If car companies want to convince consumers they are cool, the site is a place to start
By Gary S. Vasilash
Auto manufacturers are seemingly hell bent on making sure everyone understands that they are not just purveyors of transportation equipment but tech wizards, as well.
After all, they don’t want to be seen as digital luddites compared to, say, Tesla.
But the recent J.D. Power 2025 U.S. Manufacturer Website Evaluation Study—Winter indicates that consumers aren’t seeing them as particularly advanced so far as the OEM websites go.
“The auto industry is falling short on modernization and organization of their websites. Consumer expectations are high and having an updated, organized and aesthetically pleasing site is one of the most important things manufacturers can do to drive site satisfaction,” says Kristen Coffin, analyst of digital solutions at J.D. Power.
Guess what OEM website in the Premium category is the most satisfying?
Tesla.
On a 1,000-point scale it scored 752 among the surveyed.*
The average for the segment is 708.
The companies below the line are Cadillac (704), Jaguar (702), Porsche (700), Genesis (699), Volvo (688), and Alfa Romeo (641).
Over on the Mass Manufacturer side of things, the numbers across the board are lower, with the segment average at 692.
Ford has the highest ranking, at 719.
Mitsubishi, which needs all the help it can get in the market, ranks lowest at 661.
Arguably it is harder to convince people that the vehicles on offer by an OEM are as up to date as they can possibly be if they see better websites for home improvement tools or running shoes. // *11,406 people who indicated they’d be in the market during the next 12 months. The study was conducted in October-November 2024.
The Volvo XC60 is a compact luxury SUV, although some characterizations have it as a midsize.
I’d opt for the latter. (The EPA is the arbiter of what goes where. On the Monroney for the vehicle driven it is described as a “Small Sport Utility.”)
Think of it as something that competes with the Cadillac XT5 and the Lincoln Nautilus—or maybe that would be the Lincoln Corsair, as the former is the midsize and the Corsair compact.
Moving on.
The XC60 did rather well in 2024 in terms of garnering awards from consumer outlets.
There were the “2024 Newsweek Auto Awards.”
The XC60 was “Best” for both “Suburbanites” and “Single, Powerful Women.”
It was “Top Pick” for “Empty Nesters.”
While a single, powerful woman could live in a suburb, the “Suburbanites” category was actually for people who have families that need to be transported. Or people who at some point will become “Empty Nesters.”
The XC60 seats five. Which is likely a sufficient number for any of those categories.
Good Housekeeping, in its “2024 Best New Family Cars Awards,” picked the XC60 as its “Best Luxury Compact Crossover SUV” (which brings us back to that category question).
Whether you simply eyeball it or follow the documented categorization, know that the XC60 has lots of competition. Not only the aforementioned Cadillac and Lincolns, but the BMW X3 and the Mercedes GLC, among others.
What is truly a distinctive difference is found in the interior.
If you go to a furniture store there is likely a section that is dedicated to and labeled as “Scandinavian.”
There is likely not one that says “American” and really not likely “German.”
And when you enter the cabin of the XC60 you know from the execution of the leather, wood and metal on the instrument panel (well, keep in mind this is the Ultra, top-of-the-line model) and from the comfort and support of the seats that this is a Scandinavian product.
(For those wondering: Yes, this vehicle was built at the Volvo plant in Torslanda, Sweden.)
The vehicle has a Bowers & Wilkins audio system that features 15 speakers and 1,400-W output, such that you might want to just sit in the leather-covered seat for a while after your trip is complete simply to listen
Volvo has a commitment to electrification. The XC60 is part of it. Albeit a small one.
The XC60 is powered by a 2.0-liter turbocharged four. And supplementing it is a 48-Volt hybrid system. This is a “mild hybrid” system. It permits regenerative braking to recharge the battery and provides a boost when accelerating. It also adds 13 hp to the output so the total horsepower is 247.
It is a more-than ample amount. When first driving the XC60 I was pleasantly surprised by the throttle response.
The vehicle is stickered at 26 mpg combined. In my experience that was, um, optimistic as I generally got more toward the city number of 23 mpg rather than the highway 30 mpg—even though I had a mixed drive.
