مجله خودرو ام وی ام

من چند تابستان پیش مهر و موم پیکاپ پمپ روغن را (که پمپ روغن روی موتور و پیکاپ نصب شده روی تابه روغن را پل می کند) در کروز دیزل 14 خود تعویض کردم و این کار بسیار بود. به طور معمول “نگهداری” در نظر گرفته نمی شود، اما با گذشت زمان سخت می شود، شکننده می شود و می تواند به جای روغن در شروع سرد که بدیهی است ترک بخورد و هوا را بمکد.

ما هیچ خرابی مطمئنی در ایالات متحده در انجمن کروز نداریم، اما این موتور در اروپا استفاده می‌شود، جایی که این موتورها خراب شده‌اند، به اندازه کافی در جایی که نمونه‌های سفارشی وجود دارند که از آلومینیوم با یک جفت مهر و موم ویتون ساخته شده‌اند که هرگز ساخته نمی‌شوند. حالت خرابی OE را داشته باشید که دارای “دامنه” است که برای تشکیل مهر و موم به هم می خورد (و همان چیزی است که سخت می شود).

به هر حال، خیلی ساده به نظر می رسد: ماهیتابه را بیندازید و آن را عوض کنید، اما نه کاملاً…

انداختن تابه مستلزم انداختن نیمه جلوی اگزوز (من آن را بیرون آوردم تا از سر راهم خارج شود)، خارج کردن شفت CV سرنشین (که مستلزم بیرون کشیدن بند انگشت از مفصل توپ است که برای رها شدن کابوس بود) همچنین شفت میانی را جدا کنید زیرا به روغن پیچ وصل شده است. سپس می توانید ماهیتابه روغن را بردارید (بدیهی است که قبل از همه اینها باید روغن و مایع ترانس را تخلیه می کردید) – که هیچ علاقه ای به آزاد کردن آن نداشت، حتی پس از یک روز ضربه زدن به آن با چکش (در نهایت وقتی من افتادم. پیچ ها را شل گذاشت). اوه، و هواکش PCV که به ظرف روغن وصل می شود؟ بله، این یک پیچ “ضد دستکاری” دارد که برای برداشتن آن نیاز به سوراخ کردن یک شکاف در آن دارد یا برای بیرون آوردن آن، یک سوکت را روی آن بکوبید.

«اکنون که ظرف روغن را بیرون آورده‌اید، مهر و موم را بکشید و جدید را نصب کنید. فوق العاده آسان! RTV را از تابه جدا کنید و چیزهای جدید را اعمال کنید و… اوه، صبر کنید، بارگیری ظرف بدون پاک کردن نیمی از RTV غیرممکن است زیرا پشت ظرف دارای دو پیچ در بدنه ناقوس است و محافظ بین دستگاه ترانس است. و موتور دارای بریدگی هایی به اندازه فلنج تابه روغن است – بنابراین نمی توانید اصلاً آن را به سمت بالا بارگیری کنید (من گمان می کنم یکی از نشت روغن من در اینجا باشد).

اوه، و این واقعیت را فراموش نکنید که مهر و موم پس از فروش در حال حاضر باعث می شود که آن را با دهانه پیکاپ هماهنگ کنید (اگرچه در نهایت وقتی پیچ ها را سفت می کنید جای می گیرد – چیزی که من چندین بار خشک کردم تا بفهمم). هنگامی که در نهایت ظرف روغن را مجدداً نصب کردید، مونتاژ مجدد بسیار ساده است (همه چیزهایی را که برداشته اید دوباره روی آن قرار دهید) و سپس آن را با روغن پر کنید. سپس می توانید تقریباً مقدار مایع ترانسی را که خارج کرده اید وارد کنید و سطح مایعات عجیب و غریب گیربکس Aisin AF40/6 را بررسی کنید و در نهایت کارتان تمام شد! خیلی آسان!”

The current 992-generation Porsche 911 is about to come in for its mid-cycle update and a prototype for the updated Carrera Cabriolet has just been spotted.

Also out testing are updated versions of the Carrera, Carrera GTS, Targa, GT3, Turbo, and Turbo S.

