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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.

Here’s a report that made us check the calendar to make sure about when in April this is. Mopar Insiders says it heard from one of its sources that Jeep’s making changes to the powertrain lineup for the two-row Grand Cherokee and three-row Grand Cherokee L next year. Currently, the 3.6-liter Pentastar V6 making 293 horsepower and 260 pound-feet of torque is the entry-level engine in both models. The only way to upgrade that situation on the Grand Cherokee is to get the plug-in hybrid 4xe model that starts at about $24,000 more. The upgrade for the Grand Cherokee L is the 5.7-liter Hemi V8 making 395 hp and 410 lb-ft, a $3,995 option on the trims that offer it. For next year, Mopar Insiders says Jeep parent company Stellantis will insert a turbocharged 2.0-liter four-cylinder as the standard engine on the Grand Cherokee and Grand Cherokee L. The crazy bit is that, according to this rumor, the 2.0-liter will replace the Pentastar and the Hemi, and so be the only engine offered in the Grand Cherokee L. The Grand Cherokee will still be offered as a PHEV.

The V8 going bye-bye and a four-cylinder being swapped for a six-cylinder are nothing new; as Mopar Insiders notes, the Ford Explorer powertrain range starts with a 2.3-liter four-cylinder producing 300 hp and 310 lb-ft, and Jeep isn’t far off that with the turbo 2.0-liter in the Wrangler that makes 270 hp and 295 lb-ft. Offering the smaller mill as the only engine would be the surprise. Plenty of Grand Cherokee owners ready to trade in are waiting for news about the Hurricane inline-six joining the GC lineup. Jeep sold nearly 245,000 GCs in the U.S. last year, the second-best U.S. tally in the last 20 years, we’d say there’s no better model in the entire brand portfolio for the straight-six even if just the standard-output version.

The two- and three-row are supposed to get light updates for next year before a full-on redesign around 2027 that could see the Grand Cherokee move to Stellantis’ STLA Large platform from today’s WL platform. We’ll be looking forward to the official word from Jeep when the 2025 Grand Cherokee launches, and you can consider us surprised if Jeep doesn’t make mention of the Hurricane for that model year. We’ve written to Jeep to ask for comment, we’ll update the post if we get a response.

داستان در مورد به اشتراک گذاری داده های رانندگی از وسایل نقلیه متصل با اشخاص ثالث توسط جنرال موتورز اکنون دارای قسط سوم است. خلاصه سریع این است نیویورک تایمز خبرنگار کشمیر هیل این خبر را منتشر کرد که جنرال موتورز اطلاعات رانندگی در مورد رانندگان خاص و سفرهای خاص به LexisNexis و Verisk را می فروشد، دو شرکتی که به شرکت های بیمه خودرو کمک می کنند تا ریسک را ارزیابی کنند. رانندگان در برنامه ای به نام Smart Driver+ ثبت نام کرده بودند، یک برنامه گیمیفیکیشن رانندگی که توسط GM به عنوان راهی برای بهبود رانندگی توصیف شده است. در قسمت پشتی، Smart Driver+ به حوادثی اشاره می کرد که ترمز شدید، شتاب گیری شدید، انحراف و سرعت زیاد را در نظر می گرفت. پس از آن بیمه‌گران از این پرونده‌های پر از حوادث برای افزایش نرخ بیمه‌شدگان خود استفاده می‌کردند. دو هفته پس از اجرای اولین قطعه در NYT، جنرال موتورز گفت که روابط خود را با LexisNexis قطع کرده است، زیرا “اعتماد مشتری برای ما یک اولویت است و ما فعالانه در حال ارزیابی فرآیندها و سیاست های حفظ حریم خصوصی خود هستیم.” در آن زمان، یک راننده کادیلاک در فلوریدا که حق بیمه او دو برابر شده بود، قبلاً شکایت کرده بود.

