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Hyperloop, hydrogen-powered trains, and air-taxis. As the 21st century progresses, the way people get from A to B is on the cusp of a significant shift driven by design and innovation.

While the above technologies may be a few years off from widespread adoption, that’s not to say change isn’t already afoot.

Around the world, national and municipal governments are attempting to slash emissions and boost urban air quality, with many putting their faith in a growing sector: battery electric vehicles. 

There’s undoubtedly momentum behind the industry. A recent report from the International Energy Agency stated roughly 3 million new electric cars were registered last year, a record amount and a 41% rise compared to 2019.

Looking ahead, the IEA says the number of electric cars, buses, vans and heavy trucks on roads — its projection does not include two- and three-wheeled electric vehicles — is expected to hit 145 million by 2030.

If governments ramp up efforts to meet international energy and climate goals, the global fleet could increase further still, expanding to 230 million by the end of the decade.

A changing world 

As the number of electric vehicles on the planet’s roads increases, society will need to adapt.

Extensive charging networks, for example, will need to be rolled out to meet increased demand and dispel lingering concerns around “range anxiety” — the idea that electric vehicles aren’t able to undertake long journeys without losing power and getting stranded.

Another area where we will notice change relates to noise: As well as boasting zero tailpipe emissions, electric vehicles are far quieter than their diesel and gasoline cousins.

This means less noise pollution in urban areas — clearly a good thing — but also throws up a potential challenge for other road users, especially those with sight problems. 

“For people who are blind or partially sighted, judging traffic can be really difficult,” Zoe Courtney-Bodgener, policy and campaigns officer at the U.K.-based Royal National Institute of Blind People, told CNBC in a phone interview.

Courtney-Bodgener explained that an increasing number of “quiet” modes of transport were now being used, giving the example of bicycles and larger electric and hybrid vehicles.

“If you can’t always or reliably use vision to detect those vehicles, then sound is even more important,” she went on to state.

“And when the sound is not there, or is not loud enough to be able to reliably detect those vehicles, obviously that presents danger because … you’re not reliably able to know when a vehicle is approaching you.”

The law of the land

It should be noted that, around the world, legislation and technology have already been introduced in a bid tackle this issue.

In the European Union and U.K., for example, all new electric and hybrid vehicles will have to use an acoustic vehicle alerting system, or AVAS, from July 1. This will build upon and broaden previous regulations which came into force in 2019. 

Under the rules, the AVAS is supposed to kick in and make noise when a vehicle’s speed is under 20 kilometers per hour (around 12 miles per hour) and when it’s in reverse.

According to a statement from the U.K. government in 2019, the sound “can be temporarily deactivated by the driver if judged necessary.”

The EU’s regulation says the noise made by the AVAS “shall be a continuous sound that provides information to the pedestrians and other road users of a vehicle in operation.”

“The sound should be easily indicative of vehicle behaviour,” it adds, “and should sound similar to the sound of a vehicle of the same category equipped with an internal combustion engine.”

The RNIB’s Courtney-Bodgener told CNBC that while her organization was “happy” the AVAS directive had been translated into U.K. law, it did not “do all of the things that we want it to do.”

She went on to explain how the speed at which the AVAS cuts in perhaps needed to be increased to 20 or 30 miles per hour.

“We’re not convinced that if … a vehicle is travelling at, say 13 miles per hour, it would generate, on its own, enough noise for it to be reliably detectable by sound.”

Another area of concern relates to older vehicles. “There are already lots and lots of electric and hybrid vehicles that were produced before this legislation came into force and do not have the sound technology on them,” she said.

There was currently no provision to retrofit these, she added. “That is a concern because there are already thousands of vehicles on roads around the U.K. that do not have the AVAS technology.”

From the industry’s point of view, it seems to be content with the regulations already in place. In a statement sent to CNBC via email, AVERE, The European Association for Electromobility, told CNBC it supported the “current legislative status quo.”

“The limit of 20 km/h is sufficient, since at this level other noises — notably rolling tyre resistance — take over and are sufficient for pedestrians and cyclists to hear EVs and hybrids approaching,” the Brussels-based organization added.

“In fact, mandating additional noise beyond 20 km/h would rob European citizens of one of the primary benefits of electrification: reduced noise levels at city speeds.”

Noise pollution can indeed be a serious issue. According to the European Environment Agency, over 100 million people in Europe “are exposed to harmful levels of environmental noise pollution.” The agency singles out road traffic noise as being “a particular public health problem across many urban areas.”

On the subject of older cars needing to be updated, AVERE said: “Only a very small share of EVs on European roads would be subject to retrofitting requirements, given the fact that many existing vehicles have already been fitted with AVAS in anticipation of the new requirements, and that the rules have been put in place in time to support the expected mass uptake of EVs in coming years.”

If “additional requirements” were found to be necessary, AVERE said it stood ready to engage with policymakers.