The prototype for the Carrera Cabriolet shows new front intakes, new internals for the headlights, and a revised taillight design.

We also notice a new rear diffuser design, as well as exhaust tips mounted closer to the center. The movement of the exhaust tips backs rumors that a new engine might be introduced with this update, specifically a bigger, naturally aspirated unit like Porsche’s 4.0-liter flat-6 offered in the 718 range, which starts at 394 hp. The current Carrera models come with a 3.0-liter twin-turbocharged flat-6 whose output starts at 379 hp.

There is some substance to the rumors. Frank-Steffen Walliser, the former chief engineer for the 911, said in a 2020 interview that new emissions regulations planned for Europe around the middle of the decade will spur bigger engines to return in favor of downsized units. The new rules are apparently aimed at matching lab-tested fuel economy with real-world figures.

Hybrid technology will also be introduced on some 911 variants with this update. Carrera prototypes have been testing with hybrid power, pointing to the technology also being offered at the entry point to the range.

Porsche CEO Oliver Blume in 2022 said the 911’s hybrid system will be similar to the system in the former 919 Hybrid LMP1 race car, and not a plug-in hybrid system like in the 918 Spyder hypercar. That means there won’t be a plug, and any electric motor-generator(s) will purely be used to support the internal-combustion engine and recover energy under braking.

Blume recently confirmed that the first hybrid 911 will debut this summer, and this will likely be when we see the first members of the updated 992-generation 911 range debut. They should arrive in showrooms as 2025 models in the U.S.

Pros: Functional, stylish and well-made cabin; reasonable prices; various performance, range and trim combos; standard front-wheel drive

Cons: No one-pedal driving and weird e-Step functionality; comparatively slow charging

The 2024 Nissan Ariya hasn’t changed a bit for its second model year, and yet it’s now a lot more appealing and competitive. Why? As a philosopher once said, “it’s all about the Benjamins.” The price of most Ariya trim levels plunged by $6,000 for 2024 (the base trim is down just $3,600), bringing all but the range-topping Platinum within the $40,000 range. This lower price means that the Ariya now undercuts similarly sized competitors, while offering more space and a high-quality cabin than those with a similar price. It also makes it a bit easier to overlook the Ariya’s main flaw: slow charging speeds.

There are other ways the Ariya provides compelling value for an EV. It comes standard with front-wheel drive, meaning those in the Snow Belt should feel less compelled to get all-wheel drive, which in EVs means paying a lot more than you would with a gas engine because it also adds a lot more power (that’s the case with the Ariya’s e-4ORCE dual-motor that uniquely adds handling-enhancing torque vectoring). There’s also loads of standard equipment included in the base trim level that comes with a smaller, short-range battery – if you’re just looking for an EV as a city car, why pay for range you don’t need?

All this talk of value loses sight of the many ways the Ariya is a compelling EV. It really isn’t all about the Benjamins (or six Grover Clevelands). The cabin really is special in terms of appearance, materials and functionality – that’s even the case with lower trim levels. The difference between the Ariya and a VW ID.4, Honda Prologue or Tesla Model Y really is stark. Range, performance and interior space certainly aren’t class leading, but they’re also fully competitive. In other words, if you’re looking for a more affordable electric car, the Ariya should be on your list.

Interior & Technology   |   Passenger & Cargo Space   |   Performance & Fuel Economy

What it’s like to drive   |   Pricing & Trim Levels   |   Crash Ratings & Safety Features

What’s new for 2024?

As mentioned above, the Ariya carries over unchanged, but its prices were slashed for 2024. You can see prices for each trim level here.

Clockwise from top: Interiors of the Empower+, Platinum+ and Evolve+

What are the Ariya interior and in-car technology like?

In short, the Ariya cabin is special. Unlike many other EVs, the Ariya manages to offer style, functionality and quality. It looks terrific with the sort of minimalist aesthetic seemingly expected of an EV, but there are still stalks on the wheel and buttons to press (even if many are touch-sensitive haptic “buttons” that thankfully do work). The touchscreen infotainment system is required to operate a few too many functions, such as the heated seats, but in general, it’s one of the easiest systems to use whether you’re a technophile or just want to use the darn radio. As with many new cars, that widescreen infotainment display is paired with a similarly sized instrument panel display that can be configured to show different types and amounts of information right in front of the driver. There’s also a head-up display above it that is standard, which is unusual.

