Enlarge / Instead of giving the ID.4 complicated door handles that recess into the side of the car, VW has designed these to be flush yet always accessible. (credit: Volkswagen)

Volkswagen has a bit of a headache on its hands with the ID.4 crossover. There's a problem with the electric vehicle's flush-set door handles, which VW says don't meet its waterproofing specs. Consequently, moisture can get into the door controller's circuit board, possibly allowing the door to open while the EV is in motion.

As a result, VW has issued a recall for almost 100,000 ID.4s, as well as suspending production of the popular crossover at its factory in Chattanooga, Tennessee, and issuing a stop-sale to VW dealers. The stop-sale applies to preowned ID.4s as well as vehicles on lots yet to find their first owner.

The recall applies to all US ID.4s—99,064 in total, from the initial model-year 2021 cars built in Germany to the latest 2024 models made in the USA. VW first started hearing complaints in February 2024. By June, together with its suppliers, it had determined the problem was due to inadequate protection against water entering and then corroding the door handle electronics.

Enlarge / BMW is moving to cylindrical cells for its sixth-generation EV powertrain, which debuts in the Neue Klasse. And now it has a recycling partner. (credit: BMW)

Battery recycling company Redwood Materials gained a new automaker partner today. It has agreed to a deal with BMW of North America to recycle lithium-ion battery packs from BMW's electrified vehicles and will eventually use recycled material from Redwood in battery packs for BMWs built in North America as the automaker works toward a closed-loop supply chain.

"Our partnership with BMW of North America ensures responsible end-of-life battery management that will improve the environmental footprint of lithium-ion batteries, help decrease cost and, in turn, increase access and adoption of electric vehicles," said Cal Lankton, chief commercial officer at Redwood Materials.

Redwood was founded by former Tesla CTO JB Straubel in 2017, and in recent years, the startup has signed partnerships with Ford, Volvo, Volkswagen, and more recently General Motors. These companies route end-of-life battery packs (and, in the case of GM, battery manufacturing scraps) to Redwood, where the nickel, cobalt, copper, lithium, and other minerals are recycled in a hydrometallurgy facility.

Enlarge / The Hummer EV and its gargantuan 205 kWh pack is among the GM EVs that gain access to the Tesla Supercharger network today. (credit: GMC)

Starting today, electric vehicles made by General Motors gain access to the Tesla Supercharger network for the first time. GM signed a deal with Tesla last June to allow its customers access to more than 17,000 DC fast chargers around North America, following a similar deal by archrival Ford.

"Enabling access to even more publicly available fast chargers represents yet another way GM is focused on further improving the customer experience and making the transition to electric more seamless," said Wade Shaffer, VP of GM Energy.

GM's EVs, which include the bestselling Chevrolet Bolt as well as more recent Ultium-based EVs from Chevy, Cadillac, and GMC, will require an adapter to connect the Tesla J3400 (originally NACS) plug to their CCS1 charge ports.

Enlarge / Theory 1 is Lotus' vision for the future of its cars. (credit: Lotus)

Earlier today, Lotus Cars revealed its idea of an "intelligent performance vehicle." The wedge-shaped concept, called Theory 1, is meant to be Lotus' new design manifesto for all its future cars and combines some eye-popping technical specs along with an adaptive driving experience that uses haptics and binaural sound to enhance driver feedback.

"With Theory 1, we’ve built on everything Lotus has achieved so far in its 76-year history, to push the boundaries for what it means to drive a performance vehicle. We want to demonstrate that you don’t need to compromise—with both digital and analog capabilities working harmoniously in the future car. In doing this, we are able to bring drivers the best possible immersive driving experience with raw emotion, functionality and connectivity, at the core," said Ben Payne, vice president of design at Lotus Group.

In profile, the Theory 1 has more than a little resemblance to the Lamborghini Huracan, although that impression starts to fade as you see the car from other angles. The doors are something entirely new. Forget butterflies, dihedrals, or even gull wings; here, they open in reverse, allowing the occupants to step right into the car. The new design also allows the doors to open even in the tightest of parking spaces.