The future

Discussions and debate surrounding this topic look set to continue for a good while yet and it’s clear that a balance will need to be struck going forward.

Regardless of whether one thinks the current legislation goes far enough or not, the fact remains these types of systems are set to become an increasingly important feature of urban transport in the years ahead.

Robert Fisher is head of EV technologies at research and consultancy firm SBD Automotive.

He told CNBC via email that testing conducted by the company had “found AVAS to be quite effective” but went on to add that if a pedestrian wasn’t familiar with the noise, “they may not automatically associate it with the presence of an approaching vehicle.”

“Currently, AVAS is mostly hindered by inconsistent legislation and a lack of innovation,” he said, before going on to strike a positive tone regarding the future.

“As we move away from the internal combustion engine, this technology has the potential to become a key part of a car’s character, a point of brand differentiation, and has the ability to save lives.”

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Tesla Full Self-Driving v14 disappoints with hallucinations, brake stabbing, and speeding

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Tesla Full Self-Driving v14 disappoints with hallucinations, brake stabbing, and speeding

Tesla’s Full Self-Driving (FSD) v14, its first major update in a year, disappoints as data points to a lower increase in miles between disengagements than expected.

The system also features new hallucinations, brake stabbing, and excessive speeding.

Earlier this month, Tesla began rolling out its Full Self-Driving (FSD) v14 software update to some customers.

The update has been highly anticipated for several reasons.

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First off, it has been a year since Tesla released any significant FSD update to customers, as it focused on its internal robotaxi fleet in Austin. The update is believed to feature improvements developed through Tesla’s robotaxi fleet, which requires supervising like its consumer FSD.

Secondly, CEO Elon Musk has claimed that Tesla still plans for “Supervised Full Self-Driving” to become unsupervised by the end of the year in consumer vehicles. For that to happen, we needed to see a massive improvement from v13 to v14.

As I previously reported, I anticipated an improvement in miles between critical disengagements from ~400 miles in v13 to ~800 to 1,200 miles in v14. It would be a significant improvement, but still way short of what’s needed to make FSD unsupervised.

Tesla notoriously doesn’t release any data about its FSD program. Musk has literally told people to rely on anecdotal experiences posted on social media to gauge progress.

Fortunately, there’s a crowdsourced dataset that gives us some data to track progress with miles between critical disengagement. It’s far from perfect, but it is literally the best data available, and Musk himself has shared the dataset in the past – albeit while misrepresenting it.

In the last week, Tesla started pushing the FSD v14 update (now v14.1.4) to more owners – resulting in more crowdsourced data and anecdotal evidence.

With now over 4,000 miles of FSD v14 data, miles between critical disengagement sits about 732 miles – below the lower end of our expectations:

Tesla would need to be closer to 10,000 miles between critical disengagements to allow unsupervised operation, and even then, it would likely be in geo-fenced areas with speed limitations.

This is unlikely to happen by the end of the year, as Musk predicted, as FSD v14 appears to have some significant issues still.

First off, many FSD v14 drivers are reporting that the update is having problems with hallucinations where the car decides to stop on the side of the road seemingly randomly:

It does seem like FSD v14 sometimes misinterprets other vehicles’ turn signals as emergency vehicle lights and pulls over.

In some cases, FSD v14 has been known to completely disable FSD features inside vehicles:

Many FSD v14 drivers have also reported an increase in “brake stabbing”, where the vehicle seems to hesitate and frantically applies the brakes and releases them – resulting in a stabbing motion.

As previously reported, Tesla also brought back its ‘Mad Max’ mode in FSD v14, which allows for driving exceedingly over the speed limit.

Electrek’s Take

Now, I don’t want to hear anything about my use of anecdotal evidence and crowdsourced data. That’s literally the best data available for FSD.

Unlike virtually all other companies developing self-driving technology, Tesla refuses to release any.

If it were to release some data, I’d be happy to use it.

One thing is clear from v14 so far: unsupervised FSD in consumer vehicles is not happening in any meaningful way this year.

I expect significant improvements in upcoming FSD v14 point updates. Maybe enough to get it to my previous expectations of ~800 to 1,200 miles between disengagements, but that’s about it.

Finally, while I generally don’t count on NHTSA to enforce any rule in any significant way when it comes to Tesla’s “Full Self-Driving” effort, I think they might actually do something about “Mad Max.”

This video on Instagram has 4.5 million views, and it shows extremely dangerous driving behavior at up to 90 mph (145 km/h)

I think the authorities will have to intervene here, because it makes no sense for an unproven autonomous driving system to be able to operate under those parameters.

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The Toyota Corolla EV is bringing a sharp new look, but that’s just the start [Images]

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The Toyota Corolla EV is bringing a sharp new look, but that's just the start [Images]

Toyota’s best-selling car is finally going electric. The Corolla EV looks more like a Porsche or BMW than the Toyota vehicles on the road today, but that’s just the start.