The Ariya takes advantage of its electric architecture to provide a flat, open floor in not only the back seat, but the front as well. Not only does this provide a visual sense of openness and space, but owners of larger purses will probably appreciate the vast area to stash it without stealing front passenger legroom. Now, should you want a less open, cockpit-like feeling, the center console motors forward by quite a lot. This also allows the electronic shifter, cupholders and armrest to be placed just-right for drivers of different heights, though the power operation is slower than just pulling it forward with a lever would be.

In terms of quality, the Ariya can be considered a genuine rival for luxury-branded EVs. The beautifully patterned real leather found in the Platinum trim level is an icy shade of blue and pairs with a rich, faux suede on the dash and doors in the same color. The wood dash trim found on every Ariya really completes the premium vibe. That said, even lower trim levels like the Ariya Empower we tested benefit from fashionable rose gold accents and padded leatherette trim on the dash and doors. We also love the “Kumiko” patterned pieces throughout the cabin, including the carpets, speaker grilles and ambient lighting fixtures.

How big is the Ariya?

The Ariya is basically the same length and width as the Hyundai Ioniq 5 and awfully similar to the Kia EV6 as well, but it’s a few inches taller than both (especially the Kia), resulting in a more SUV-like appearance. You also feel like you’re sitting higher in it. It doesn’t have quite as much sprawl-out space in the back seat as the Hyundai, Kia or Ford Mustang Mach-E, but that’s OK – 6-footers can still fit front-and-back, and there’s plenty of space for someone to sit in front of a rear-facing child seat. There’s also sufficient rear headroom, although the high seating position and available panoramic sunroof may make the roof feel uncomfortably close to the heads of those up front.

Cargo space with the back seat up is an unremarkable 22.8 cubic feet, a figure considerably less than the competition. We’ve seen surprisingly inconsistent real-world cargo space performance with the EV6, Ioniq 5, Mach-E and Toyota bZ4X (click to see their luggage tests), however, so we wouldn’t automatically write off the Ariya. Don’t count on a front trunk bolstering its capacity, though, as there isn’t one. Considering how tiny most frunks are, it’s not that big of a deal, but even tiny ones provide space for a charge cord or other for-emergencies-only items that would otherwise take up space in the cargo area.

What are the Ariya range, charging and performance specs?

There is a wide variety of power, range and drivetrain offerings in the Ariya lineup. Let’s dig in.

The Engage trim has a single motor on the front axle that produces 214 horsepower and 221 pound-feet of torque. It has a 66-kilowatt-hour battery and a range of 216 miles. Thankfully, this base trim level is generously equipped, meaning those with more realistic range needs won’t necessarily need to pay for extra battery capacity just to get unrelated comfort/convenience items.

The Venture+, Evolve+ and Empower+ get a 238-hp motor with the same 221 lb-ft. They also have a 91-kWh battery pack good for either 304 miles (Venture+) or 289 miles (all others). Nissan says this version will go from 0-60 mph in a quick 7.2 seconds.

The Engage e-4ORCE adds a second motor, this time on the rear axle. This results in all-wheel drive as well as considerably more performance: 335 hp and 413 lb-ft of torque. It also has the 66-kW battery, which means its range drops to 205 miles.

All other trim levels with e-4ORCE have a bit more power: 389 hp and 442 lb-ft of torque. This would be the quickest Ariya with an estimated 0-60-mph time of 4.8 seconds. Range stands at 272 miles (Engage+ and Evolve+) or 267 miles (Platinum+).

Charging is not the Ariya’s strong suit. It maxes out at 130 kW at a public DC fast charger (the Mach-E and ID.4 are good for 150 kW, while the Ioniq 5 and EV6 can utilize ultra-fast 350-kW chargers thanks to their 240-kW max). You’ll be waiting around to charge longer with an Ariya. Its onboard charger can also only manage 7.2 kW, meaning it won’t be able to charge quite as quickly at home, either. This would only come into play, however, if you have a home charging station versus simply plugging into a 120- or 240-volt outlet.

