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There you are, motoring along in your Volvo XC90 PHEV with the Pilot Assist engaged alongside a big 18-wheeler at a comfortable 70 mph cruise when the interstate starts to slowly sweep left. From the drivers’ seat, that semi on your right looks awfully close. As the steering wheel turns itself in your hand, you start to wonder if that truck’s a bit too close. The car isn’t doing anything wrong, but it’s too close for your comfort and you give the wheel a little nudge to hug the inside of the lane just a bit more.

These deeply personal preferences are tough to quantify, and highlight a simple fact about Advanced Driver Assistance Systems (ADAS) that the industry at-large hasn’t yet to come to terms with: when it comes to self-driving cars, one size does not fit all.

The Volvo experience I outlined above was very real, happening just as the wife and I were arguing about the relative merits of our very different choice in running shoes. She prefers the supportive, cushion-y ride of the HOKA Clifton 9s, which I’ve become convinced are The Devil™, preferring instead the zero-lift, no-cushion feel of my Xero Prio runners. The intervention with the Volvo interrupted that particular argument and started another. Namely, the one about why I had chosen that moment to “interfere” with the Pilot Assist.

“It was too close to that truck,” I explained. “Freaked me out.”

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“That’s how I feel in the Honda,” she said. “I’m always afraid that it’s going to try and put me into oncoming traffic.”

That’s when the idea for this post came to me. Because, as a car brand, it’s really not possible to just say that your car has ADAS or doesn’t have ADAS in a binary sense. That’s because these systems are not just proprietary to a given brand, they can vary from vehicle-to-vehicle within that brand, and each one can have distinct lane centering behavior, steering feel, lane change aggressiveness, braking distances, timing for its hand-off warnings, and probably a bunch of other stuff that I haven’t even thought of depending on what kind of cameras, sensors, and software the specific vehicle you are in is equipped with.

It’s a bit of a mess, in other words.

Opinion: Honda Sensing gets it right


I first experienced Honda’s ADAS in 2014, driving a then-new CR-V between Chicago and Bay Harbor, Michigan for an Acura press drive. Even in its early generations, I was impressed with the way it handled stop-and-go traffic, the way it guided you through turns, but didn’t do the turning for you, and the speed and intensity it used in braking very much mirrored my own.

Last month, I had a chance to test out the 2025 Honda Civic Sport Touring Hybrid for a week on Cape Cod. I picked the car up at PreFlight Parking outside Boston Logan, jammed it with luggage, and immediately hit heavy traffic, where the Honda Sensing Low-Speed Follow function took me right back to 2014, ratatouille-style, when my experience in that car had led me to believe that self-driving cars were right around the corner.

In the decade-plus since experiencing that first autonomous Acura, I’ve had the chance to experience Ford BlueCruise, Tesla Autopilot and FSD, and Mercedes-Benz DRIVE PILOT. And all, interestingly enough, in and around the Circuit of the Americas in Austin at one time or another over my three years of hosting Electrify Expo events there.

Each different OEMs’ system had its strengths and quirks. I remember Mercedes DRIVE PILOT as impressively precise, even clinical. The Ford system faded into memory. I couldn’t tell you anything about it, which is probably high praise. The Tesla systems, though, stood out — but for all the wrong reasons. Lane changes came too quickly, it accelerated too late, and too aggressively, and I often found myself bracing for collisions that (in fairness) never came.

More than once in those years I’ve wondered if maybe I’d just got it wrong back in 2014. That the tech was so new, and I had been so wow’ed by it initially, that I had got swept up in the hype of self-driving cars … but that drive in my wife’s XC90, back-to-back as it was with the Civic Hybrid, showed me that wasn’t it. Instead, I just didn’t like the way those other cars drove. Just like I don’t like the way HOKAs feel. And, just like my wife isn’t wrong for liking her gross marshmallow shoes (probably), I’m not wrong for preferring a more restrained digital co-pilot.

It’s a matter of fit, not fact — and that’s going to be a tough sell.

Everyone but me is wrong


Classic Carlin bit.

