Tesla released its financial results for 2024 on Wednesday afternoon, following the close of the markets. The maker of electric vehicles may have to invest in stocks of red ink, because 2024 results were even less impressive than the already-underwhelming 2023 numbers.

Q4, 2024

During the final quarter of last year, Tesla saw its automotive revenues fall by 8 percent compared to the same three months of 2023, dropping to $19.8 billion. It more than doubled its energy and storage revenues, which grew by 113 percent compared to Q4 2023, but this amounts to just $3 billion and a small fraction of Tesla's overall business. Similarly, services posted a 31 percent growth during those three months, but again the actual contribution in dollar terms was just $2.8 billion.

Total revenue grew by 2 percent in Q4, but income fell by 23 percent, and its operating margin has dropped to just 6.2 percent—the lowest since Q1 2024. By contrast, the industry average operating margin for an automaker is around 10 percent. Net profits fell an astounding 71 percent to $2.3 billion.

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VALENCIA, SPAIN—A Porsche 911 is rather special compared to most "normal" cars. The rear-engined sports car might be bigger and less likely to swap ends than the 1960s version, but it remains one of the more nimble and engaging four-wheeled vehicles you can buy. The 911 comes in a multitude of variants, but among driving enthusiasts, few are better regarded than the GT3. And Porsche has just treated the current 911 GT3 to its midlife refresh, which it will build in regular and Touring flavors.

The GT3 is a 911 you can drive to the track, spend the day lapping, and drive home again. It's come a long way since the 1999 original—that car made less power than a base 911 does now. Now, the recipe is a bit more involved, with a naturally aspirated flat-six engine mounted behind the rear axle that generates 502 hp (375 kW) and 331 lb-ft (450 Nm) and a redline that doesn't interrupt play until 9,000 rpm. You'll need to exercise it to reach those outputs—peak power arrives at 8,500, although peak torque happens a bit sooner at around 6,000 revs.

It's a mighty engine indeed, derived from the racing version of the 911, with some tweaks for road legality. So there are things like individual throttle valves, dry sump lubrication, solid cam finger followers (instead of hydraulic valve lifters), titanium con rods, and forged pistons.

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US President Donald Trump's pick to run the Department of Transportation was sworn in to his new job yesterday. And as widely expected, Secretary Sean Duffy moved to immediately rip up the nation's fuel efficiency standards.

Duffy issued a memo soon after starting the job on Tuesday evening, ordering the National Highway Traffic Safety Administration "to commence an immediate review and reconsideration of all existing fuel economy standards applicable to all models of motor vehicles produced from model year 2022 forward," with particular attention to the tougher new regulations put in place last year by the Biden administration.

"The memorandum signed today specifically reduces the burdensome and overly restrictive fuel standards that have needlessly driven up the cost of a car in order to push a radical Green New Deal agenda. The American people should not be forced to sacrifice choice and affordability when purchasing a new car," Duffy said in a statement.

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DAYTONA, Florida—This might make you feel old, but the Mazda MX-5 Miata just turned 35. Still in its fourth generation—better known to Miata nerds as the "ND"—this small, affordable, lightweight sports car is the perfect antidote to, well, just about everything else on the roads. And to celebrate this latest milestone, Mazda has created a new special anniversary edition, which it unveiled at this past weekend's Rolex 24 at Daytona.

When the Miata debuted in 1989, it was something of a game-changer. Inspired by classic European roadsters like those built by MG and Alfa Romeo, it was small, lithe, and, most importantly, reliable. It didn't hurt that it looked nice and was great to drive.

It's also been something of a hit among amateur racers—Mazda is proud that each weekend, more Miatas are on track than any other make of car. That goes some way to explaining why Mazda chose this year's Rolex 24 at Daytona to reveal the new 35th Anniversary Edition—the MX-5 Cup series is probably IMSA's most exciting support series.

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Now 11 seasons in, Formula E has come a long way from its sometimes chaotic early days and those mid-race pitstops to change cars. Car swaps went away a long time ago, but when the series gets back to racing next month in Jeddah, Saudi Arabia, the mid-race pit stop will be back. Except this time, the cars will be quickly recharged by powerful 600 kW fast chargers.

The new race feature, which Formula E is calling "pit boost," is a 30-second pitstop, during which time the car receives a 600 kW fast charge—more than twice as much power as a Tesla Supercharger—that adds 10 percent (3.85 kWh) to the battery's state of charge. It's mandatory for every car in the race, but a team is only allowed to charge one of its two cars at a time and only within a specified window of time during the race.

