Plug-in hybrids are under scrutiny as real-world emissions far exceed official ratings, challenging their role in EU CO2 targets amid political pressure for regulatory flexibility. Stellantis proposes credits for scrapping old cars and easing small car safety standards. MG's small hatchback failed Euro NCAP tests due to a seat latch issue, raising safety concerns. Tesla faces complaints over electric door failures post-crash. BMW and Volkswagen are pioneering vehicle-to-grid tech in Germany to support energy grids. Ferrari unveiled its powerful new PHEV supercar, while a Chinese automaker controversially mimics Bugatti's Chiron design.
Topics:plug-in hybrid emissionseu co2 regulationsstellantis policy proposalsmg euro ncap failuretesla door safety issuesvehicle-to-grid technologybmw ix3volkswagen bidirectional chargingferrari 849 testuosachinese bugatti copycat
- PHEVs No Cleaner Than ICE - German Chancellor Favors CO2 Reg Flexibility - Stellantis Proposes Cash for Clunkers in Europe - SAIC MG Fails Euro NCAP Test Spectacularly - Tesla’s Door Handles Called Dangerous - BMW Goes All-In on V2G EVs - VW and Elli Back Bidirectional Charging - Ferrari Unleashes 849 Testarossa - Chinese Automaker Blatantly Rips Off Bugatti Chiron
"Speaker 1: They can earn. Speaker 2: BMW says IX three owners in Germany will be able to earn up to seven hundred and twenty euros or eight hundred and forty two dollars a year, which would pay for enough electricity to drive the equivalent of fourteen thousand kilometers or eight thousand, seven hundred miles. The BMWIX three has a one hundred and nine kilowat hour battery pack, and according to an AI search, the average German household uses nine to fourteen kilowat hours of energy a day, so the IX three could power a house for about eight to twelve days. And if you can get a"
"... provided with an eleven killawatt bi directional charger from L. These evs will then be combined into what..."
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Speaker 1: This is outline daily.
Speaker 2: The show is dedicated to enthusiasts of the global automotive industry.
A report from t and E, a transport researching campaign group in Europe, says that pheabs should not count as low emission vehicles because they produce more CO two than their official ratings. TNE sites data from the European Environmental
Agency that found real world emissions for phebs were more than one hundred and thirty grams of CO two per kilometer, which is five times the official ratings or about the same as a mid sized gasoline powered car. And that's
because pe owners aren't charging their vehicles as often as officials expected, which means they're mostly being powered by gas instead of electricity.
Speaker 1: Even so, European.
Speaker 2: Auto executives say that the EU CO two emission targets are too strict, and they want plug in hybrids to be given a larger role in meeting those targets. It's
and the political pressure to ease up on those CO two rules is growing. Germany's Chancellor says he's in favor
of providing automakers more flexibility in meeting the targets. Many
automakers want the EU to lift its ban on internal combustion engines in twenty thirty five. However, Germany's chancellor didn't
go quite that far, but he did say quote one sided political commitments to specific technologies are the wrong. So
what kind of flexibility do automakers in the EU want?
Speaker 1: Stalantis has a couple of ideas.
Speaker 2: It's proposing a policy that would give automakers credits for scrapping old cars that pollute more. The idea would be
to get car owners to give up their clunkers and to buy a new or used car less than three years old. Automakers would be given a credit of seventy
grams of CO two per kilometer for every clunker that gets scrapped. Stell is also proposing that the EU loosen
its safety state for small cars so that it could sell cars in Europe priced under fifteen thousand euros or less than seventeen thousand dollars. And speaking of safety standards,
euro NCAP, which crash tests and rate safety of cars in Europe, says the MG three small hatchbacks suffered a serious seat failure that it's never seen before, and it started crash tests in nineteen ninety seven. During the frontal
offset crash test, the driver's seat latching mechanism failed, which caused the driver's seat to twist and it could lead to worse lower leg injuries. MG the British brand that's
now owned by Chinese automaker Seic, says it will make changes to the latching mechanism in new models, but not for models already in customer hands. Euroencap says it's reported
the fault to relevant authorities so they can determine if a recall is needed, and it recommends consumers look for an alternative vehicle to buy. But despite the serious failure.
Speaker 1: The MG three still.