What’s the Ariya like to drive?

The Ariya offers an impressively refined driving experience. It is quiet thanks to both its electric motor and abundant sound-deadening materials, and its ride is nicely damped. We’d probably skip the big 20-inch wheels on the Platinum since they add a touch of firmness and reduce range. The steering is also precise with natural, consistent weighting. There is a Sport mode, but we didn’t notice much of a difference in steering or throttle response (unlike those of many rivals). The most obvious change is the whirring Jetsons noise that plays over the sound system when accelerating. Our main dynamic complaint is the lack of one-pedal driving. There is a B mode that slightly increases regenerative braking and a weird feature dubbed “e-Step” that significantly increases regen, but does so while moving the brake pedal as if a ghost was suddenly driving. No thanks. It makes for awkward stops when you have to take over for the last 5-10 mph of braking.

As with most other electric cars, opting for all-wheel drive doesn’t just improve poor-weather traction, it significantly increases performance due to the added motor. The e-4ORCE Ariya models are in fact considerably quicker, with a solid snap off the line and abundant passing power. You’ll never get tired of charging up highway on-ramps. Furthermore, the system doesn’t just proportion power front and back, it can differ the amount of power between the left and right wheels. This is called torque vectoring and it’s beneficial in both wet and dry conditions. Don’t expect Acura SH-AWD levels of handling acumen as a result, but it is one more benefit to opting for e-4ORCE.

That said, the fact that the two-wheel-drive Ariya is front-wheel-drive can be seen as an advantage – the Ioniq 5, EV6, Mustang Mach-E and VW ID.4 are all rear-wheel-drive. While driving enthusiasts may lament this because of RWD’s handling advantage, front-wheel drive is far superior in poor weather. Those in snowy climates therefore don’t have to opt for all-wheel drive and pay considerably more for added performance they don’t want or need. Now, acceleration in the front-drive Empower+ we tested was gentle off the line before picking up speed, sort of like a big jet airplane. This likely has to do with Nissan programming the car not to overwhelm the front wheels with the motor’s instant torque. It doesn’t feel especially quick as a result, especially by EV standards, though if you’re most concerned with range or are comparing with lower priced EVs like the Kia Niro EV or Hyundai Kona EV, it should be more than sufficient.

What other Nissan Ariya reviews can I read?

2023 Nissan Ariya Empower+ FWD Road Test

Our first drive of the front-wheel drive Empower+ shows you don’t have to get the top of the line to get a rather nice Ariya.

2023 Nissan Ariya First Drive Review

First impressions of the Ariya, including more details about its design, engineering and driving impressions of the front-wheel-drive/large battery version. 

Nissan Ariya Interior Preview

Our first glimpse of the Ariya interior happened way back in 2021, but it thankfully got even more impressive since then.

What is the 2024 Ariya price?

Here’s something we don’t write very often: Prices went down for the 2024 Nissan Ariya. By a lot. The 63-kilowatt-hour front-wheel-drive Ariya Engage base trim will now start at $40,980, which includes a $1,390 destination charge. All other trim levels get a price cut of $6,000.

Equipment levels did not change. Standard equipment on the base Engage still includes front and rear parking sensors, dual-zone climate control, proximity entry on all four doors, an eight-way power driver seat, heated front and rear seats, driver memory functions, leatherette upholstery, a heated leather-wrapped steering wheel, two rear USB ports, twin 12.3-inch instrument and infotainment displays, a head-up display, satellite radio, wireless Apple CarPlay, wired Android Auto, the unique power-sliding center console and a full complement of safety technology features detailed below. That’s more than even the famously generous Hyundai and Kia offer.

The upper Venture, Evolve, Empower and Platinum trim levels add the usual increasing levels of equipment, but there are functional/mechanical elements to consider. Trims with + in their names have a bigger battery. Add e-4ORCE and you have two motors and all-wheel drive.