Some people are probably going to be unimpressed with the length of the stops—while they're shorter than you might see at a prototype stop at Le Mans or Daytona, you also won't see mechanics running around changing tires. We're also talking an order of magnitude longer than a current Formula 1 pitstop, which will no doubt be used as ammunition by Formula E's detractors, just as the lap-time comparisons are.

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The Cadillac Lyriq was the first of a new breed of General Motors' electric vehicles. Built around a common battery platform (which used to be called Ultium), the midsize SUV has been on sale for about three years now, and for model year 2026, there's a new version available, the first Cadillac EV to wear the V-series badge.

"V-Series captures the spirit of Cadillac, embodying our relentless pursuit of engineering excellence through our racing and production vehicles," said John Roth, vice president of Global Cadillac. "LYRIQ-V takes this commitment a step further in the EV era, pushing our performance pedigree of V-Series to new heights with a powerful, personalized and high-tech driving experience that fits perfectly into our customers' lives," Roth said.

As with other Cadillac V-series cars, you can expect a much higher power output than the base models. In this case, that's a hefty 615 hp (459 kW) and 650 lb-ft (880 Nm)—not quite double the output of the single-motor Lyriq we drove back in 2023. The Lyriq-V uses a pair of motors to achieve that output, powered by the same 102 kWh battery pack as in the normal Lyriq.

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US President Donald Trump swore his oath of office on Monday, ascending yet again to the head of the federal government. As widely expected, he signed a swath of executive orders on his first day, many aimed at upending existing policies and satisfying grievances, whether that's pulling the country out of membership of the World Health Organization or reversing the nation's clean vehicle policies.

The Infrastructure and Investment Jobs Act of 2021 and the Inflation Reduction Act of 2022 were signature pieces of former President Joe Biden's term of office. Among other things, the two bills contained many provisions meant to boost US competitiveness in EV manufacturing and build out publicly funded charging infrastructure.

Specifically, the IIJA included $7.5 billion in funding for charging infrastructure. The National Electric Vehicle Infrastructure and the Charging and Fueling Infrastructure programs were modeled on federal highway funding programs, where the funds are disbursed to state departments of transportation, which then award the money to successful applications. NEVI was meant to create corridors of fast chargers along federal highways and CFI was to build out charging infrastructure in underserved areas.

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The battery system on an electric car can either charge—from regenerative braking or an external power supply—or discharge—powering the EV's motor(s) or supplying that power via so-called vehicle-to-load. As a rule, it can't do both at once, but General Motors has some thoughts about that. The patent analysis site CarMoses spotted a recent GM patent application for a system that is capable of charging and discharging simultaneously.

The patent describes a "charging system" with a pair of charging ports. One is for drawing power from an external source, just like every other EV. The second charge port is connected to a bi-directional charger, and the battery management system is able to charge the battery pack from the first port while also supplying power from the second port.

That second port could be used to charge another battery, including the battery of another EV, and the patent includes an illustration of three EVs daisy-chained to each other.

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Electric vehicle chargers are increasingly a target of vandals, often in search of copper. "Even at our headquarter site here in Campbell, in Silicon Valley, we've had our site vandalized twice," said Rick Wilmer, CEO of ChargePoint. His customers are starting to get fed up with the problem, too, and so Wilmer has had the company hard at work on a solution: an uncuttable cable, which should be ready to deploy by early summer.

"I literally got so frustrated ... I was at home in my own workshop, building prototypes and taking all my nastiest tools to them, to try and cut them, to see what we could come up with," Wilmer told me. It's a simple idea, involving hardened steel and "some other polymer materials that are just really hard to cut through," Wilmer said.

As well as making cables for its own chargers, ChargePoint plans to license its invention to others in the industry. "So we've collaborated with a few [cable vendors] to build these cables... and we can refer anyone that's interested to those vendors and give [them] permission to build cables with this technology for someone other than us," Wilmer said.

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Tires might be one of the more prosaic parts of a car, but they are undoubtedly among the most important. Bench racers might obsess about powertrain specs, and average consumers mostly want to know that there's wireless charging for their phones, but it's the tires that actually make contact with the road. Without them, no one is going anywhere. At least not very far.

In the past, tires have been considered somewhat mysterious, with secret blends of rubber, carbon, and other stuff combined with clever arrangements of belts and wires to hold the whole thing together as it rotates faster and faster without flying apart. These days, we know an awful lot about how tires work. Or at least tire companies like Goodyear do, having amassed enough testing data to be able to simulate them accurately enough to shave months off a development schedule.