If we go back to the “Suburbanites” or simply “Family,” odds are that cargo is a key consideration when selecting a vehicle. So to that end know that with the rear seat I place there is 22.4 cubic feet of space and with the seatback folded 63.3 cubic feet.
Volvo uses Google for its maps and the Google Assistant. There is a 9-inch infotainment touchscreen. (The Assistant is accessed via voice.) Even though this is Google-centric, there is Apple CarPlay and, no surprise, Android Auto.
The vehicle driven was not only Ultra, but it was loaded with other things—like that audio system, which adds $3,200 to the sticker. The Ultra alone has an MSRP of $57,000. The add-ons for the model driven—like the 22-inch five-double spoke matte black diamond cut alloy wheels—and other things, as well as the $1,295 for destination, kicked the bottom line up to $68,245.
But for a lux vehicle in whichever category you consider it, that really is reasonable.
The winners of the 2025 North American Car, Truck and Utility of the Year (NACTOY) were announced this morning at the Detroit Auto Show.
They are:
Car: Honda Civic Hybrid
Truck: Ford Ranger
Utility: Volkswagen ID.Buzz
The three vehicles were selected by a jury consisting of 50 journalists*, so there was a diverse number of people and associated opinions. That is, it isn’t like they all work for the same outlet, so there was no “house opinion.”
The selections are made based on metrics including innovation, design, safety, performance, and value.
Consumers can use the winners as a good rule of thumb should they be in the market for new sheet metal.
The NACTOY awards have been presented since 1994.
It is worth noting the vehicles were up against in the finalist round:
Car: Kia K4, Toyota Camry
Truck: Ram 1500, Toyota Tacoma
Utility: Chevrolet Equinox EV, Hyundai Santa Fe
In other words, the nine vehicles are all notable but three of the nine are even more notable.
A couple of fun facts:
The Honda Civic is no stranger to NACTOY trophies. It also won in 2022. 2016 and 2006.
When you think “Ford” and “truck” immediately thereafter, you’re not wrong. The Ranger win is the fifth victory in a row for Ford trucks. The Super Duty won in 2024, the F-150 Lightning in ’23, Maverick in ’22, and F-150 in ’21. The F-150 also won in 2015, 2009, 2004, 1996. The Transit Connect won in 2010.
It is showing at CES in Las Vegas a production-intent model with aero validation performed in Italy. Huh?
By Gary S. Vasilash
Aptera is a vehicle company that seems to have been around a lot longer than it actually has, probably because the vehicle that it has been promoting is pretty much unlike anything else out there: a three-wheeled, two-person vehicle that has a shape more akin to a teardrop than what is ordinarily thought of during this age of Large Rectangular Vehicles That Can Accommodate More People Than They Typically Ever Do.
It was founded in 2019.
The Aptera model is an electric vehicle that gets supplemental power via built-in solar charging. It is said to be able to provide 40 miles of range on a daily basis through the solar panels alone.
(Image: Pininfarina)
In association with the vehicle being at CES 2025, Pininfarina has announced that the vehicle underwent aerodynamic validation at the design house’s wind tunnel in Turin, Italy.
(According to Aptera the vehicle has a low coefficient of drag of 0.13, compared with the 0.23 figure for a Tesla Model 3.)
Said Chris Anthony, Co-CEO of Aptera Motors of the model at CES: “Our production-intent vehicle is not only a testament to years of innovation and engineering but also a tangible solution to reducing carbon emissions and redefining how we think about energy-efficient mobility. We’re excited to show the world that Aptera is ready to hit the road and deliver a cleaner, more sustainable future.”
The company says it has $1.7-billion in pre-orders.
It had previously announced that it would go into production in 2024, which obviously hasn’t happened.
One curious thing: Why did the company, based in Carlsbad, California, determine it was necessary to go some 6,000 miles to do wind tunnel testing?
After all, there are some that are closer, like the A2 Wind Tunnel in Mooresville, North Carolina, which is used by motorsports teams and offers general pricing of $595 per hour.
Yes, I understand that there is a difference between Turin and Mooresville, but were I one of the claimed nearly 50,000 people waiting for my car, closer would be quicker and consequently better.
