GM claims CarPlay and Android Auto cause “unsafe” driver behavior
GM can’t really catch a break on its decision to end support for Apple CarPlay and Android Auto in-vehicle projection modes. And while that choice does have a defensible business purpose (more on that in a moment), recent comments from Tim Babbitt, GM’s Head of Product for Infotainment, to Motor Trend seem like an unforced error — making an already unpopular move feel even less justifed.
Specifically, Babbitt claimed that frequent freezes, disconnections, and bugs with CarPlay and Android Auto cause drivers to look at their phones because the projection systems aren’t behaving as intended. This “totally defeats” the purpose of those projection systems, and takes the eyes of drivers off the road — the unsafe driver behavior referred to in the title of this article.
There’s not much more to Babbitt’s reasoning here, except for the context that such issues are more common with Android Auto because of GM’s practical inability to properly validate its vehicles against the full ecosystem of Android devices (and re-validate with every system OTA those devices receive). This is at least a sympathetic claim: Google really is the one holding the ball when it comes to ensuring all Android devices behave similarly when in Android Auto projection mode, though vehicle manufacturers are still the final “check” on that behavior when all is said and done.
The comments were made during a press event for the Bazer EV, and I am sure that GM continues to face almost unending inquiry about dropping CarPlay and Android Auto from basically every automotive journalist. GM’s PR provided the following statement in response to Motor Trend’s article:
“We wanted to reach out to clarify that comments about GM’s position on phone projection were misrepresented in previous articles and to reinforce our valued partnerships with Apple and Google and each company’s commitment to driver safety. GM’s embedded infotainment strategy is driven by the benefits of having a system that allows for greater integration with the larger GM ecosystem and vehicles.”
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Electrek’s Take
On some level, I can empathize with what Babbitt is saying. Especially with Android Auto, where the number and variety of Android handsets causing compatibility issues is certainly real. This diversity has caused problems with the wider ecosystem of services, software, and accessories since Android’s earliest days. But I’m far from convinced that this is GM’s real motivation behind its decision to drop CarPlay and Auto.
I have seen zero evidence that CarPlay presents anything like this difficulty to OEMs, and that’s where Babbitt’s comments about safety really start losing steam. iPhones generally run the same version of iOS within 5 or so years of hardware generation, and there are an order of magnitude fewer iPhone models actively in use on Earth than Android phones. iPhones being a very consistent development target is a very real advantage of the iOS platform from an outside developer perspective. Have I experienced CarPlay connectivity issues? Sure. Very early implementations in Porsche vehicles were finicky, and I have no doubt that other manufacturers have less-than-perfect behavior with CarPlay. But in general, even Mazda’s positively ancient head unit stack worked very reliably for me with CarPlay (barring wireless mode, which sucks on pretty much every car I’ve tried).
And even if you take Babbitt at his word here that Android Auto and CarPlay are so buggy that they constitute a legitimate safety issue, the idea that native infotainment eliminates drivers using their phones is facially absurd to me. No native vehicle infotainment system is going to display full-length text messages while a vehicle is in motion, or play Netflix, or allow a driver to do one of a dozen other things that are objectively unsafe to do while operating a vehicle. Native infotainment makes such behavior even easier if you actually understand and have used Android Auto, in particular. Android Auto makes it notably difficult to access your phone’s standard interface while it’s in operation, specifically to discourage a driver reaching for the phone. CarPlay, admittedly, doesn’t do this, but Auto seems to be the platform targeted more so as causing the “unsafe” behavior discussed here because of difficulties in controlling for end user hardware.
This feels like yet another sidestep of GM’s real motivation for eliminating CarPlay and Android Auto: Software subscription revenue. If GM is not the owner of the “portal” to services like music streaming or whatever other content you might choose to access in your car, GM has no opportunity to sell you those services and earn a commission. Personally, I also don’t see anything morally wrong about this. GM is running a for-profit business, not a charity. It’s not like Google and Apple are selling you software and services out of the goodness of their own hearts, either — consumers are just voicing their very understandable preference for an integrated ecosystem.
