Electric vehicles are more likely to be fixed at the roadside than petrol or diesel cars despite public fears to the contrary, according to new breakdown data from the AA. From a report: New research from Autotrader and the AA, carried out in December among more than 2,000 consumers, found 44% of respondents are concerned about the risk of breakdowns or roadside repairs when considering switching to an EV. Concern was highest among drivers aged 75 and over, with 56% saying they were worried. The North East recorded the highest level of concern at 52%, while women were slightly more likely to express reservations than men - 46% versus 41%. Even so, AA call-out data indicates EVs are more likely to be successfully repaired at the roadside than a 12-volt battery in a petrol or diesel car. Separately, industry data continues to indicate growing readiness to service electric cars. A recent Society of Motor Manufacturers and Traders (SMMT) survey of aftermarket businesses found 81.2% of UK workshops are already equipped to work on EVs, according to the campaign partners.

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Mercedes-Benz is pausing the roll-out of Drive Pilot, an "eyes off" conditionally automated driving feature that was available in Europe and the US. From a report: As first reported by German publication Handelsblatt, the revised S-Class will not have the Level 3 system when it arrives at the end of this month. Mercedes was one of the first automakers to offer a Level 3 driving system to its customers when it launched Drive Pilot with the electric EQS sedan and the gas-powered S-Class in the fall of 2023. At up to 40mph in traffic jam situations on highways, Drive Pilot provided hands-free, eyes-off driving that allows the driver to look away from the road at something else, like a game or a movie. It was big leap up from hands-free Level 2 systems -- Tesla's Autopilot and Full Self-Driving (FSD) included -- which still require the driver to be in full control, looking ahead and paying attention while the system is active. But now Mercedes says it is temporarily scrapping the feature, citing middling demand and the high production costs of developing the technology.

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Norway has released its December and full year 2025 automotive sales numbers and the world's leading EV haven has broken records once again. The country had previously targeted an end to fossil car sales in 2025, and it basically got there. From a report: In 2017, Norway set a formal non-binding target to end fossil car sales in the country by 2025 -- a target earlier than any other country in the world by several years. Norway was already well ahead of the world in EV adoption, with about a third of new cars being electric at the time -- but it wanted to schedule the final blow for just 8 years later, fairly short as far as automotive timelines go. At the time, many (though not us at Electrek) considered this to be an optimistic goal, and figured that it might get pushed back. But Norway did not budge in its target (unlike more cowardly nations). And it turns out, when you set a realistic goal, craft policy around it, and don't act all wishy-washy or change your mind every few years, you can actually get things done. (In fact, Europe currently has around the same EV sales level as Norway did 10 years ahead of its 100% goal -- which means Europe's former 100% 2035 goal is still eminently achievable)

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Longtime Slashdot reader schwit1 shares a report from Autoblog: ... the problem is that the federal brightness standards for automotive headlights have not changed for decades. The Federal Motor Vehicle Safety Standard No. 108 hasn't had significant updates since 1986, with an addition allowing Adaptive Driving Beam (ADB) headlights coming only in 2022. The NHTSA last investigated (PDF) the issue of headlamp glare in 2003. The current standards include huge loopholes for auto manufacturers to emit as much light as desired, as long as the manufacturer meets the requirements of the other parts of the regulation. LEDs can be made to focus light using lasers, and auto manufacturers use this ability to their advantage. The regulatory standard prohibits excessive light in certain areas by referencing old technologies, but manufacturers design the areas in question to be shaded so that the total light output can still be increased greatly overall. Manufacturers want as much light as possible in order to get a high score for the IIHS headlight safety ratings. [...] Although the U.S. finally approved the ADB technology in 2022, manufacturers are wary of implementing it because of conflicting regulations, with a few exceptions, such as Rivian. To fix this problem, the first step is to update Standard 108 with a cap on the maximum allowable brightness for LED technology. Next, states should begin requiring headlight alignment inspection during vehicle inspections. Finally, NHTSA should enforce a ban against the sale of aftermarket LEDs that exceed the allowed brightness, at least for on-road use. The Soft Lights Foundation has collected over 77,000 signatures calling for federal action to limit headlight brightness. People are frustrated with being temporarily blinded while driving, and it's high time some regulation was put into place. Vehicles have become cleaner and safer through smart regulation; the same just needs to be done with headlights.

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An anonymous reader quotes a report from the New York Times: On Monday, [Jensen Huang, the chief executive of the chip-making giant Nvidia] said the company would begin shipping a new A.I. chip later this year, one that can do more computing with less power than previous generations of chips could. Known as the Vera Rubin, the chip has been in development for three years and is designed to fulfill A.I. requests more quickly and cheaply than its predecessors. Mr. Huang, who spoke during CES, an annual tech conference in Las Vegas, also discussed Nvidia's surprisingly ambitious work around autonomous vehicles. This year, Mercedes-Benz will begin shipping cars equipped with Nvidia self-driving technology comparable to Tesla's Autopilot. Nvidia's new Rubin chips are being manufactured and will be shipped to customers, including Microsoft and Amazon, in the second half of the year, fulfilling a promise Mr. Huang made last March when he first described the chip at the company's annual conference in San Jose, Calif. Companies will be able to train A.I. models with one-quarter as many Rubin chips as its predecessor, the Blackwell. It can provide information for chatbots and other A.I. products for one-tenth of the cost. They will also be able to install the chips in data centers more quickly, courtesy of redesigned supercomputers that feature fewer cables. If the new chips live up to their promise, they could allow companies to develop A.I. at a lower cost and at least begin to respond to the soaring electrical demands of data centers being built around the world. [...] On Monday, he said Nvidia had developed new A.I. software that would allow customers like Uber and Lucid to develop cars that navigate roads autonomously. It will share the system, called Alpamayo, to spread its influence and the appeal of Nvidia's chip technology. Since 2020, Nvidia has been working with Mercedes to develop a class of self-driving cars. They will begin shipping an early example of their collaboration when Mercedes CLA cars become available in the first half of the year in Europe and the United States. Mr. Huang said the company started working on self-driving technology eight years ago. It has more than a thousand people working on the project. "Our vision is that someday, every single car, every single truck, will be autonomous," Mr. Huang said. The Rubin chips are named for the astronomer Vera Rubin, a pioneering astronomer who helped find powerful evidence of dark matter.