Enlarge / Lane keeping systems let you take your hands off the wheel while you drive. (credit: Getty Images)

The seductive lure of cars that drive themselves has led to an awful lot of hype over the past decade. Not everyone enjoys driving, after all, and the idea of freeing up the occupant to read their emails or watch a movie as their car grinds its way to their job led to billions in investments and a whole heck of a lot of GPU sales. We're still a long way from being able to buy a car with fully autonomous driving, but every OEM wants to sell you some level of partial automation that accelerates, brakes, and steers for you. There's just one problem—study after study shows these systems make us less safe on the road.

The latest data points come from a pair of studies just published by the Insurance Institute for Highway Safety (IIHS), one studying drivers using Tesla's Autopilot, the other focusing on Volvo's Pilot Assist. Both found that when drivers use partially automated driving systems, they pay less attention to the road and start multitasking instead.

The studies were conducted by IIHS together with the Center for Transportation and Logistics at MIT's AgeLab. The studies used Volvo S90 sedans and 2020 Tesla Model 3s, equipped with an array of cameras and sensors to monitor and record driver behavior.

Enlarge / It's a somewhat pricey plug-in hybrid, but it's also quite competent. (credit: Jonathan Gitlin)

Arguably, some of Lexus' greatest innovations have been in its product strategy as much as any technology to emerge from its R&D labs. When it launched in 1989, it was with the idea that a car could combine Japanese reliability with the luxury and power expected from a big German sedan. A few years later the RX basically invented the crossover category with SUV-like looks but with fewer of the handling compromises.

I'll be frank—I haven't always jelled with those crossovers. During the last couple of years we tested both the RX 500h F Sport, which I didn't find that sporty or particularly efficient, and the battery-electric RZ 450e, which left me very cold. Third time is evidently the charm, because I got on much better with the topic of today's review, the RX 450h+ Luxury, to give it its full name.

This is Lexus' plug-in hybrid version—the 500h carries a much smaller battery that only recharges as the car drives. In fact, it's the same plug-in hybrid powertrain as that found in the smaller, cheaper NX crossover, combining a 2.5 L four-cylinder gasoline engine and a pair of electric motors fed by an 18.1 kWh lithium-ion battery pack. Total power output is 304 hp (227 kW), but Lexus has declined to publish a combined torque figure or any outputs for the electric motors.

Enlarge / Are you getting gas station vibes? Because I'm getting gas station vibes. (credit: GM)

Several years ago, General Motors and EVgo teamed up to build out a network of fast chargers for electric vehicles. As Tesla proved, giving your customers confidence that they won't be stranded on a long drive with a dead battery really helps sell EVs, and GM's sometimes-shifting target currently stands at deploying 2,850 chargers. Today, the two partners showed off their concept for an improved charging experience, which they say will come to a number of flagship charger locations around the US.

The most obvious thing to notice is the large canopy, co-branded with EVgo and GM Energy, similar to those found at virtually every gas station across the country. The gas station vibes don't end there, either. Ample lighting and security cameras are meant to combat the sometimes sketchy vibes that can be found at other banks of (often dimly lit) fast chargers after dark, located as they often are in the far reaches of a mall parking lot.

And the chargers are sited between the charging bays the same way gas pumps are located, allowing a driver to pull through. Most fast chargers require a driver to pull in or back into the space even when the chargers are located to one side, a fact that complicates long-distance towing with an EV.

Enlarge / GM CEO Mary Barra (left) and Hyundai executive chair Euisun Chung (right) have agreed to have their companies collaborate. (credit: Hyundai Motor Group)

Two of the world's largest automakers are becoming closer friends, we learned this morning. Hyundai Motor Group and General Motors, which together sold 13.5 million cars last year, have decided to try and collaborate in a range of areas in the coming years, including vehicle design, technology development, and even supply chain sourcing.

