• Nissan and Honda are reportedly considering a merger.
• But former Nissan CEO Carlos Ghosn said the move suggests that Nissan is in "panic mode."
• "There is practically no complementarity between the two companies," Ghosn told Bloomberg on Friday.

The potential merger between Japanese automakers Nissan and Honda is a "desperate move," said Carlos Ghosn, Nissan's former CEO.

On Tuesday, Japanese newspaper Nikkei said the two companies are entering into merger negotiations.

Pooling their resources would allow Nissan and Honda to better compete against rivals in the electric vehicle space like Tesla and China's EV makers, the outlet reported.

Honda and Nissan are the second and third largest automakers in Japan, respectively. Their local rival, Toyota, is the world's biggest automaker.

A Nissan-Honda merger would result in the world's third-largest car company by volume.

Last week, Nissan and Honda told Business Insider that they are "considering various possibilities for future collaboration" but added that "no decisions have been made."

Ghosn said in an interview with Bloomberg on Friday that pursuing a merger with Honda suggests that Nissan is in "panic mode."

"It's not a pragmatic deal because frankly, the synergies between the two companies are difficult to find," Ghosn said.

"There is practically no complementarity between the two companies. They are on the same markets. They have the same products. The brands are very similar," he added.

Ghosn, Nissan, and Honda did not respond to requests for comment from BI.

Ghosn, once considered a legend in the auto industry, experienced a dramatic fall from grace in 2018.

The former CEO and chairman of the Renault-Nissan-Mitsubishi alliance was arrested in Japan and charged with financial crimes in November 2018.

Ghosn was detained in a Japanese jail for over 100 days, before he fled the country by smuggling himself to Lebanon in a musical-instrument case in December 2019.

The disgraced auto chief has maintained his innocence. Last year, Ghosn filed a billion-dollar lawsuit against Nissan in Lebanon for damaging his finances and reputation.

On Friday, Ghosn told Bloomberg that the Japanese government — specifically Japan's Ministry of Economy, Trade, and Industry — was likely behind the Nissan-Honda merger talks.

"So at the end of the day, they're trying to figure out something that could marry the short-term problems of Nissan and the long-term vision of Honda," Ghosn said.

The merger talks come at a precarious time for Nissan, which has been grappling with falling profits and decreased sales this year. Last month, Nissan cut 9,000 jobs globally in a bid to reduce costs. The company's stock is down 20.7% this year.

Nissan is also facing increased competition from Chinese EV makers like BYD, as automakers vie for market share in developing markets like Southeast Asia and Latin America. Data compiled by the technology firm ABI Research for BI showed that Chinese carmakers accounted for 70% of the EV market in Thailand and 88% in Brazil in the first quarter of this year.

Nissan initially led the EV race when it launched the world's first mass-market EV, the Leaf, in 2010.

But the Japanese car company's EV strategy has since floundered. Nissan is one of the few car manufacturers in the US without a hybrid or plug-in offering.

"Nissan finds itself now with a very poor lineup of products and without obvious leadership in EVs, and that's the direct result of poor management," Andy Palmer, the former chief operating officer of Nissan, told BI in November.

Autonomous vehicle technology and electrification startups were once the darlings of the VC and corporate world. The two technologies promised billions of dollars in revenue — and a new pathway for automakers to make money beyond building and selling cars.  Those VC-money-printing days have been over for AVs for a while now, with a few […]

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• The Chevrolet Equinox is a gas-powered compact crossover SUV sold alongside the brand's Equinox EV.
• I was impressed by Equinox's handsome styling, good tech content, and well-designed interior.
• But I was disappointed with its engine's lackluster performance and the limited cargo space.

The Chevrolet Equinox has been General Motors' entry into the hotly contested compact SUV segment for the past two decades.

In 2025, Chevy introduced a new fourth-generation crossover variant that will be sold alongside an EV SUV of the same name.

The 2025 Equinox boasts fresh styling, a new interior, a revised drivetrain, and updated tech to help it remain competitive with segment leaders like the Honda CR-V, Toyota RAV4, and Hyundai Tucson.

I recently spent a week driving a 2025 Chevrolet Equinox RS AWD around suburban Atlanta and the winding mountain roads of North Georgia.

I was impressed by the new Equinox's handsome styling, good tech content, and well-designed passenger cabin.

I was disappointed by the Equinox's lackluster powertrain and limited cargo capacity.

My test car came to $40,370.

The base front-wheel-drive Equinox LT starts at $28,600, while the range-topping all-wheel-drive Activ and RS trims start at $35,000.

Fees and nearly $4,000 worth of optional luxury and technology features pushed the Mexico-made SUV's as-tested price to $40,370.