As the great George Carlin once asked, “Have you ever noticed that anyone who is driving slower than you is an idiot, and anyone driving faster than you is a maniac?”

ADAS systems live squarely in that same subjective space occupied by other drivers. If the bots brake too hard, steer too sharply, or get too close to the car head before changing lanes, they might not be technically doing anything wrong, but they’re maniacs – and right now, there’s no real way to know how one car’s ADAS is going to behave until you’ve spent some significant time behind the wheel. Like, “Uh-oh. I bought a thing and I hate it,” amounts of time.

That’s a problem for both buyers and sellers (to say nothing of manufacturers and software developers), because why would you risk demonstrating a system that might scare someone? How do you sell “confidence” and “convenience” when what feels confident and convenient to one driver feels reckless to another, and milquetoast to a third?

Lucky for you guys, I have a solution.

Jojo’s ADAS scorecard *


System Lane centering bias Lane change distance (car lengths) Follow distance (default) Braking force (max Gs) Hands-off time allowed Overall “feel”
Ford BlueCruise Centered ~3.5 Moderate 0.30 G Medium Stable
Honda Sensing Slight left bias ~2.5 Safe 0.35 G Short Balanced
Mercedes-Benz
DRIVE PILOT
Centered ~3.5 Moderate 0.40 G Long Confident
Tesla Autopilot Centered ~1.5 Close 0.45 G Long (varies) Aggressive
Volvo Pilot Assist Slight right bias ~3.0 Moderate 0.30 G Moderate Cautious

NOTE: THESE ARE NOT REAL VALUES

That asterisk (*) is there because these are completely made up, imaginary values. They’re simply there to illustrate one way for manufacturers and dealers to share objective, quantifiable information about how their different ADAS systems behave. If it’s done right, it might help a car shopper get a better feel for how their next car might drive, and prevent them from spending their hard-earned cash on a car that drives like an idiot. Or a maniac.

That’s my take, anyway – what’s yours? Head down to the comments and let us know what values you’d like to see represented on an ADAS scorecard, and how much you’d be willing to base your next car buying decision on how it drives.

As for me, my X handle might be VolvoJo, but if I’m shopping for a car that’s going to drive me instead of the other way around, I might have to see if “HondaJo” is available.

Original content from Electrek.


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MAN Trucks CEO: an electric semi will pay for itself in three years (*)

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MAN Trucks CEO: an electric semi will pay for itself in three years (*)

Alexander Vlaskamp, the outspoken CEO of MAN Trucks, claims that an electric semi truck can pay for itself in less than three years – but there are a few asterisks in that statement. We’ll try to unpack them all for you here.

MAN began series production of its eTruck electric semi in July on a flexible line capable of building up to 100 trucks per day with either diesel or battery-electric power. With production underway, the challenge now is selling the things. That means proving that the higher upfront cost pays off with a lower total cost of ownership (TCO), and the first stop on that train is incentives.

The good news is that, in the EU, incentives are plentiful. MAN says those programs, together with Europe’s much higher diesel prices compared to the US (about $6.80/gal compared to $3.70, as I type this), can help the eTruck pay for itself in as little as two and a half years.

And, if you’re not familiar with European incentives for electric semi trucks, hold on to your hats because they are wild:

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  • up to 80% of vehicle purchase price subsidy in Austria (ENIN)
  • in Belgium, there’s a subsidy for up to 32% of the price of the truck (up to 2 trucks per company)
  • in Ireland, government incentives cover 30–60% of the up-front cost difference versus a comparable diesel truck
  • Norway offers a similar 60% diesel cost difference incentive
  • etc., etc., ad nauseam

MAN’s customers can do that math easily enoughthe company says it already has 700 orders on the books already, and expects to hit 1,000 by year’s end. But that math only maths if those customers can actually access the electrons to replace all that diesel … and the charging infrastructure they’re going to need for all those trucks? That’s still a ways off.