GM is one of the world's oldest and most established automakers and has a long legacy of clever engineering solutions, albeit one often hamstrung by corporate decision-making.

Meanwhile, GM was just a year from its 60th birthday when HMG got going, and while the Korean automaker was not taken particularly seriously in the US as a budget brand at launch, over the last 15 years its products have been class-leading, especially its electric vehicles.

Enlarge / The Engo 2 smartglasses with heads-up display look slightly bulky. (credit: BradleyWarren Photography)

When it comes to working out, I'm a data nerd. A Google spreadsheet contains every bike ride I've been on for the past four years, tracking data points ranging from average moving speed to normalized power output. Sometimes I ride just for fun—road cycling is one of my favorite activities, period—so I'm not always thinking about cadence and power curves when I'm on the bike. Fitness-focused rides, on the other hand, mean a lot of looking away from the road and down at my bike computer. That's comfortable for me most of the time, but sometimes the cars are flying by or frost heaves are coming fast and furious, so the smart move is keeping my eyes down the road. So I was intrigued when I had a chance to check out ActiveLook's Engo 2 augmented reality sunglasses with a built-in head-up display.

Priced at $299 (or $349 for photochromic lenses), the Engo 2 essentially takes data from your Garmin bike computer, watch, or fitness tracker; Apple Watch; Android Wear device, Suunto watch, or ActiveLook's homegrown app and projects it toward the top inside part of the right lens. (Garmin is the only bike computer supported by ActiveLook.)

The Engo 2 AR sunglasses. You can see the HUD projector just to the right of the bridge. (credit: BradleyWarren Photography)

The inside of the glasses. The charger connects to the four gold dots above the bridge. The "V" at the bottom adjusts to the width of your nose. The projector is on the right. (credit: BradleyWarren Photography)

From most angles, the Engo 2 looks like a normal pair of sports-oriented sunglasses, with wide, curved, and extensive lenses. The only oddity is a small metal plate in the middle of the glasses, right over the bridge of the nose, which is a sensor. Swipe from left to right, and the display will switch to another view or shut off—if your finger isn't too sweaty or your swipe is insufficiently forceful.

Enlarge / A Waymo vehicle in San Francisco. (credit: Photo by JasonDoiy via Getty Images)

On a Friday evening last November, police chased a silver sedan across the San Francisco Bay Bridge. The fleeing vehicle entered San Francisco and went careening through the city’s crowded streets. At the intersection of 11th and Folsom streets, it sideswiped the fronts of two other vehicles, veered onto a sidewalk, and hit two pedestrians.

According to a local news story, both pedestrians were taken to the hospital with one suffering major injuries. The driver of the silver sedan was injured, as was a passenger in one of the other vehicles.

No one was injured in the third car, a driverless Waymo robotaxi. Still, Waymo was required to report the crash to government agencies. It was one of 20 crashes with injuries that Waymo has reported through June.  And it’s the only crash Waymo has classified as causing a serious injury.

Enlarge / The latest Volkswagen Golf GTI isn't perfect, but it has enough charm to overcome its flaws. (credit: Jonathan Gitlin)

"They won't make them like this much longer" is a pretty hackneyed aphorism, but it certainly applies to the Volkswagen Golf GTI. The Mk 8 Golf is due for a mid-life refresh next year, and when that happens, VW will be simplifying things by dropping the manual transmission option. That means model year 2024 is the final chance anyone will have to buy a GTI with three pedals. Yes, it has some flaws, but it's also small and nimble, both attributes lacking in so much of what the automotive industry has to offer these days.

We've been a bit deficient in not reviewing the Mk 8 Golf GTI until now. I reviewed the more expensive, more powerful Golf R in 2022, but the last GTI we drove was the outgoing Mk 7 car in mid-2020. That time, we were only able to source a GTI with the two-pedal, dual-clutch gearbox, a transmission I felt didn't quite suit the engine it was mated to. On the other hand, I was effusive about the old GTI's infotainment, calling it "one of the best systems on the market." Well, it was 2020, remember.