Prices for 2024 Ariya trim levels are as follows (including destination charge):

• Engage FWD, 63 kWh battery: $40,980
• Venture+ FWD, 87 kWh battery: $42,580
• Evolve+ FWD, 87 kWh battery: $45,580
• Empower+ FWD, 87 kWh battery: $49,080
• Engage e-4ORCE, 63 kWh battery: $44,980
• Engage+ e-4ORCE, 87 kWh battery: $46,580
• Evolve+ e-4ORCE, 87 kWh battery: $49,580
• Platinum+ e-4ORCE, 87 kWh battery: $55,580

Platinum+ e-4ORCE and Empower+ FWD

What are the Ariya safety ratings and driver assistance features?

The NHTSA gave the Ariya five out of five stars for overall and side crash protection, plus a four-star rating for frontal crash protection. The Insurance Institute for Highway Safety named the Ariya a 2024 Top Safety Pick for its top “Good” ratings in crash testing and for its front crash prevention: pedestrian systems. Its headlights got a sufficient high “Acceptable” rating.

Every Ariya comes standard with more driver assistance features than its rivals. This includes forward collision warning with pedestrian detection, automatic front and rear emergency braking, lane-departure warning and lane-keeping assist, blind-spot warning and active mitigation, rear cross-traffic warning, and a driver inattention warning system. Standard on the Empower+ and Platinum+ trim levels is the ProPark automated parking system and the ProPilot Assist 2.0 that allows for hands-free driving on most controlled access highways.

We found that ProPilot Assist 2.0 works very well, both in full hands-free and token-hand-on-the-wheel modes (like what you get with Hyundai/Kia and many other brands), and like that it will warn and then disengage if it detects the driver is not looking at the road ahead.

هفته گذشته اوپل کراس اوور پرچمدار جدید خود، گرندلند 2024 را پوشش داد.

قرار است فروش آن در اواخر سال جاری در بازارهایی که برند آلمانی در آن فعالیت می کند آغاز شود و خریداران می توانند از میان پیشرانه های هیبریدی ملایم، پلاگین هیبریدی و الکتریکی یکی را انتخاب کنند. این انعطاف‌پذیری به دلیل استفاده از پلتفرم STLA Medium شرکت مادر Opel Stellantis است که برای جمع‌وجور و سایز متوسط ​​طراحی شده است.

فقط Grandland الکتریکی نشان داده شده است. جزئیات کامل تا زمان عرضه به بازار مخفی می‌شود، اما اوپل تأیید کرده است که بزرگترین باتری 98 کیلووات ساعت یا برای مسافت بیش از 400 مایل در چرخه WLTP در خارج از کشور کافی است. Stellantis قبلاً حداکثر برد با امتیاز EPA 370 مایل را برای پلت فرم STLA Medium ذکر کرده است.

هیچ رقم قدرتی فاش نشده است اما پلت فرم STLA Medium قادر به پشتیبانی از پیشرانه های الکتریکی تا 382 اسب بخار است. نسل قبلی گرندلند در فرم هیبریدی پلاگین 300 اسب بخار قدرت داشت.

Grandland جدید کمی بزرگتر از نسل قبلی خود است. طول آن 183.1 اینچ است که 6.8 اینچ بلندتر از نسل قبلی است. همچنین 75 اینچ عرض یا حدود 2.5 اینچ پهن تر از نسل قبلی خود دارد. این باید فضای بیشتری را در داخل ایجاد کند. اوپل حجم بار را نزدیک به 58 فوت مکعب با خواباندن صندلی‌های عقب اعلام کرده است.

در جلوی کابین، داشبورد دارای طراحی ساده با یک دسته گیج دیجیتالی باریک و یک صفحه نمایش لمسی عریض (16 اینچی) است که به عنوان مرکز اطلاعات سرگرمی عمل می کند. یک نمایشگر هدآپ نیز گنجانده شده است، در حالی که چند کنترل فیزیکی برای عملکردهای پرکاربرد، مانند تنظیم تنظیمات آب و هوا، وجود دارد.

گرندلند جدید همچنین نسل بعدی هایلایت های LED ماتریسی را برای اوپل معرفی می کند. هر واحد چراغ جلو شامل 25600 پیکسل جداگانه است. به گفته اوپل، این بدان معناست که می تواند اشیایی مانند خودروهای مقابل را با دقت بیشتری نسبت به نسخه قبلی مسدود کند، در حالی که در عین حال الگوی نور بسیار روشن تر و همگن را ارائه می دهد. سایر فناوری‌های برتر عبارتند از کروز کنترل تطبیقی ​​با کمک تغییر مسیر، کمک پارک با فرمان خودکار و دوربین دید فراگیر.