ZF is supplying a system that uses hydraulic-fluid-free braking
By Gary S. Vasilash
One of the things (among many) that most drivers probably don’t think much about is brake fluid, a glycol- or silicone-based hydraulic fluid that is pressurized when the brake pedal is depressed (roughly: the pedal initiates a vacuum booster that activates the master cylinder which pushes brake fluid through the brake lines so that it goes to the wheel caliper and then forces a set of pistons that apply the brake pads so the vehicle will slow or stop).
Which is probably something most don’t think about, either.
Or that it is generally recommended that brake fluid be changed every two years or 30,000 miles.
Who knew?
Some lucky drivers of vehicles produced by an unnamed “global manufacturer” will be getting vehicles that at least have a reduced amount of brake fluid on board, as those vehicles will be equipped with an electro-mechanical braking system (EMB) from supplier ZF.
Rather than brake fluid, this ZF system uses electric motors for brake actuation. (Image: ZF)
The EMB is a “dry brake-by-wire” system.
That is, when pressure is applied to the brake pedal a signal travels to electric motors that generate the pressure needed to provide braking.
No fluids are involved.
However, in this particular application the EMB is being used for the rear brakes with hydraulics at the front, so the entire braking system isn’t entirely dry.
According to ZF the EMB system is a contributor to software-defined vehicles.
That is, there can be adjustments made to the performance parameters EMB made via code, something that is not going to happen on a purely hydraulic setup (which would require adjustments with a wrench).
Of course, drivers are still going to have to be aware of that need to replace brake fluid in those vehicles. . . .
Capable and comfortable. And you’ll probably recognize the latter more than the former
By Gary S. Vasilash
One of the most-memorable new vehicle drive programs I ever participated in was for the Lexus GX. It was held in Park City, Utah. Yes, an appropriately swanky venue for what was, in 2002, the third SUV entry in the Lexus lineup, with the LX and the RX preceding it (although some may say that because the RX is a unibody and the LX and GX are body-on-frame, the RX is a crossover not a bona-fide SUV, but whatever it is, the RX has, year after year, dominated its category, so the people at Lexus probably don’t mind whatever it is categorized as).
Now, near Park City is the Wasatch range, part of the Rocky Mountains.
That was deliberate, too.
Because the chief engineer of the original GX wanted to show that the vehicle is as capable off road as it is comfortable on road.
So we drove the GX on terrain that then, as now, seemed an absurd place to find a brand-new Lexus.
I mean, there was a brand-new vehicle with nary a door ding on the paint being driven over rocks and through flora, and it was a Lexus. Admittedly, I’d driven brand-new Jeep models in similar (and more demanding) situations which had always made me wonder why someone would buy a brand-new vehicle and put it through paces that would end up making it look less-than brand-new. I guess it has something to do with a variation on George Mallory’s quote about Everest: “Because you can.”
Underpinnings: Solid
Yes, the GX, has a ladder frame (the GA-F platform, which is also used for the LX), which is engineered to handle the twists, turns and torques that are encountered while driving in places where people ordinarily don’t.
But because no one (slight exaggeration) buys a Lexus because they want to go banging over fallen trees and through washes (there are things like the Toyota 4Runner for that) but because they spend time cruising on the road, there is a double-wishbone front suspension and a multi-link rear that provides a Lexus-like ride for that daily drive.
Lexus GX 550 Luxury+: Looks good. And you could readily drive off that tarmac onto the unpaved terrain. (Image: Lexus)
Capable: Well, You Could. . .
But for those who are interested in that off-road ability, know there are such things as a Torsen limited-slip locking center differential and full-time 4WD.
(In effect, the GX capabilities are like those of the Omega Speedmaster wrist watch, which is associated with U.S. astronauts: the watch is made with the ability to deal with far more than a typical terrestrial wearer will ever realize or recognize, but were you suddenly required to leave Earth. . . . Because you can.)
Power: Oomph!
