot called “Musashi” that can drive a car just like a human. Musashi has a human-like “skeleton” and “muscles,” and is equipped with cameras in both eyes and force sensors in its limbs. An artificial intelligence system determines the movements required to drive the car and responds to events such as changes in the color of traffic lights and people cutting in front of the car.
Currently, robots can only perform a limited range of driving tasks, such as going straight or turning right, at speeds of around 5km per hour on non-public roads. “The pedal speed and car speed are not high, and the car handling is also not as fast as a human,” Kawarazuka said.
Musashi is a humanoid robot that operates cars just like a human would.
Kento Kawarazuka et al. 2024
But Kawarazuka hopes that as the system is improved it could be used in any car, which could be useful when humanoid robots are routinely produced. “I’m not looking 10 or 20 years out, I’m looking 50 or 100 years out,” he says.
“This research could be of interest to people developing humanoid robots, but it doesn’t tell us much about autonomous driving.” Jack Stilgoe “Self-driving cars cannot and should not drive like humans. Because the technology doesn’t need to rely on limbs and eyes, it can rely on digital maps and dedicated infrastructure to find safer, more convenient ways to navigate the world,” say researchers at University College London.
Paris, the host city for the 2024 Summer Olympics, has undergone a significant transformation in recent years. The city has made efforts to become greener by reducing its reliance on cars, setting an example for cities around the world.
Under the leadership of Mayor Anne Hidalgo, Paris has enacted several changes to promote sustainability. Over 100 roads have been closed to automobiles, parking fees have tripled, SUVs have been restricted, around 50,000 parking spaces have been removed, and over 1,300 kilometers of bike lanes have been built.
These efforts have resulted in a 40% reduction in air pollution, according to city officials. Hidalgo expressed that Paris would end its dependency on cars through disruptive changes.
Although European cities like Paris have been leading the way in reducing car use, similar reforms in the U.S. have been slow to materialize. The American infrastructure has historically been built around cars, making it challenging to transition to alternative modes of transportation.
The environmental reforms in Paris have garnered support from residents like Louise Kraustl, who believes that fewer cars and more walking and cycling make the city safer and less polluted. Inspired by the concept of the “15-minute city,” Paris aims to create pedestrian and bike-friendly neighborhoods where daily necessities are within easy reach.
While some cities in the U.S. have made progress in promoting biking and public transport, car dependency remains prevalent. Despite the challenges, experts emphasize the importance of reducing transportation emissions to combat climate change and improve air quality.
Paris’ efforts to prioritize sustainable urban planning serve as a model for other cities to follow. As cities worldwide grapple with the effects of climate change, the need for transportation reform becomes increasingly urgent.
The upcoming elections in Paris will be crucial in determining the city’s continued commitment to reducing car use and combating climate change.
Tesla’s efforts to make electric cars more affordable are making progress.
After announcing plans to speed up production and start manufacturing low-cost EVs sooner than expected, Tesla’s stock price surged by 12% on Tuesday.
Investors are eager to see what Tesla has in store and how quickly these new vehicles will be available.
What is Tesla planning?
Tesla is reworking its production timeline to launch new models faster.
The company updated its vehicle lineup to accelerate the introduction of more affordable models before the previously projected start date of late 2025.
Elon Musk, President of Tesla, mentioned that production could begin as early as this year or by early 2025.
While details about the design and specifications of the new car remain scarce, it’s known that Tesla had previously discussed creating a cheaper vehicle, referred to as the Model 2, priced below $25,000.
How can I achieve this?
To ramp up production of affordable cars, Tesla may need to modify its Model 2 program.
The company aimed to implement a new manufacturing process that would reduce production costs by half, but this will require substantial investment.
Recent announcements indicate that Tesla plans to build the new vehicle on its current production line, steering away from innovative manufacturing technologies.
Some experts believe this shift signals the abandonment of the Model 2 plans in favor of continuing to produce existing models.
How much does a more affordable car cost?
The exact price of the upcoming “more affordable” model remains unknown, but Tesla initially aimed for a $25,000 price tag to compete with Chinese electric vehicle manufacturers.
However, revised plans suggest that cost savings may not meet previous expectations.
Noise pollution, habitat loss and disease spread associated with mining could threaten chimpanzee populations in some African countries
Ali Wid/Shutterstock
More than a third of Africa's great apes are threatened by soaring demand for minerals essential to creating green energy technologies such as electric vehicles.
Africa has about one-sixth of the world's remaining forests, and its habitat is in countries such as Ghana, Gabon, and Uganda. The continent is also home to his four species of great apes: chimpanzees, bonobos, and two gorillas.
To assess the scale of the threat to great ape populations, Jessica JunckerResearchers at Re:wild, a non-profit conservation organization in Austin, Texas, analyzed available data on the location of operating and planned mines and the density and distribution of great ape populations across 17 African countries. Superimposed.