The Toyota Corolla is evolving into a rad-looking EV

After revealing the Corolla Concept for the first time at the Japan Mobility Show on Tuesday, Toyota’s CEO, Koji Sato, said the compact car has always been “a car for everyone.”

Since it hit the market over 50 years ago, Toyota has sold well over 50 million Corollas. The Corolla even surpassed the VW Beetle in the 90s to become the world’s best-selling vehicle. Like the Prius, Toyota’s compact car lured in buyers with an affordable price and a reputation as a reliable daily driver.

Although it’s still a top-seller, the Corolla has lost some of its charm as more advanced, stylish, and efficient electric cars hit the market.

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Toyota looks to change that with a drastic overhaul that takes the Corolla to the next level. To stay relevant, Sato asked the crowd at the event, “How should the Corolla evolve?”

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Toyota CEO Koji Sato reveals the Corolla Concept at the Japan Mobility Show (Source: Toyota)

We all want to drive a car that looks cool, but there’s much more to it nowadays. Buyers are increasingly seeking more efficient vehicles with the latest software, connectivity technology, and other features.

“Whether it’s a battery EV, plug-in hybrid, hybrid, or internal combustion engine vehicle―whatever the power source―let’s make good-looking cars that everyone will want to drive!” Toyota’s CEO said, adding the car is “packed with inventions aimed at making that a reality.”

Although Toyota didn’t confirm the concept was headed for production, the next-gen Corolla is expected to arrive with a similar style.

The concept still features Toyota’s newest design elements, like the “hammerhead” front end, but with a bit more of a futuristic feel.

You can barely tell the concept is a Corolla, aside from the massive COROLLA badging on the rear. Toyota didn’t reveal any powertrain details, but the charge port and closed-off grille suggest it’s an EV.

The next-gen Toyota Corolla is expected to be offered as an EV, a plug-in hybrid, a hybrid, and, likely, still an ICE variant.

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Uber chooses first market to deploy its Lucid Gravity robotaxis featuring Nuro Driver

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Uber chooses first market to deploy its Lucid Gravity robotaxis featuring Nuro Driver

Three months after Uber, Lucid Motors, and Nuro announced a partnership that would enable Gravity SUV robotaxis, the rideshare network has shared where the public will first be able to hail one. Spoiler alert, it’s easy to guess if you give it half a thought.

As we reported in July, Uber Technologies committed to a $300 million investment in Lucid Group (parent company of American EV automaker Lucid Motors), to deploy at least 20,000 Lucid vehicles as robotaxis over the next six years.

Those Lucid vehicles, which will consist of the automaker’s flagship Gravity SUV to begin, will hit public roads equipped with a Level 4 autonomous system called Nuro Driver. Nuro, the third partner in this equation, is a robotics company specializing in zero-occupant delivery vehicles, which garnered an existing partnership with Uber Eats as well as a “hefty” (yet undisclosed) investment from Uber Technologies.

Last month, Lucid delivered its first Gravity SUV to Nuro to begin the retrofitting process of the Nuro Driver system to support Uber’s hopes for a luxe robotaxi fleet. While the partners continue to work toward building an exciting new fleet of Lucid Gravity Robotaxis, Uber has shared the location where they will first go into service… Casper, Wyoming.

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Just kidding!

It’s the San Francisco Bay Area, of course.

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Lucid Gravity SUV fitted with Nuro’s self-driving tech (Source: Lucid)

Uber to deploy Lucid Gravity EVs in Bay Area in 2026

Today’s update from Uber expands upon the ongoing partnership with Lucid Group and Nuro. According to the companies, the San Francisco Bay Area will be the first market where riders will see this next-generation autonomous robotaxi program in operation. That milestone is expected sometime in 2026.

Uber has shared that it has been updating policymakers and regulators at every level on the progress of its exclusive Lucid Robotaxis and continues to meet the operational requirements. Notably, Uber has shared that on-road development with the Lucid Gravity robotaxi engineering fleet is already underway in the Bay Area.

Furthermore, Nuro and Lucid intend to be operating over 100 Gravity robotaxis as part of the test fleet “in the coming months.” Lucid interim CEO, Marc Winterhoff, spoke about today’s announcement:

Lucid has always celebrated its California roots, and we’re thrilled to make the San Francisco Bay Area the first market for our new robotaxi on the Uber platform, powered by the Nuro Driver. Beginning next year, riders will experience a level of convenience, safety, and comfort unlike anything else on the road. We can’t wait to bring this service to life and expand it to communities across the country.

To build this fleet of Uber-exclusive robotaxis, the required hardware will be integrated into Lucid Gravity SUVS while they are still on Lucid’s assembly line in Arizona. Those builds will then be integrated with Nuro’s proprietary software when Uber officially commissions them.

All eyes on 2026 as we now know that residents around the Bay Area will be able to hail a driverless Lucid Gravity through the Uber platform. I’m very much looking forward to seeing this fleet in action.

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