جنرال موتورز گفت که مالکان باید در برنامه SmartDriver شرکت کنند. در آخرین قسمت، هیل که بر حفظ حریم خصوصی تمرکز دارد و نوشته‌اش می‌گوید بیش از 10 سال در مورد حریم خصوصی و فناوری می‌نویسد، سپس متوجه شد شورلت بولتی که او و همسرش در دسامبر 2023 خریده بودند، در Smart Driver+ ثبت‌نام کرده بود، هرچند او این کار را به خاطر نمی آورد. شوهرش از LexisNexis و Verisk گزارش‌هایی درخواست کرد، و مطمئناً دو پرونده دریافت کرد که بین آنها، حوادثی را که در طول نزدیک به 300 سفر در سه ماه انجام شد، مرور می‌کردند. از آنجایی که نمایندگی، شوهرش را به عنوان مالک اصلی فهرست کرده است – علیرغم نام هر دوی آنها در عنوان خودرو – هیچ یک از شرکت های شخص ثالث اطلاعاتی در مورد کشمیر هیل نداشتند.

هیل گفت که او و همسرش برنامه OnStar را بررسی کردند تا ببینند آیا در Smart Driver ثبت نام کرده اند یا خیر. برنامه به آنها گفت که نیستند. سپس آنها از طریق رایانه وارد OnStar شدند که به آنها گفت که ثبت نام کرده اند. جنرال موتورز به هیل گفت که “جمعیت کمی” از مالکان با این “اشکال” مواجه شده اند که منجر به نمایش اطلاعات اشتباه در برنامه می شود.

هنگامی که او با فروشنده در نمایندگی تماس گرفت تا از زمانی که ظاهراً شرکت کرده است بپرسد، تکه های آشکار ظاهر شد. او گفت که سه صفحه در طی مراحل اداری فروش وجود دارد که بدون اینکه از مشتری بپرسد به طور خودکار با «بله»، «بله» و «خیر» آنها را پر می کند. صفحه دوم مشتری را برای OnStar ثبت نام می کند – Bolt به هر حال برای هشت سال با دسترسی متصل است – و مالک را در Smart Driver ثبت نام می کند. جنرال موتورز به هیل اصرار داشت که خریداران خودرو باید شرایط را تأیید کنند و چند خط در صفحه مورد نظر به فروشنده دستور می‌دهد تا تأیید خریدار را بگیرد. فروشنده گفت که اگر خریدار را برای OnStar ثبت نام نکند، دستمزد او قطع می شود و GM نمایندگی ها را بر اساس درصد وسایل نقلیه ثبت نام شده در Connected Access درجه بندی می کند. معلوم شد که صفحه‌ای که در OnStar شرکت می‌کند، صفحه‌ای است که Smart Driver+ را انتخاب می‌کند. — بنابراین در نمایندگی، یک خریدار خودروی جدید نمی‌توانست OnStar را انتخاب کند و از Smart Driver+ منصرف شود. خریدار می‌تواند از OnStar Connected Services انصراف دهد، اما پس از آن مالک مزایایی مانند به‌روزرسانی‌های OTA خاص یا عیب‌یابی از راه دور را دریافت نخواهد کرد.

وقتی هیل برای پرسیدن سوالات بیشتر به نمایندگی رفت، نوشت: “(الف) فروشنده ارشدتر گفت که آنها همیشه از مشتریان خود می خواهند شرایط را بپذیرند. شاید فروشنده ما با تلفن اشتباه کرده است و من و شوهرم لحظه ای را فراموش کرده ایم. زمانی که از ما خواسته شد روی «بله» روی این صفحه ضربه بزنید، خرید ماشین را خریداری کنید.” هیل اعتراف می کند که ممکن است فراموش کرده باشد، مدارک زیادی برای تکمیل یک فروش وجود دارد.

با این حال، حتی اگر هیل شرکت کرده بود، صفحه دیجیتالی مورد بحث توضیح نمی‌داد که چگونه GM ممکن است از اطلاعات جمع‌آوری‌شده توسط Smart Driver+ استفاده کند – مانند فروش اطلاعات به شرکت‌های شخص ثالث. و به یاد داشته باشید، این اطلاعاتی است که راننده وسیله نقلیه نمی بیند مگر اینکه گزارش خود را از LexisNexis یا Verisk دریافت کند.