Under the hood, you'll find yet another version of VW Group's venerable EA888 four-cylinder engine, here with a turbocharger and direct injection. It generates 241 hp (180 kW) and 273 lb-ft (370 Nm), with that peak torque arriving at just 1,750 rpm. This sends its power to the front wheels via a seven-speed DSG or the soon-to-be-retired six-speed manual.

Enlarge (credit: Getty Images)

America has been getting more and more dangerous for pedestrians over the past few years. It's a trend with several contributing factors—our built environment prioritizes passenger vehicle traffic and encourages speeding, and traffic enforcement is virtually absent in many cities. But it's undeniable that vehicle design—particularly of large pickup trucks and SUVs—has been causing excess casualties. For example, a study published in January found that an increase in hood height of four inches (100 mm) translated to a 28 percent increase in pedestrian deaths.

Today, the National Highway Traffic Safety Administration announced that vehicle design needs to change to reduce the number of pedestrians killed or seriously injured in crashes. The notice of proposed rulemaking, which is open for public comment for the next 60 days, wants to harmonize federal motor vehicle safety standards (FMVSS) with a global standard already in effect in many countries around the world.

"We have a crisis of roadway deaths, and it’s even worse among vulnerable road users like pedestrians. Between 2013 and 2022, pedestrian fatalities increased 57 percent, from 4,779 to 7,522. This proposed rule will ensure that vehicles will be designed to protect those inside and outside from serious injury or death. We will continue to work to make our roads safer for everyone and help protect vulnerable road users,' said Sophie Shulman, NHTSA’s deputy administrator.

Enlarge / Other automakers have half-heartedly tuned their EVs, but Hyundai's N brand has gone all-out with the Ioniq 5, and the results are spectacular. (credit: Jonathan Gitlin)

Hyundai's transformation over the past decade and a half has been one to watch. The automaker went on a hiring spree, luring design and engineering talent away from the likes of BMW and Audi to grow its own competency in these areas. It worked—few can rival the efficiency or charging speed of the current crop of Korean electric vehicles, for instance. And Hyundai's N division has shown it can turn prosaic underpinnings into performance cars that push all the right buttons. Both of those things are on vivid display with the Ioniq 5 N.

The regular Ioniq 5 has been on sale for a while now, long enough to have just received a facelift. It's one of our favorite EVs, with styling that calls back to the angular hatchbacks of the 1980s and an 800 V powertrain that's easily best-in-class. Now, the company's in-house tuners have had their way with it, applying lessons learned from rallying and touring car racing to up the fun factor.

It's not exactly a novel approach, even for EVs. Kia beat Hyundai to the punch with the EV6 GT; the car is fearsomely fast, but I found it less compelling than the normal version, which is cheaper, less powerful, and more efficient. In fact, I'm on record as saying that when looking at EVs, the cheapest, least-powerful version is almost always the one to get.

Enlarge / The CycWagon. (credit: John Timmer)

More so than most other forms of bicycle, cargo bikes are specifically designed to make ditching a car easier. Whether hauling groceries or kids, they can handle a lot more of the day-to-day errand running than most other forms of two-wheeled transport. The problem with some of the higher-end cargo bikes is that the upfront costs can be competitive with a decent used car (although operating costs will be dramatically lower) without offering quite the flexibility that a car might.

Fortunately, as Beth Mole discovered, you don't necessarily have to spend that much to get a decent riding experience, putting cars at a further disadvantage. That left me curious as to what the price floor for a decent cargo bike might be—how little can you pay and still get a satisfactory experience? I was also keen for a second try on my experiment of going a month without using a car, meant to happen during my earlier review but interrupted by wildfire smoke.

All of which explains why I took delivery of a $1,500 cargo bike called the CycWagon, from a company called Cycrown. It's currently well on its way toward getting me through a car-free month, but it has... well, a lot of issues.