تولید در کارخانه اوپل در آیزناخ آلمان انجام خواهد شد.

When you think of the Philippines, your first few thoughts probably don’t contain a fully-built Garage Mak-style S15.

But that is part of what makes this particular Nissan Silvia so good. If it had Japanese number plates you would probably never second guess it – which is why I wanted to shoot it.

Last week, Alec and I brought you a shop visit story on Autoplus in Manila, and this car belongs to the owner’s son, Luis. While it might not be an official Autoplus demo machine, it certainly shows what the shop is capable of.

If not glaringly obvious, Luis has drawn inspiration from modified cars in Japan, having spent some time there.

He even competed in the 2018 FIA Intercontinental Drifting Cup held in Odaiba, with another S-chassis.

At first glance, the Silvia has a time attack style, but spend a bit longer looking and you start to pick up all the drift influences. I’ll get to the mechanical hardware in a moment, but first, the exterior, which is quite spectacular.

The S15 features a host of Garage Mak aero parts, including their full Type 5 body kit, plus a Blister carbon fiber boot lid, carbon hood and GT wing. If that wasn’t enough, Luis also added an RE Amemiya rear diffuser – presumably designed for an RX-7 – along with a pair of Type 2 Magical Racing mirrors.

When we shot the car, it was rolling on RAYS Gram Lights 57DR wheels.

Combined with brand-new Nissan OEM weatherstrips, mouldings, headlights and taillights, the Silvia’s exterior is faultless.

This trend continues throughout the entire build, including in the engine bay.

Under the hood is a fully-built Nissan SR20DET VCT with CP forged pistons, Carrillo forged connecting rods, a Mazworx stud kit, Tomei head gasket, and Tomei 258-degree camshafts.

The turbo setup is no joke. A new Garrett G25-660 pushes over 20psi of boost through the SR20 via an upgraded GReddy intake manifold and Naprec 80mm throttle body.

Wired with a custom loom and tuned through a Link engine management system, this is about as good as an SR20 gets without changing the bore or switching to a NEO VVL (SR20VE) cylinder head.

Making power is one thing, but effectively getting that power to the ground is another. There are no issues here though, as Luis has specced the driveline and suspension with some of the best aftermarket gear available. In the mix is an ORC single-plate clutch and a OS Giken mechanical limited-slip differential, along with KW V3 coilovers, Cusco sway bars, and D-Max adjustable arms and links to dial in the alignment for street and track duty.

For brakes, the Silvia benefits from a full set of Project Mu calipers in a custom colour, which provide plenty of stopping power.

Out on the streets of Manila, the S15 looked nothing short of sensational, and it had the sound to match.

As you would expect, the cabin has been thoroughly updated too. Essentially, every new OEM interior part from Nissan was installed alongside some select aftermarket goodies.

Engine data is relayed to a Stack ST8100 display mounted in place of the factory S15 cluster, while Recaro (Japan) RS-G bucket seats, a Max Orido edition Nardi Classic steering wheel, and a Top Secret shift knob add just the right amount of JDM flair to what feels like a practically brand-new S15.

Those of you with a keen eye would have noticed the steering wheel on the left side of the car. The S15 Silvia was never produced in LHD, so this was an entirely custom endevour to satisfy the Philippines authorities. Honestly, the dash looks like a factory item.

When I capture rolling shots, it usually involves hanging a camera out the side of a van or maybe through the window of a regular car. This time, Alec and I found ourselves in the back of a pickup truck.

If this had been Japan, we would have not gotten far before being pulled over by police and given a stern talking-to. But the local security did us a solid by helping control traffic to create somewhat of an ‘escort’, making this method safe and manageable.

That said, it still caused quite the scene, and as a result, this was probably the most memorable moment from my trip to the Philippines.

Alec and I spent over a week in Manila documenting all types of cars and automotive culture, so stay tuned for more.