دو ماه پس از آن، جنرال موتور به اشتراک گذاری داده ها با LexisNexis و Verisk پایان داد، Smart Driver را در تمام وسایل نقلیه GM خاموش کرد و پیشنهاد اعتماد و حفظ حریم خصوصی جدیدی را استخدام کرد. همچنین با حداقل 10 شکایت فدرال از سوی مالکان خشمگین در مورد SmartDriver مواجه است. توصیه می کنیم داستان کامل را بخوانید، که جزئیات بسیار بیشتری در مورد این موضوع و نظرات کسانی که مسائل مربوط به حریم خصوصی را مطالعه می کنند ارائه می دهد.

Tesla (TSLA) stock soared on Monday following reports that CEO Elon Musk won Chinese approval to deploy the automaker’s “Full Self-Driving” (FSD) autonomous software on the mainland.

As was first reported by the Wall Street Journal, people familiar with the matter said that officials told Tesla that they had tentatively approved FSD in the country during Musk’s 24-hour visit to Beijing over the weekend.

Separately, Bloomberg earlier reported that Tesla will use Chinese tech company Baidu’s street-level mapping data to power FSD. Tesla had been previously using Baidu’s mapping data for satellite navigation in its cars. Working with a Chinese company helped with regulatory approval as data privacy and security risks are minimized, the reports said.

Tesla closed up 15.3%, hitting its highest levels since March 1. Tesla stock is now up nearly 40% in the past four trading sessions.

While pricing for FSD in China was not disclosed, in the U.S., Tesla charges $8,000 up-front for lifetime use (down from $12,000) and $99 a month for subscription services.

Adding FSD functionality in China is a big deal for the automaker not just for the added incremental revenue, but also in terms of the competitive edge it gives Tesla against rivals like NIO, Li Auto, XPeng, and even tech giants like Xiaomi, which is entering the auto market with semi-autonomous software of its own.

“What Tesla has to do is stay on the forefront of innovation. They have to be the most technologically advanced solution,” China expert Leland Miller of China Beige Book said to Yahoo Finance. “We have a domestic market that is saturated, and a price war going on … (Tesla) needs to stay on the top of the technological ladder.”

Tesla’s lack of FSD in its cars likely weighed on sales in China, where the latest tech features are prioritized. Per China’s Passenger Car Association, Tesla’s share of China’s market slid to 6.7% in Q4 of 2023 from 10.5% in the prior year despite aggressive price cuts. Globally, Tesla’s Q1 deliveries fell to 387K units from 423K a year ago.

Nevertheless, gaining preliminary approval for FSD and a data deal with Baidu are two huge wins for Tesla.

“Musk winning FSD approval in the key China market is a watershed moment for the Tesla story in our view,” Wedbush analyst Dan Ives said in a note to investors, further claiming it was a “home run” for Musk. “While the long term valuation story at Tesla hinges on FSD and autonomous, a key missing piece in that puzzle is Tesla making FSD available in China which is now a done deal.”

Tesla’s focus on autonomous driving and even its robotaxi future are considered long-term catalysts for the company, which has seen its shareholder class turn over and trade significantly lower in the past couple of weeks alone.

A major part of developing Tesla’s AI-powered autonomous software is the collection of vast quantities of data to feed into its software model. Tesla has had to store its data in China since 2021 per a regulatory requirement, Ives noted. 

Tesla gaining further approval to migrate that data in China to its US-based servers will accelerate “training its algorithms for its autonomous technology globally,” Ives said. Furthermore, China-based FSD users may be more inclined to opt into the service and use it more frequently because the government has promoted self-driving in various localities, thus providing more data for Tesla to improve its FSD software.

Pras Subramanian is a reporter for Yahoo Finance. You can follow him on Twitter and on Instagram.

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