“It’s all about the charging infrastructure, that’s the problem,” Vlaskamp told Börsen-Zeitung. “When it comes to investment in charging stations, Europe is lagging far behind … what’s needed now is the political will to reverse this trend,” adding, “We need to act quickly.”

Charging is key


MAN electric truck charging
Charging an eTruck; via Man Trucks.

Spanish-language site Motorpasión notes that red tape isn’t the only reason charging lags. Driving investment into new charging infrastructure is lagging, too – but MAN’s CEO thinks there’s a simple fix: take half of annual toll revenues generated by commercial trucks (around €7 billion in Germany, alone) and funnel it directly into DC fast charging.

In addition to the still deficient charging network, another obstacle is the cost of electricity for charging. Vlaskamp proposes a reduced price for commercial truckers, as has traditionally been the case with diesel. Currently, the average price is 45 to 50 cents per kWh, but says the ideal would be, “between €0.20 and €0.30/kWh.”

TL;DR: if charging was cheaper and easier to access and the government was willing to subsidize EVs as much as they’ve subsidized oil with the creating and ongoing support of a globalized military industrial complex, MAN Trucks’ CEO thinks plug-in semis would be a no-brainer.

Head on down to the comments and let us know if you agree.

SOURCE | IMAGES: MAN, via Börsen-Zeitung, Motorpasión.


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Celebrate Labor Day with these awesome (electric) work truck deals

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Celebrate Labor Day with these awesome (electric) work truck deals

It’s Labor Day weekend, which means big deals on car lots across America – especially if you’re shopping for a new electric vehicle to help with your labor. We’ve rounded up the best offers on electric pickups, vans, and even a great option for ride share drivers!

Sure, there’s a bit of irony in pitching “work vehicles” on a holiday meant for not working – but for many small business owners, work is part of who they are. And with the $7,500 federal EV tax credit set to expire, plus a wave of great Labor Day deals on work-ready EVs, now might be the best time yet to plug into a new electric ride.

Here are some of the standout electric vehicles offers we found this Labor Day weekend (2025), organized by vehicle type.

Electric pickup | F-150 Lightning


2023 Ford F-150 Lightning Is Cheaper To Lease Than Its ICE-Powered F-150 Sibling
F-150 Lightning; via Ford.

The “Ford for America,” summer sales event continues through Labor Day with interest-free 0% financing, $0 down payment, and zero payments for up to 90 days for retail customers. Ford is also throwing in $0 maintenance for 24 months.

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But wait, there’s more! Ford Authority is reporting that a complimentary home charger and standard installation might also be included as part of the Ford Power Promise promotion happening at participating dealers in select markets with the purchase of a new F-150 Lightning pickup through the end of September.

Lease customers aren’t being left out, either. You can lease a 2025 Ford F-150 Lightning XLT 4P 311A pickup at $399 per month for 36 months, with “just” $399 due at signing (basically your first month’s payment).

Electric van | Chevy Brightdrop


Chevrolet Brightdrop ZEVO; via GM.

The best electric vehicle deal in the business keeps on truckin’ into Labor Day weekend, with new 2025 Brightdrop models currently eligible for up to $21,500 in manufacturer rebates before any Federal, state, local utility, or even Costco membership incentives kick in.

For your money, you get a capable, Ultium-based electric cargo van with more room than your college dorm and a nationwide dealer network to keep it up and running when you need it most.

Electric van (hon. mention) | Mercedes eSprinter


2024 eSprinter; via Mercedes-Benz.

Despite being based on the company’s existing diesel platform, Mercedes’ eSprinter has proven itself a capable urban hauler in the hands of Amazon, DHL, and countless European tradespeople. Despite that, there are still a handful of leftover 2024 models hanging around dealer lots – enough that Mercedes is offering up to $30,000 (!) Customer Cash on any new ’24MY eSprinter purchased from dealer stock.

That discount is enough to bring the price of this 2024 eSprinter in Chicago from $87,823 all the way down to $57,823 this Labor Day weekend – and that’s before you factor in state and local utility incentives that can bring the price down even further.