In fact, the use of simulation in tire research and development has quite a long history. Chris Helsel, who is now Goodyear's CTO, joined the company back in 1996; he was hired as part of a tiny team doing computer tire simulation. "At Goodyear in '96, it felt like almost late to the party in terms of doing what we call finite element analysis, which is basically breaking a large structure down into little parts," Helsel said.

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Plans to block new vehicles with software and hardware linked to either China or Russia are moving ahead. Today, the Department of Commerce published a final rule in the Federal Register that will prohibit the import of vehicles with Chinese or Russian connected-car vehicle software from model year 2027 and Chinese or Russian hardware from model year 2030.

While the move will no doubt protect domestic auto manufacturing from the threat of cheap imports, the ban has been proposed on national security grounds. Specifically, the US government has determined that "malign actors and foreign adversaries" could exploit the "progressively more complex hardware and software systems" on new cars. It also determined that the danger of that happening when that software or hardware is made by a company owned or controlled by either China or Russia is unacceptably high.

The proposed rule covers hardware and software that enable connectivity above 450 MHz and automated driving system software—the sensors or other ADS hardware is not covered by the rule. Originally, the government had also wanted to include OSes, telematics, battery management systems, and advanced driver assistance systems but narrowed the scope in response to public comments. (It also notes that while telematics are indeed a prime attack surface for a foreign adversary since they operate over cellular protocols, that's already covered.)

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When we first tested Super Cruise in 2018, the partially automated driver's assist impressed us enough that we wanted to see it rolled out across as much of General Motors' lineup as possible. Seven years later, our attitude toward such driver assists is a little more sober. Drivers are often more confident about such systems than they ought to be, and that's when they even care about such features in the first place.

That said, Super Cruise remains one of the better implementations of what the industry has inelegantly labeled "level 2+" driver assists: in plain English, a system that lets the driver go hands-free for long stretches, as long as they're paying attention to the road. Which, in Super Cruise's case, is achieved via an infrared camera that faces the driver and follows their gaze, even if they're wearing sunglasses.

Better yet, it's also tightly geofenced, as it's only meant to be used on restricted access, divided-lane highways.

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Yesterday, Tesla revealed a facelift for its bestselling Model Y crossover. Or at least it did if you live in China—customers in the US and Europe will need to continue to wait for the revamped electric vehicle.

Better efficiency was a goal—in the past, Tesla simply ignored complaints over its exaggerated range claims, but now it says the Model Y, codenamed "Juniper," has updated suspension, wheels, and tires that "make the driving experience smoother and quieter."

Tesla says that range has increased from 427 miles (688 km) to 446 miles (719 km), albeit under the Chinese efficiency testing regime, which produces very different numbers from the more realistic tests used by the US Environmental Protection Agency.

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Only 5 percent of US consumers want their next vehicle to be a battery electric vehicle, according to a new survey by Deloitte. The consulting company gathered data from more than 31,000 people across 30 countries as part of its 2025 Global Automotive Consumer Study, and some of the results are rather interesting, as they pertain to technologies like new powertrains, connectivity, and artificial intelligence.

Among US consumers, internal combustion engines (ICE) remain number one, with 62 percent indicating that their next car will not be electrified. Another 1 in 5 would like a hybrid for their next vehicle, with a further 6 percent desiring a plug-in hybrid. (The remaining survey respondents either did not know or wanted some other powertrain option.)

By contrast, only 38 percent of Chinese consumers want to stick with ICE; meanwhile, 27 percent of them want a BEV next. That's a far higher percentage than in other large nations—in Germany, only 14 percent want a BEV; in the UK and Canada, only 8 percent are BEV-bound; and in Japan, the number is a mere 3 percent.

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The list of electric vehicles that qualify for the IRS clean vehicle tax credit has changed with the arrival of the new year. No longer linked to battery capacity, the credit of up to $7,500 is now tied to the sourcing of battery components—each year, an increasing amount must be extracted or refined in the US (or a free trade partner) to be eligible. The total number of eligible EVs has actually increased in 2025, from 24 last year to 27 this year, but a number of automakers' products have also dropped off the list in the process.

The $7,500 tax credit is split into two components. $3,750 is available if the battery components are made or assembled in the US. The other half now requires that 60 percent of the critical minerals in the battery—things like lithium, nickel, and so on—be extracted or refined in the US (or by a free trade partner). Last year, this threshold was 50 percent; next year, it will increase to 70 percent.

Additionally, national security concerns mean that no EV is eligible if any of its battery components are manufactured by a "foreign entity of concern," which means any company with direct links to the governments of China, Iran, North Korea, or Russia. While the latter three have no domestic EV production they're trying to sell in the US, that obviously does not apply to China, which heavily subsidizes its domestic car makers to allow them to export their vehicles at rock-bottom prices to undermine local industry in other regions.