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sinij shares a report from Car and Driver: Volkswagen is making a drastic change to its interiors, or at least the interiors of its electric vehicles. The automaker recently unveiled a new cockpit generation with the refreshed ID. Polo -- the diminutive electric hatchback that the brand sells in Europe -- that now comes with physical buttons. [...] The steering wheel gets new clusters of buttons for cruise control and interacting with music playback, while switches for the temperature and fan speed now live in a row along the dashboard. The move back to buttons doesn't come out of nowhere. Volkswagen already started the shift with the new versions of the Golf and Tiguan models in the United States. Unfortunately, some climate controls, such as those for the rear defrost and the heated seats, are still accessed through the touchscreen. Thankfully, they look to retain their dedicated spot at the bottom of the display. Volkswagen hasn't announced which models will receive the new cockpit design. The redesigned interior also may be limited to the brand's electric vehicles, which would limit it to the upcoming refresh for the ID.4 SUV (and potentially the ID.Buzz), as the only VW EV models currently sold in America. "Unfortunately, the glued-on-dash tablet look is still there," adds sinij.

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86 aircraft were affected by an incident in Denver ,and 256 more in Dallas-Fort Worth, America's Federal Aviation Admistrationtold the Washington Post: The pilots flying into Denver International Airport could tell something was wrong. In urgent calls to air traffic controllers, they reported that the Global Positioning System was going haywire, forcing them to rely on backup navigation systems for more than a day. The Federal Aviation Administration issued a warning to air traffic in the area. Eight months later, in October 2022, it happened again — this time at Dallas-Fort Worth International Airport, which shut down a runway as pilots and air traffic controllers scrambled over two days without GPS to guide them. Federal officials have not said who was responsible for interfering with the systems or why it took so long to get them back online, though they've said the Denver incident was unintentional. But the disruptions stoked fear about the security vulnerabilities of GPS, a satellite network relied on daily by 6 billion people, businesses and governments. Over the past two years, interference with the U.S. Global Positioning System has grown dramatically, threatening a network that is highly vulnerable to attack in a conflict. The danger could be posed by enemy or rogue nation-states — or even just hobbyists with commercially available equipment. Efforts by the Pentagon to upgrade GPS have been delayed by years and have cost billions, as adversaries are developing increasingly sophisticated ways to jam and trick the system with false signals that make it think it is somewhere it isn't. And it's not just civilian airline traffic at risk. The underpinnings of modern life and entire economies could be disrupted by a broad attack on the fragile satellite system — power grids, financial systems, cellphone networks — raising the prospect of catastrophe in an era of increasing electronic warfare... A report last year by the OpsGroup, an organization of international airline operators, found that in January 2024, about 300 flights per day were affected by GPS interference. By late last year, that number had grown to 1,500 flights per day as conflicts in Eastern Europe and the Middle East continued. And in a one-month period, between July and August last year, some 41,000 flights were affected. "While GPS interference is not a new phenomenon, the scale and effects of the current wave of spoofing are unprecedented," the report found... The Pentagon has launched eight of its next-generation GPS III satellites, which broadcast the military-grade signal that is more resistant to jamming and spoofing. Lockheed Martin, the contractor building the satellites, is also developing a next-generation spacecraft, which would have the ability to emit an even stronger "spot beam" directly to areas used by U.S. forces, making it even more difficult to jam.

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An anonymous reader quotes a report from the San Francisco Chronicle: A long stretch of curb in San Francisco's Mission District might contain a whole menagerie of parked vehicles: hatchbacks, SUVs, dusty pick-ups, chic Teslas. And recently, Waymo robotaxis. That's what Kyle Grochmal saw walking through the northeast Mission District on Monday afternoon. Cutting down York Street, he glimpsed a tell-tale white electric Jaguar in one of the coveted one-hour spots, its sensors spinning. The Waymo sat there for at least 20 minutes, Grochmal said. He whipped out his cell phone and started recording. After the Waymo drove off, another one showed up within an hour and took the same spot. "This is something I started to notice about six months ago," Grochmal said, recalling how disorienting it was to be strolling down a largely deserted sidewalk, and suddenly hear the purring motor and soft click of autonomous vehicle cameras. He'd look up to see a Waymo "just sitting there, not loading anyone." But Waymo's use of public curb space raised questions for Grochmal, who wonders whether San Franciscans are prepared to have their infrastructure dominated by autonomous vehicles. "Say Tesla gets to self-driving, so people have personal AVs," he said. "So then do people from Palo Alto get dropped off in San Francisco and let their cars drive around all day searching for free parking?" Such a future seems particularly unsettling in the northeast Mission, where snug streets couldn't handle much traffic, and competition for parking is already fierce. A recent influx of Artificial Intelligence companies brought many more workers and cars, as well as robotaxis that trawl the blocks, waiting for fares. It makes sense, to Grochmal, that some of them wind up squatting in one-hour spaces. [...] Still, it's conceivable that residents will lose patience with Waymo, and other AV companies, as the fleets scale up and the vehicles compete more aggressively with humans for parking.

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