The GX is powered by a 349-hp twin-turbocharged 3.4-liter V6 that produces 479 lb-ft of torque, which is handy to have in a variety of situations, including when starting from a stop and towing something—yes, there is up to 7,800 pound of towing capacity for the Luxury+ trim; other variants can bring that to 9,063 pounds. The GX has a 10-speed automatic.
Inside: Styled
Considering both types of driving (on and off), it should be noted that in the interior there is a combination of technology with functionality, something that is too often ignored in high-end vehicles as OEMs work to be perceived as tech companies, failing, it seems, to take into account that the interfaces that the driver is dealing with tend to be engaged while the driver is piloting a vehicle that weighs over 2.5 tons.
There are knobs and buttons. There is, of course, a 14-inch touchscreen.
The arrangement of things on the instrument panel combines a sense of style and purposefulness. Which is the point of a luxury SUV.
Outside: Sharp
In terms of its exterior styling, the GX now has more of a sharp-edged, truck-oriented geometry to it, especially evident on its faceted face. The long controversial spindle grille becomes a supportive element in the overall look; one might argue that this is the best implementation of the grille.
The GX as driven is fitted with 22-inch alloy wheels; while some vehicles with 22s look as though they are on stilts, on the GX they contribute to its presence.
Assessment: Elevated
As OEMs across the board have upped their games when it comes to vehicles it almost seemed as though Lexus didn’t lose its luster but that others began to shine brighter than they had.
But for those who are either unfamiliar with what a “Lexus” is or have become somewhat indifferent to what it has on offer because of what the others are bringing, the GX is something that needs to be experienced.
The difficulty of developing self-driving vehicle capabilities can’t be underestimated. . .
By Gary S. Vasilash
Something you may have missed over the holidays. . .
In 2015 a company was founded in San Diego with the objective of developing autonomous technology for commercial trucking applications.
It was named “TuSimple.”
Nothing if not optimistic.
Certainly there is something to be said for focusing on trucking as there are a number of factors that somewhat simplify things.
For one thing, there are fewer Class 8 trucks produced than there are passenger vehicles. In 2023 (’24 numbers are yet to be established) there were some 310,000 Class 8 trucks produced in the U.S. There were some 1.7 million passenger vehicles. So fewer means a greater ability to concentrate one’s efforts.
For another, whereas passenger vehicles go here, there and everywhere, the big rigs generally have a point A to point B routing, often on interstates. Yes, there is the need to get on and off the interstates, but arguably that could be handled by a human driver, who could then have the autonomous driver take over.
And what’s more, there is undoubtedly a better economic argument to be made for autonomous vehicles in commercial applications than there is for hopping in one’s vehicle to make a Target run.
TuSimple was, like other companies in that space, on something of a roll, with things like UPS buying a minority share in the company and partnerships with ZF and Navistar.
TuSimple had a facility in China and worked with truck companies there.
In 2021 TuSimple had an IPO that valued the company at some $8.5 billion.
But in December 2023 it announced it was moving its main operations to China.
And in December 2024, on the 19th, Reuters reported this:
“TuSimple Holdings said on Thursday it would rebrand as CreateAI and pivot from autonomous trucking to AI gaming technology.”
One of the questionable Christmas presents that car companies doing business in the UK happened just before the holiday, when the country’s Department of Transport, which has on the books a mandate that by 2030 there will be no new vehicles sold with gasoline or diesel engines under their hoods, announced an eight-week period during which the OEMs would have the opportunity to weigh in on how this can be achieved.
Note this is not an “If.”
As things stand, there are annual targets that must be achieved in terms of zero-emission vehicle—a.k.a., electric vehicles—by the companies.
The UK government is committed to this, apparently, although one wonders if the auto industry begins to crumble because of the penalties associated with not meeting the targets.
Penalties in the form of a fine of £15,000 for every vehicle sold that doesn’t meet the target.
For example, consider Ford, which has been part of the UK’s automotive structure since 1911.
The mandate has it that 22% of a carmaker’s sales in 2024 are electric.
How did Ford do? Apparently 6.8% for the first 11 months, so unless there was some massive change, it will be well below the government bogey.
Which means serious fines.