The Equinox's redesigned sheet metal is rugged and athletic.

Like other recent additions to the Chevy's SUV lineup, the Equinox's exterior design was heavily inspired by the brand's pickup trucks.

The most striking element of Equinox's new look is its front facia, which is dominated by a large, wide grille flanked on both sides by LED headlights with thin horizontal running lights up top.

The new Equinox is the same length as the outgoing variant but is 2.5 inches wider.

At 183.2 inches long, the Equinox is roughly the same length as the Nissan Rogue but about 1.5 inches shorter than the Honda CR-V and three inches shorter than the Mazda CX-50.

Under the hood is a small, turbocharged four-cylinder engine.

The Chevrolet Equinox's only engine option is a 1.5-liter turbocharged four-cylinder that carries over from the previous generation.

The motor, which produces 175 horsepower and 203 lb-ft of torque, is mated to a new eight-speed automatic transmission on all-wheel-drive equipped models. Front-wheel-drive Equinox's get a continuously variable transmission.

The EPA rated my Equinox RS AWD test car at 24 mpg city, 29 mpg highway, and 26 mpg combined. Front-wheel drive variants get one extra MPG in combined driving.

These figures fall short of the all-wheel-drive Honda CR-V and Nissan Rogue's fuel economy ratings of 28 mpg and 31 mpg, respectively.

The engine spoiled my experience driving the Equinox.

How was the Equinox to drive?

Let's start with the good part. It rode exceptionally well, successfully cushioning rough roads without feeling floaty. It also handled corners with relative ease.

But all of that good work was undone by the truly lackluster performance of its drive train.

Even with fairly smooth shifts from GM's Hydra-Matic eight-speed automatic, stepping on the gas pedal usually results in some intrusive engine noise but not much else. You can feel the little four-cylinder's 175 ponies trying their hardest to drag along the 3,600-lb SUV, but the Equinox is just woefully underpowered.

This was particularly evident when merging onto the highway or tackling mountain roads in the foothills of the Appalachians.

According to Motor Trend, the 2025 Equinox can make the run from 0 to 60 mph in a leisurely 9.2 seconds. This was the slowest of the nearly three dozen vehicles I tested this year.

On the other hand, the Equinox's interior is excellent.

Chevrolet did a good job with the Equinox's interior. Cabin ergonomics are excellent, with intuitively placed controls, a good balance between physical and digital controls, and oodles of useful storage.

There's also a good mix of different materials and textures, with red accents to add a pop of color to the cabin.

The red turbine-design air vents that felt out of place in the Blazer EV add an interesting visual element.

All trims come standard with a large 11.3-inch infotainment touchscreen.

The Google-based infotainment system is highly responsive, smartly designed, and a piece of cake to navigate. Built-in Google Maps gives Chevy one of the best integrated navigation systems around.

The Equinox also comes standard with wireless Apple CarPlay and Android Auto.

My test car also came with the optional 360-degree surround-vision camera.

In front of the driver is a flat-bottom steering wheel with handy audio controls on the back.

Also in front of the driver is a configurable 11-inch digital instrument display that comes standard on all trims. The display looks great and can be tailored to show traditional gauges, active driver's assistance features, and Google Maps.

My test car came with this massive panoramic sunroof.

It was a $1,495 optional extra.

The heated and ventilated power front seats are stylish and offer good lumbar support.

The black seats, upholstered in an imitation leather called Evotex, feature attractive red accents and RS-branded headrests.

The rear 60/40 split bench seat offers plenty of room for two adults.

With 39.9 inches of legroom, the Equinox's rear cabin is larger than the Mazda CX-50 and Toyota RAV4's but trails the Nissan Rogue and Honda CR-V.

The rear seat passenger in my test car had heated outboard seats, dedicated AC vents, and USB sockets.

Open the liftgate, and you'll find 29.8 cubic feet of cargo space.

The Equinox's cargo compartment is half a cubic foot larger than the Mazda CX-50 but roughly five cubic feet smaller than the Honda CR-V and a whopping 9 cubic feet smaller than the Hyundai Tucson.

When the rear seat is folded flat, cargo capacity expands to 63.5 cubic feet. Under the rear cargo floor, there's also a small storage area and a spare tire.

The Equinox comes standard with an impressive suite of safety and assistance tech, including adaptive cruise control, lane keep assist, and blind zone steering assist.

Additional features like traffic sign recognition and rear pedestrian alert are available as optional extras.

My Verdict: The 2025 Chevrolet Equinox is a compelling compact SUV with rugged styling and a great interior undone by an underwhelming engine.