As you can imagine, there’s some fine print on that Customer Cash deal. It can’t be combined with Special APR programs through Mercedes-Benz Financial Services (MBFS), but it can be combined with the Mercedes-Benz Commercial Vehicles Medium Fleet Program.

Ride share ride | VW ID.4


Volkswagen-ID.4-lease-deal
VW ID.4 AWD Pro S; via Volkswagen.

Ride share drivers looking for comfortable seats, room for five adults and their luggage, proven battery life, and lickety-quick charging speeds can stop looking. Volkswagen is offering a sweet ID.4 lease at nearly half the cost of an entry-level Jetta with payments starting at just $129/mo. – that’s despite the ID.4 carrying a significantly higher MSRP.

And, while we’re at it, it’s probably worth noting that serious road warriors will probably save more than $129/mo. in fuel alone.

If you prefer to own your vehicles after making payments on them for a few years, you can also get 0% interest financing on select ID.4s for up to 72 months. It’s important to note here that Volkswagen’s deals can vary wildly by region. That $129/mo. offer is available in California and a few other West Coast states, for example, but the electric crossover’s listed at $329 for 24 months with $4,499 due at signing in others.

Disclaimer: the vehicle models and financing deals above were sourced from CarsDirectCarEdge, and (where mentioned) the OEM websites – and were current as of 29AUG2025. These deals may not be available in every market, with every discount, or for every buyer (the standard “with approved credit” fine print should be considered implied). Check with your local dealer(s) for more information.

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Denver Public Library deploys novel solar and battery storage system

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Denver Public Library deploys novel solar and battery storage system

Sustainable construction experts McKinstry have teamed up with leading BESS developers Viridi and the Denver Public Library to deploy a first-of-its-kind solar and battery storage system that sets a new standard for fire safety.

The Denver Public Library sought a battery energy storage system (BESS) that could deliver cost savings without compromising safety for staff, visitors, or the architecturally significant, Michael Graves–designed structure itself. That required a battery backup solution that not only met the city’s fire safety standards, but also addressed public fears about the risk of lithium-ion battery fires.

That unique set of project priorities led the library to Viridi, makers of the RPSLinkEX battery solution that’s equipped with a unique, “passive Fail-Safe thermal management and anti-propagation technology” designed to prevent the sort of thermal runaway that leads to li-ion battery fires.

“Public facilities like the Denver Public Library are at the forefront of demonstrating that energy resilience and safety can go hand in hand,” said Jon M. Williams, CEO at Viridi. “This installation highlights how fail-safe battery storage can empower communities to maximize renewable energy, reduce costs, and maintain reliability – all without compromise.”

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Keeping it safe


Denver Public Library; by Michael Graves.
Denver Public Library; by Michael Graves.

Viridi doesn’t talk too much about how its passive Fail-Safe thermal management system works, but if you’re picturing heat-dissipating layers, fire-resistant insulation, and strategically-placed phase change materials (or PCMs) limiting the transfer of heat from one cell to another if it begins to overheat, you’ve probably cracked it.

These passive safety features enable safer deployment scenarios in occupied buildings or near critical infrastructure by reducing dependence on active fire suppression systems like sprinklers or fire extinguishers, and convinced the City of Denver to move forward with the project, which is the city’s first-ever solar + battery storage system.

“The entire McKinstry team is very excited about developing and constructing the first Solar + BESS project for the City and County of Denver,” said Jon Ensley, Sr. Construction Project Engineer at McKinstry. “We are appreciative of all our partners and stakeholders who helped to achieve this goal. We value Viridi’s expertise in deploying this technology and the whole team has been great to work with.”

McKinstry says this latest solar project sets, “a new benchmark for how cities can combine renewable energy and battery storage without compromising safety.” And, with solutions like the RPSLinkEX building systems that meet city planners and politicians where they are, instead of trying to educated them about the objective, proven safety of li-ion batteries, Viridi is helping communities adopt cleaner, more resilient clean energy solutions sooner rather than later.

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SOURCE | IMAGES: Viridi, via PV Magazine; Michael Graves.


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