The research team considered both direct impacts on great ape populations, such as noise pollution, habitat loss, and disease spillover, as well as indirect disturbances, such as building new service roads, to A 50km “buffer zone” was created around the area. And infrastructure.
A total of 180,000 great apes, just over a third of the continent's population, may be threatened by mining activities, researchers have found.
The West African countries of Liberia, Sierra Leone, Mali, and Guinea had the greatest overlap between great ape populations and mining sites. In Guinea, a study found that 83 percent of the great ape population could be affected by mining.
Juncker said the team was only considering industrial mining projects. The threat may be even greater when considering the impact of man-made mines, where miners typically work in primitive and often dangerous environments.
Cobalt, manganese, and graphite are all used to make lithium-ion batteries that power electric vehicles. Other materials found in these countries, such as bauxite, platinum, copper, graphite, and lithium, are used to power hydrogen, wind turbines, solar panels, and other green technologies.
Juncker argues that companies should stop mining in areas important to great apes and instead focus on recycling these important materials from waste. “There is great potential in metal reuse,” she says. “All we need to do is consume more sustainably. Then it will be possible to leave at least some of the areas that are so important to great apes intact.”
She is also calling on mining companies to publicly conduct biodiversity assessments of potential mining sites. “Increasing transparency is the first step.”
Tesla experienced its first drop in vehicle deliveries in almost four years, failing to meet Wall Street’s expectations. This indicates that the impact of price reductions is diminishing as car manufacturers face tougher competition and subdued demand.
Since the start of the year, Tesla’s shares have plummeted by nearly 30% and were down 5.7% in early trading on Tuesday.
The world’s most valuable automaker delivered approximately 386,810 vehicles in the first quarter of the year, a 20.2% decrease from the previous quarter, while producing 433,371 vehicles. Wall Street analysts, surveyed by Visible Alpha, had anticipated Tesla to deliver 454,200 vehicles on average.
Compared to the previous year, deliveries from electric vehicle manufacturers dropped by 8.5%. The last time Tesla encountered a decline in sales was in the second quarter of 2020, when the pandemic caused production halts.
The company attributed the decrease in production to preparations for scaling up production of the new Model 3 at its Fremont, Calif., plant, and disruptions at its Berlin plant due to transportation diversions amid the Red Sea conflict and an arson fire. This led to a temporary halt in early March. A left-wing group claimed responsibility for setting fire to a pylon at a German factory that churns out 500,000 cars annually.
In China, Tesla faces tough competition from local companies like BYD, which overtook the American company as the largest EV maker in the last quarter, and newcomer Xiaomi.
Despite this competition, Elon Musk’s company managed to outsell BYD in the quarter, delivering 369,783 Model 3s and Model Ys, along with around 17,000 other models including the Model S sedan, Cybertruck, and Model X premium SUV.
In January, Tesla also cautioned that sales growth would be “significantly slower” this year as it shifts its focus towards producing next-generation electric vehicles.
Cars have weight issues. The example of the Mini, designed to save fuel during rationing, highlights this trend. The size of cars is increasing, especially with the surge in popularity of SUVs.
Electric cars may look similar to traditional cars for now, but the key difference is the heavy battery they carry.
In our series debunking electric vehicle myths, we address common misconceptions about EVs, including range anxiety, carbon emissions, mining, and air pollution. In this final episode, we investigate whether electric cars will be too heavy for our roads and infrastructure.
Claim
As roads have evolved over time, concerns have arisen about whether electric cars will strain infrastructure like roads, bridges, and parking lots due to the weight of their batteries.
Matthew Lin, a columnist for the Daily Telegraph, recently questioned the readiness of charging infrastructure and the capacity of roads and bridges to handle heavier vehicles.
Conservative MP Greg Knight urged the UK government to test the structural integrity of multi-storey car parks and bridges against the added weight of electric vehicles.
The Asphalt Industry Alliance warned that small roads could suffer more potholes, while the Daily Mail suggested that multi-storey car parks might be at risk of collapse due to the weight of electric vehicles.
Science
Electric cars can be quite heavy. For example, General Motors’ Hummer weighs over four tons, with a significant portion of that weight attributed to its battery pack. On the other hand, the Tesla Model Y, a more affordable electric car, weighs 2 tons, still lighter than some traditional vehicles like the Range Rover or Ford F-150.
The Tesla Model Y weighs 2 tons, lighter than a Range Rover or Ford F-150. Photo: Brendon Thorne/Getty Images
According to a transport and environment advocacy group, EVs are on average 300-400kg heavier than traditional vehicles. The weight of the battery increases by approximately 100kg for every 150km of range.
The increased weight of electric cars leads to more road wear and faster deterioration of roads. However, a study found that the wear is primarily caused by heavy vehicles like buses and trucks, rather than cars and motorcycles.