Chevrolet came so close to excellence with the 2025 Equinox. They nailed the styling, the interior, and the tech. But alas, the engine. No modern compact SUV can make do with just 175 horsepower. Even the similarly sized 1999 Chevy Blazer from a quarter century ago had 190 ponies. I recognize the importance of fuel economy standards in the decision-making process, but Equinox cries out for more power.

Fix the engine and you truly unleash the potential of the Equinox.

• Boeing is having a rough year.
• The company has faced mechanical problems, lawsuits, a leadership shake-up, and layoffs.
• Here's a breakdown of how Boeing's year has gone from bad to worse.

Boeing has been going through it this year.

From losing a door plug on an Alaska Airlines flight, causing a side panel to blow out in midair, to an exodus of corporate executives, the company has faced a litany of crises in 2024. The company's stock has fallen about 35% this year.

In a message to employees during the company's third-quarter earnings call, Boeing CEO Kely Ortberg said the company was at a "crossroads."

"My mission here is pretty straightforward," she said. "Turn this big ship in the right direction and restore Boeing to the leadership position that we all know and want."

Here's how Boeing's year went from bad to worse.

Emergency on Alaska Airlines Flight 1282

The problems began almost immediately this year when, on January 5, Alaska Airlines Flight 1282 lost a door plug midair, blowing a hole in the side of the plane. While no one died in the incident, several passengers were injured, and the pilots were forced to make an emergency landing in Portland, Oregon.

In the aftermath of the incident, the FAA temporarily grounded over 170 of Boeing's 737 Max 9 planes until they could complete safety inspections.

The Justice Department opened an investigation into Boeing shortly after, and the FBI told passengers aboard the flight that they might have been victims of a crime.

Ongoing litigation

Boeing was hit with multiple lawsuits this year.

Passengers from the Alaska Airlines flight filed a class action suit against the company just days after the incident.

"Passengers were shocked and confused, thrust into a waking nightmare unsure if these were their last seconds alive," the lawsuit said.

Boeing's shareholders filed a separate class action suit against the company in January, stating that it had prioritized profit over safety, Reuters reported.

Separately, in July, Boeing struck a plea deal related to two 737 Max crashes in 2018 and 2019 that killed 346 people. If a judge had approved the deal, it would have allowed Boeing to plead guilty to conspiracy to commit fraud, avoid a trial, pay a fine of about $244 million, and invest at least $455 million in safety and compliance measures.

Boeing agreed to pay $2.5 billion in 2021 in a deal with the federal government to avoid prosecution for the crashes, but Justice Department officials said in May that Boeing had violated portions of the deal, putting a trial back on the table. Relatives of the deceased passengers asked a Texas judge in October to throw out the agreement, which they called a "sweetheart" deal. The families have previously called for the company to pay a fine amounting to nearly $25 billion.

In December, the judge rejected the deal. A lawyer representing families who lost people in the 2019 crash told BI that they "anticipate a significant renegotiation of the plea deal that incorporates terms truly commensurate with the gravity of Boeing's crimes."

FAA audit of Boeing's safety procedures

The Federal Aviation Administration commissioned a report into Boeing following the fatal 2018 and 2019 crashes — and the results published in February weren't good news for the company.

The FAA report found 27 insufficient areas in Boeing's safety procedures, including no clear system for employees to report safety concerns, confusing management structures, and poor communication with employees about safety procedures.

The latest statement from the FAA about Boeing's compliance to remedy the safety issues was published in August. It said the agency continues "actively monitoring Boeing's progress in a variety of ways," including regular reviews by FAA experts of Boeing's safety procedures and issuing airworthiness certificates for every newly produced Boeing 737 Max. 

The FAA itself has faced scrutiny for its oversight of Boeing. A report from the Department of Transportation's Office of the Inspector General in October found the agency's checks were insufficient.

Exodus of Boeing executives

In March, Boeing announced a leadership shake-up.

CEO Dan Calhoun said he would step down. Stan Deal, the CEO of the company's commercial airplanes division, said he would retire. In the same announcement, board chair Larry Kellner announced his plan not to seek reelection.

Stephanie Pope, the company's COO, was promoted to replace Deal shortly after his departure. At the end of July, Kelly Ortberg was named the company's new CEO.

Ted Colbert, who headed Boeing's defense, space, and security division, became the first prominent executive to leave the company after Ortberg took over. Colbert's departure was announced in September.

Stranded astronauts

The aerospace company faced another high-profile problem in June when NASA astronauts Butch Wilmore and Suni Williams traveled to the International Space Station on Boeing's CST-100 Starliner spaceship. It marked the first time Boeing flew astronauts to space.

The astronauts left Earth on June 5 and were supposed to return after eight days, but issues with Starliner's thrusters and helium leaks caused delays. NASA and Boeing began troubleshooting the problems to bring Wilmore and Williams back home. However, in late July, the two astronauts were still stuck at the International Space Station.