Dino Dalle Carbonare
Instagram: dino_dalle_carbonare
[email protected]

Additional Photography by Alec Pender
Instagram: noplansco

DETROIT — In the not-too-distant future, automatic emergency braking will have to come standard on all new passenger vehicles in the United States, a requirement that the government says will save hundreds of lives and prevent thousands of injuries every year.

The National Highway Traffic Safety Administration unveiled the final version of the new regulation on Monday and called it the most significant safety rule in the past two decades. It’s designed to prevent many rear-end and pedestrian collisions and reduce the roughly 40,000 traffic deaths that happen each year.

“We’re living through a crisis in roadway deaths,” Transportation Secretary Pete Buttigieg said in an interview. “So we need to do something about it.”

It’s the U.S. government’s first attempt to regulate automated driving functions and is likely to help curb some of the problems that have surfaced with driver-assist and fully automated driving systems.

Although about 90% of new vehicles have the automatic braking standard now under a voluntary agreement with automakers, at present there are no performance requirements, so some systems are may not be that effective. The new regulations set standards for vehicles to automatically stop and avoid hitting other vehicles or pedestrians, even at night.

“Part of how I think we’re going to turn the corner on the unacceptable level of roadway deaths that we just lived with for my entire lifetime is through these kinds of technologies,” said Buttigieg, who is 42. “We need to make sure we set high performance standards.”

The regulation, which will require additional engineering to bolster software and possibly add hardware such as radar, won’t go into effect for more than five years. That will give automakers time to bolster their systems during the normal model update cycle, NHTSA said.

It also will drive up prices, which NHTSA estimates at $354 million per year in 2020 dollars, or $82 per vehicle. But Buttigieg said it will save 362 lives per year, prevent about 24,000 injuries and save billions in property damage.

Critics say the standards should have come sooner, and that they don’t appear to require that the systems spot people on bicycles, scooters or other vulnerable people.

The new rule requires all passenger vehicles weighing 10,000 pounds (4,500 kilograms) or less to have forward collision warning, automatic emergency braking and pedestrian detection braking.

The standards require vehicles to stop and avoid hitting a vehicle in front of them at speeds up to 62 miles per hour (100 kilometers per hour). Also they must apply the brakes automatically at up to 90 mph (145 kph) if a collision with vehicle ahead is imminent.

The systems also have to spot pedestrians during the day and night, and must stop and avoid a pedestrian at 31 mph to 40 mph (50 kph to 64 kph) depending on the pedestrian’s location and movement.

The agency said that in 2019, nearly 2.2 million rear-end crashes were reported to police nationwide, killing 1,798 people and injuring 574,000 others. Sixty percent of fatal rear-end crashes and 73% of injury crashes were on roads with speed limits of 60 mph (97 kph) or below.

In addition, there were 6,272 pedestrians killed in crashes, with 65% of those people being hit by the front of a passenger vehicle.

The vast majority of deaths, injuries and property damage happens at speeds above 25 mph (40 kph), speeds that are not covered by the voluntary agreement, the agency said.

“Only regulation can ensure that all vehicles are equipped with AEB (automatic emergency braking) that meet minimum performance requirements,” the regulation says.

NHTSA would conduct random tests to determine whether automakers are meeting the standards.

The agency said it isn’t requiring what type of sensors each automaker must have to meet the requirements. That’s up to the automakers. But in testing of 17 vehicles, only one — a 2023 Toyota Corolla equipped with cameras and radar — met the standards.

The regulation said radar would have to be added to about 5% of the systems in order to comply with the requirements.

Cathy Chase, president of Advocates for Highway and Auto Safety, said the new standards will make it clear to car buyers that AEB will work properly. Most consumers, she said, are unaware that there are no requirements in place now.

“By and large, it’s better to have AEB than not have AEB,” she said. “So once the AEB rule is put into place, once again the federal government will be doing its job and protecting consumers.”

NHTSA said it changed its original proposal, giving automakers more than five years to meet the standards instead of three. Chase said shorter would be better.

“The shorter the timeline, the more people are going to be saved, the quicker these are going to get into cars and our roadways are going to be safer for everyone,” she said.

Chase said she is not pleased that the rule does not appear to include standards for bicyclists or people using scooters.