This is sort of an insult-to-injury situation in that the company has been investing billions of dollars/pounds/euros—pick your currency—in EVs, and because people aren’t as interested in buying them as they are other products, it costs Ford (and other companies that don’t meet the mandate) more.
“Aside from the billions invested in new technologies and products, it has cost manufacturers in excess of £4 billion in discounting in the UK this year alone. This is unsustainable and, with the 2025 market looking under even greater pressure, it is imperative we get an urgent resolution, with a clear intent to adapt the regulation to support delivery, backed by bold incentives to stimulate demand.”
Which probably means that the government is going to have to pony up more money in order to generate demand.
And Ford isn’t the only company with the lack-of-demand situation. It is estimated EVs will represent 18.7% of the UK car market in 2024, not the mandated 22%.
In 2025 that goes up to 28%.
Hawes’ “unsustainable” is an understatement.
This isn’t just a UK issue.
In the US, where EV sales in 2024 were on the order of 9%, currently standing EPA greenhouse gas regulations have it that more than 50% will need to be EVs by 2030.
The company just keeps refining it year after year, making it all the better for truck buyers
By Gary S. Vasilash
You’ve got to hand it to the men and women at Ford who have been mightily working for 48 years, dedicated to making the F-Series trucks the best-selling truck models in the U.S. for all those years running.
Ford F-Series: It climbs to the top and stays there. (Image: Ford)
Realize that of all of the segments in the showroom the pickup is the one where there is absolutely intense competition, especially with General Motors in the form of the Silverado and Sierra pickups and Stellantis with the Ram offerings.
Toyota keeps hanging in with its Tundra full-size, which racks up about a quarter of what a Ford or Chevy does in a given quarter.
Nissan realized its Titan wasn’t as mighty as it had hoped, so it has left the scene.
GM, in particular, has been working hard to take some of the luster off of the Ford crown. It often sums the Silverado and Sierra sales so that it can show as a corporation it is selling more pickups. But when someone goes into a showroom to buy a truck, they probably don’t want to have to go to visit the store of another brand to check its offerings (i.e., going from a Chevy dealer to a GMC outlet).
Ford with the F-Series simply checks more of the boxes on the needs and wants lists.
In addition to being the best-selling truck for 48 years in a row, the F-Series sets another record: It is the best-selling vehicle of any type in the U.S. and has been since the Gerald Ford administration (43 years running).
One of the interesting things about the F-Series is that while the F-150, the truck that you probably imagine when someone uses the term “F-Series” (I do), seems to have been around for approximately forever, is actually celebrating its 50th year in 2025.
There could be a big problem for GM if there are 25% tariffs on vehicles coming into the U.S. from Mexico
By Gary S. Vasilash
There is, of course, a whole lot of unknowns regarding what the forthcoming Trump administration is going to do vis-à-vis the auto industry.
This is not just a question of the elimination of the tax credit for EVs, which would undoubtedly have a huge negative effect on EV sales in the U.S. in 2025, but more troubling, the possibility of 25% tariffs on products from Mexico and Canada.
John Murphy, senior North American automotive equity research analyst at Bank of America, thinks that the 25% may be something of a negotiating tactic, not a hard-and-fast decision.
In a recent interview with Yahoo Finance, Murphy said the 25% tariff on parts and products is “unlikely to come through.”
But “unlikely” isn’t a definitive “no.”
So there could be a problem, especially for General Motors.
Mexcio is an important source of pickup trucks, including the Chevy Silverado, for General Motors. (Image: Chevrolet)
Murphy points out that nearly a third of GM products for sale in the U.S. come from outside the U.S., mainly Mexico.
Notably, there are Chevy Silverado and GMC Sierra pickups built south of the border.
“That creates real problems,” Murphy said.
“The question is how fast you”—or in this case, “GM”—“can react to that.”
After all, it is not as though there is some GM truck plant sitting idle in the U.S.
“They just can’t pick up and move.”
Which may be something that isn’t fully understood by politicians.
Murphy suggested that if the tariffs block the import of Chinese parts and vehicles into the U.S. that will be a “net positive” for the domestics, as well the Japanese and Korean manufacturers with an existing U.S. manufacturing footprint.
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