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Tesla is the target of yet another federal safety probe, the fourth currently open by the National Highway Traffic Safety Administration's Office of Defects Investigation. Today's trouble concerns the automaker's "Smart Summon" and "Actually Smart Summon" features, which allow Tesla drivers to remotely control their vehicles via a smartphone app.

At least in theory, that is. In practice, NHTSA says it's aware of multiple crash allegations "where the user had too little reaction time to avoid a crash, either with the available line of sight or releasing the phone app button, which stops the vehicle’s movement."

Worse yet, Tesla has failed to report any of these incidents to the safety regulator, which has a standing general order that requires any automaker or operator of autonomous or partially automated vehicles to report crashes involving such systems that occur on publicly accessible roads.

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The annual Consumer Electronics Show got underway in Las Vegas this week, but Winter Storm Blair unraveled my plan to be on the ground to check things out in person. That means I still haven't had an in-person look at the Sony Honda Mobility Afeela, a new electric sedan that goes on sale in California later this year.

Sony stunned everyone by first showing off an electric concept car at CES in 2020. Meant to showcase the Japanese technology company's wide range of products, from sensors to digital entertainment, the concept left many scratching their heads about Sony's true intention here—surely the company wasn't also about to start making cars?

But that turned out to be exactly the plan. Although Sony began developing its EV with the contract manufacturer (and tier 1 supplier) Magna Steyr, the car—now called the Afeela 1—will be built by Honda, which formed a strategic alliance with Sony to create the aforementioned Sony Honda Mobility, which will sell the new car.

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The latest rage in automotive vehicle design is the so-called "software-defined vehicle." Instead of dozens and dozens of discrete black boxes, each with its own legacy cruft, an SDV is a clean-sheet approach with a handful of powerful computers, each responsible for a different domain, like powertrain, safety, or infotainment. This allows for a large degree of flexibility to do things in software, whether that's changing the handling, tweaking the UI, or boosting power output.

That's if you're an automaker, at least. Invariably, any customization a driver might want to do only exists within the bounds set up by that OEM. This might extend to some different UI themes, including the ability to upload your own images as a wallpaper and choose between a kaleidoscope of interior LED lighting colors. Even the full-dash, next-generation version of Apple CarPlay is yet to appear in anything production-ready.

For older cars served by the aftermarket, things are a little more free. This is all a long-winded way of saying, "Hey, check out this rad dashboard mod in a Nissan 300ZX I saw on Instagram over the weekend."

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Last September, faulty door handle hardware caused Volkswagen to take the rather drastic steps of suspending sales and production of the electric crossover, as well as recalling almost 100,000 customer cars. Now, it says it has new parts that will allow it to fix existing cars, lift the stop-sale order, and soon, resume production at its factory in Chattanooga, Tennessee.

The ID.4, like many new EVs, features flush door handles in service of the all-important effort of drag reduction. Instead of conventional mechanical handles that interrupt the laminar air flow down the side of the car, VW instead went with an electromechanical solution.

Unfortunately, the door handle assemblies weren't sufficiently waterproofed, allowing the electronics inside to corrode. Consequently, early last year VW started getting complaints of ID.4s with doors that would intermittently open while driving, with reporting almost 300 warranty claims by September, when it pulled the car from sale, issued the recall, and stopped the production line.

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When Honda gave the 11th-generation Civic Hatchback a refresh late last year, among the changes were the addition of a hybrid option to the lineup. There was already a lot to like about Honda's compact, which eschews lamentable trends like an over-reliance on touchscreens for good old-fashioned physical controls. Now, a big efficiency boost makes it even more attractive.

The new powertrain is available in the $29,950 Sport Hybrid and the $32,950 Sport Touring Hybrid (the trim we tested). With an output of 200 hp (150 kW) and 232 lb-ft (315 Nm), it's both more powerful and torquier than the 1.5 L turbo previously found in the top trim Civics. And it uses a heck of a lot less fuel in the process.

The Civic uses a hybrid powertrain with two electric motors working with the 2.0 L, four-cylinder engine. One works as a generator to charge the 1 kWh traction battery from the engine under most conditions. The battery then powers the 181 hp (135 kW) traction motor, which is what mostly drives the front wheels, although like most other series hybrids of this nature, it operates as a parallel hybrid with the 141 hp (105 kW) gasoline engine directly driving the front wheels at highway cruising speeds, as that is actually more efficient. (For some reason, this supposed lack of engineering purity seems to really upset some people, who I am sure will let us know why in the comments.)

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