I think GM needs to just take the “L” on this CarPlay / Android Auto debacle and own up to the fact that this is a business decision made in order to achieve a business objective. Let the marketplace decide if that decision has enough benefits to outweigh the drawbacks. In other words: Let your product speak for itself. If customers decide GM’s native infotainment platform provides an experience they like, I suspect those customers will use that platform. If they don’t? They’ll do what customers do and vote with their wallets. The more rationalizing and sidestepping GM does, the bigger a hole it digs itself, and the less confidence it appears to have in its convictions.
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In a joint statement, French and German economists have called on governments to adopt “a common approach” to decarbonize European trucking fleets – and they’re calling for a focus on fully electric trucks, not hydrogen.
France and Germany are the two largest economies in the EU, and they share similar challenges when it comes to freight decarbonization. The two countries also share a border, and the traffic between the two nations generates major cross-border flows that create common externalities between the two countries.
At the same time, the EU’s transport sector has struggled to reduce emissions at the same rate as other industries – and road freight in particular is a major contributor to harmful carbon emissions issue due to that industry’s heavy reliance on diesel-powered trucks.
And for once, it seems like rail isn’t a viable option:
While rail remains competitive mainly for heavy, homogeneous goods over long distances. Most freight in Europe is indeed transported over distances of less than 200 km and involves consignment weights of up to 30 tonnes (GCEE, 2024) In most such cases, transportation by rail instead of truck is not possible or not competitive. Moreover, taking into account the goods currently transported in intermodal transport units over distances of more than 300 km, the modal shift potential from road to rail would be only 6% in Germany and less than 2% in France.
That leaves trucks – and, while numerous government incentives currently exist to promote the parallel development of both hydrogen and battery electric vehicle infrastructures, the study is clear in picking a winner.
“Policies should focus on battery-electric trucks (BET) as these represent the most mature and market-ready technology for road freight transport,” reads the the FGCEE statement. “Hence, to ramp-up usage of BET public funding should be used to accelerate the roll-out of fast-charging networks along major corridors and in private depots.”
The appeal was signed by the co-chair of the advisory body on the German side is the chairwoman of the German Council of Economic Experts, Monika Schnitzer. Camille Landais co-chairs the French side. On the German side, the appeal was signed by four of the five experts; Nuremberg-based energy economist Veronika Grimm (who also sits on the National Hydrogen Council, which is committed to promoting H2 trucks and filling stations) did not sign.
You can read an English version of the CAE FGCEE joint statement here.
Electrek’s Take
MAN Trucks’ CEO famously said that it was “impossible” for hydrogen to compete with BEVs, and even committed to building 200 hydrogen-powered semi truck to prove out that hypothesis.
He’s not alone. MAN’s board member for research and development, Frederik Zohm, said that the company is the one saying hydrogen still has years to go. “(MAN) continues to research fuel cell technology based on battery electrics,” he said, in a statement quoted by Hydrogen Insight, before another board member added that, “we (MAN) expect that, in the future, we will be able to best serve the vast majority of our customers’ transport applications with battery-electric trucks.”
With companies like Volvo and Renault and now Mercedes racking up millions of miles on their respective battery electric semi truck fleets, it’s no longer even close. EV is the way.
SOURCE | IMAGES: CAE FGCEE; via Electrive.
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GE Vernova has produced over half the turbines needed for SunZia Wind, which will be the largest wind farm in the Western Hemisphere when it comes online in 2026.
GE Vernova has manufactured enough turbines at its Pensacola, Florida, factory to supply over 1.2 gigawatts (GW) of the turbines needed for the $5 billion, 2.4 GW SunZia Wind, a project milestone. The wind farm will be sited in Lincoln, Torrance, and San Miguel counties in New Mexico.
At a ribbon-cutting event for Pensacola’s new customer experience center, GE Vernova CEO Scott Strazik noted that since 2023, the company has invested around $70 million in the Pensacola factory.
The Pensacola investments are part of the announcement GE Vernova made in January that it will invest nearly $600 million in its US factories and facilities over the next two years to help meet the surging electricity demands globally. GE Vernova says it’s expecting its investments to create more than 1,500 new US jobs.
Vic Abate, CEO of GE Vernova Wind, said, “Our dedicated employees in Pensacola are working to address increasing energy demands for the US. The workhorse turbines manufactured at this world-class factory are engineered for reliability and scalability, ensuring our customers can meet growing energy demand.”
SunZia Wind and Transmission will create US history’s largest clean energy infrastructure project.
Read more: The largest clean energy project in US history closes $11B, starts full construction
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