Speaker 2: Received a four star rating because it performed well in other areas and euro NCAP scoring system doesn't allow a deduction in a case like this. Tesla's vehicles perform very
well in crash tests two and have some of the highest safety ratings, but there is one issue that's becoming more of a concern. It's electrically powered doors may not
work if the vehicle catches fire after a crash. Bloomberg
reports that there's been one hundred and forty consumer complaints about Tesla's doors not working properly since twenty eighteen. Teslas
are now equipped with a manual release inside the vehicle, but they're located in different spots for different models, and some early versions didn't have a manual release for rear seat passengers. NITZA says it's aware of the incidents and
complaints and is communicating with Tesla to get more information to determine if a full investigation is needed.
Speaker 3: The automotive and industrial sectors are undergoing a historic transformation electrification, digitalization, supply chain reinvention, regulatory shifts. The pace is accelerating and
the pressure to adapt is real. This is not a
time for hesitation. It's a time for bold decisions backed
by fast, effective execution. You need a partner who understands
complexity from factory floors to boardrooms and delivers measurable results.
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Speaker 2: Owners of BMW's new evs in Germany starting with the IX three will have vehicle to grid capability, meaning energy grid operators can use the electricity that's stored in the vehicle's battery pack. These customers will still have full control
over when and how their vehicle is charged arched, so the battery stays at whatever level they want it to be, but they can also earn money this way, and the more the vehicle is plugged in and available, the more.
Speaker 1: They can earn.
Speaker 2: BMW says IX three owners in Germany will be able to earn up to seven hundred and twenty euros or eight hundred and forty two dollars a year, which would pay for enough electricity to drive the equivalent of fourteen thousand kilometers or eight thousand, seven hundred miles. The BMWIX
three has a one hundred and nine kilowat hour battery pack, and according to an AI search, the average German household uses nine to fourteen kilowat hours of energy a day, so the IX three could power a house for about eight to twelve days. And if you can get a
whole bunch of these evs plugged in at the same time, then grid operators have a pretty big energy source to tap into. BMW says the technology will gradually spread across
its model range and will eventually integrate an entire platform that also includes solar and other forms of energy storage.
Speaker 1: And it's not just BMW.
Speaker 2: Volkswagen and its energy and charging subsidiary l are also launching a bidirectional charging pilot in Germany. They're looking for
several hundred participants right now who will be provided with an eleven killawatt bi directional charger from L. These evs
will then be combined into what's called a virtual power plant, which can sell available electricity back to the grid. By
the end of the decade, VW and L hope to have hundreds.
Speaker 1: Of thousands of evs.
Speaker 2: Connected together into an entire network, and like BMW, also plan to integrate things like solar and energy storage into the system. Ferrari introduced its latest model, the eight forty
nine Testuosa, and it's a PHEV available as a hard top or retractable hardtop. The two seat, rear engine sports
car has a completely new design language on the front end, which looks like it has two wings grafted onto its nose.
Also note the two spoilers on each side of the rear.
Its twin turbov eight engine, along with three electric motors, crank out a combined one thousand and.
Speaker 1: Fifty horse power.
Speaker 2: Two of those electric motors power the front axle, making this an all wheel drive car. The third electric motor
provides power to the rear axle, but also harnesses breaking energy.
Ferrari says it derived it directly from the unit it uses in Formula one cars. Despite the prominent wings on
the front and rear of the car, the floor generates thirty five percent of the total downforce, with strakes attached to the underside creating vortexes to increase airflow.
Speaker 1: And negative lift. Those side scoops.
Speaker 2: Behind the doors not only feed the engine's radiators, they also direct airflow out at the side and rear corners of the body to reduce turbulence off the rear end.
Ferrari didn't release official prices, but the eight forty nine Testuosa is expected to cost around five hundred and forty thousand bucks. That Chinese vacuum maker that said it wants
to challenge Bugatti with an all electric supercar didn't get very creative with its design. In fact, in my opinion,
it flat out copied the Bugatti Sharone. The scallop sides,
fin rear tail lights, and split rear window off the rendering are all very similar to the Sharon and there's no looking past that grill, which is in Bugatti's iconic shape.
Reports say Dream will show a physical prototype at CES next year and is looking for manufacturing locations in Germany.
But we've got to imagine that Bugatti is already pursuing legal action against the vacuum maker. And don't forget to
join us for Autoline After Hours tomorrow. As we reported yesterday,
Sandy Monroe will be on the show, and we'll also have Joe White from High Speed Rodeo and Sandy Barua from the Detroit Region Chamber of Commerce. Because one of
the topics we'll get into is how does a region that relies on legacy automakers make sure that it survives and prospers as the industry goes through massive changes.
Speaker 1: That wraps up today's show. Thanks for watching.
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