Road wear is primarily caused by heavy vehicles like buses, rather than cars or motorcycles. Photo: Joe Giddens/Pennsylvania
Regarding bridges, most in the UK can support vehicles weighing up to 7.5 tonnes, with a safety margin built into the design. There are no concerns about national highways, which are built to accommodate heavy goods vehicles.
There are limitations to the weight of electric vehicles, especially in older car parks. While newer facilities can accommodate heavier vehicles, older structures may require reinforcement to handle the increased weight.
Options for multi-storey car park owners include strengthening the building or reducing the number of cars on each floor, which can impact profits.
Regular inspections are essential for car park owners to ensure the structural integrity of their buildings amid the transition to heavier electric vehicles.
Governments could encourage smaller cars through policies such as taxes and parking fees. Photo: Christopher Thomond/The Guardian
It’s worth noting that advancements in battery technology may address the weight concerns of electric vehicles in the future. Continued progress in battery energy density could lead to lighter EVs in the long run.
Encouraging smaller cars through policy measures like taxes and fees can have additional benefits beyond reducing road wear, such as resource conservation, carbon emission reductions, and improved parking lot management.
While EVs are heavier than traditional vehicles, it’s unlikely that their weight will significantly impact road infrastructure. Concerns about weight should not overshadow the importance of transitioning to zero-emission vehicles.
Kneeling in the snow outside the King’s house with a man named Harald and an electric car, imitating a heartthrob from the 1980s is quite an unconventional situation that definitely needs some explanation.
The King of Norway is also named Harald, but the man with me outside the monarch’s mansion in Stavanger is not a king. I’m here to explore Norway’s prominence in adopting electric cars as a solution to combat CO2 emissions from transportation. Norway has emerged as a global leader in this field with a significant percentage of electric cars being sold in recent years.
On the other hand, the UK has extended its ban on new petrol and diesel cars, while the situation in the EU regarding electric car sales remains below par. Stavanger, Norway’s third-largest city, stands out as an oil hub that has made significant strides towards zero-emission transport through initiatives like electric buses and vehicles.
The man accompanying me, Harald Nils Rostvik, an architect and urban planning professor, has been a driving force behind Norway’s electric vehicle revolution for decades. His pioneering efforts date back to the introduction of one of Norway’s first electric cars in 1989, marking the beginning of a journey towards sustainable transportation.
IIn 1983, former Norwegian Prime Minister Gro Harlem Brundtland spearheaded the Brundtland Commission, which laid the foundation for sustainable development and environmental awareness. Rostvik’s advocacy for electric vehicles and civil disobedience campaigns with environmental activists like Morten Halkett and Mags Furholmen, members of the iconic pop group a-ha, reshaped the narrative around electric cars in Norway.
Their efforts, including importing one of the country’s first electric cars, paved the way for a shift towards greener transportation methods. Despite facing challenges and fines for their activism, their perseverance and innovative spirit contributed to Norway’s evolving landscape of electric mobility.
(from left) Morten Halkett, Harald Nils Rostvik, Frederik Hauge, Mags Furholmen.
The legacy of their early advocacy continues to shape Norway’s EV landscape, with ambitious goals of achieving 100% electric car sales by next year. The collaborative efforts of individuals like Rostvik and prominent figures like Halkett have been instrumental in driving Norway towards a sustainable future of zero-emission transport.
Apple has decided to cancel its plans to develop electric cars, as reported by multiple outlets. The project, known as Project Titan, was a secret endeavor that has utilized significant resources over the past decade. During an internal team meeting on Tuesday, company executives unexpectedly announced layoffs and mentioned that many employees would be reassigned to work on generative artificial intelligence, according to reports.
Apple had invested billions of dollars in developing an electric semi-autonomous car under Project Titan, and the decision to scrap the program represents a significant shift from its previous strategy.
Apple’s CEO Tim Cook had hinted at the company’s car plans in an interview, but did not fully commit to delivering the product as anticipated.
Although Apple never officially confirmed plans for a car, the project sparked speculation in the auto and tech industries. The company even hired executives from major car manufacturers like Lamborghini and Tesla, and acquired a self-driving car startup called Drive.ai in 2019.
Apple did not provide any official statement regarding the termination of the program, leaving many employees who had worked on the project surprised and potentially facing job cuts.
The company’s electric vehicle plans have undergone several changes since their initiation in 2014, facing numerous setbacks in attempts to bring the product to market.
In response to Apple’s decision, Tesla CEO Elon Musk posted a salute and cigarette emoji.
Apple is now focusing more on generative AI projects, reallocating researchers and engineers from the automotive field to special projects within the company.
During a quarterly financial results announcement, Cook hinted at Apple’s increased emphasis on artificial intelligence and the introduction of generative AI capabilities for consumers by the year’s end.
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