NASA's Commercial Crew Program manager, Steve Stich, said in a press briefing that month that Elon Musk's SpaceX could bring home the astronauts if needed. After working with Boeing to determine whether the two astronauts could safely return to Earth on Starliner, NASA announced in August that it chose SpaceX to do the job instead.

"Spaceflight is risky," NASA Administrator Bill Nelson said during a press conference. "Even at its safest. Even at its most routine. A test flight, by nature, is neither safe nor routine. So, the decision to keep Butch and Suni aboard the International Space Station, and bring the Boeing Starliner home un-crewed, is a result of a commitment to safety."

The decision was a major blow to Boeing, which spent $4.2 billion developing Starliner. Wilmore and Williams' flight was the final step Boeing needed to clear for NASA to certify Starliner for human spaceflight. It highlighted just how far Boeing lags behind its competitor, SpaceX.

Wilmore and Williams are now expected to return to Earth in 2025 on SpaceX's Crew Dragon spaceship, which launched for the International Space Station in September. The astronauts were initially set to return home in February, but NASA announced they would be delayed until March as SpaceX readies its spaceship.

Union strike

Thousands of unionized Boeing employees walked out in September after contract negotiations broke down.

The strike began despite a promising pay package proposal, which would have raised wages by more than 25% over the contract period for more than 32,000 employees in the Pacific Northwest.

Ultimately, union workers denied the proposal and voted to initiate a strike, which is costing the company about $50 million a day.

Negotiations stalled, with both sides filing National Labor Relations Board violations accusing the other of negotiating in bad faith.

Boeing and union leaders reached a tentative deal on October 19 that included a 35% general wage increase spread over four years and a one-time ratification bonus of $7,000.

However, striking Boeing employees rejected the deal on October 24.

"After 10 years of sacrifice, we still have ground to make up. We hope to resume negotiations promptly," the International Association of Machinists and Aerospace Workers said on X.

The 53-day strike ended in early November when workers approved a new contract.

Layoffs

Boeing began furloughs of white-collar workers in mid-September after the strike began. Select employees were required to take one week off every four weeks on a rolling basis.

Ortberg, in a staff memo, also announced that executive leadership would take a "commensurate pay reduction for the duration of the strike," though details of the pay reduction remain unclear.

Layoffs began several weeks later. In mid-October, Boeing announced plans to lay off about 10% of its 170,000-member workforce.

In a memo to employees, Ortberg said Boeing was in a "difficult position" and that "restoring our company requires tough decisions."

The company also delayed production of its 777X twin-engine jet and discontinued production of its 767 cargo plane, the memo noted.

Production delays with the Boeing 777X plane

The experimental 777X is Boeing's newest widebody plane, banking 481 orders from more than a dozen global carriers even though regulators have not yet approved it to fly passengers.

But the aircraft has been riddled with production problems — like supply chain issues, design troubles, and now the ongoing strike — which have already put it five years behind schedule and set Boeing back $1.5 billion.

That hole will likely deepen with the latest entry delay to 2026, further eroding the industry's trust in Boeing's 777X program. It could also push carriers to choose Boeing's European rival Airbus and its already-in-service Airbus A350.

The aircraft is still uncertified but started certification flight testing in July. Testing was halted in August due to a problem with a key part that connects the engine to the aircraft, CNBC reported.

Production troubles with Boeing's 737 MAX aircraft

The FAA announced in January that it would not grant any production expansions of Boeing's MAX aircraft, including the 737 MAX 9, following the emergency on Alaska Airlines Flight 1282.

"The Jan. 5 Boeing 737-9 MAX incident must never happen again," the FAA said in a press release said.

FAA Administrator Mike Whitaker said Boeing would not be cleared to expand production or add additional production lines for the 737 MAX "until we are satisfied that the quality control issues uncovered during this process are resolved," according to the press release.

Boeing held a three-hour meeting with the FAA in June to address safety and quality concerns. Afterward, Whitaker spoke at a press conference, where he told a reporter that expanding production of 737 MAX planes was still up in the air.

The FAA told Business Insider, "This is about systemic change, and there's a lot of work to be done. Boeing must meet milestones, and the timing of our decisions will be driven by their ability to do so."

The agency added: "Boeing has delivered a roadmap to change its safety culture, and the FAA will make sure Boeing implements the changes they have outlined. We will not approve production increases beyond the current cap until we're satisfied they've followed through on implementing corrective actions and transforming their safety culture."

Boeing restarted production of the 737 Max in December following the strike's conclusion.

Whistleblowers report problems at Boeing

Sam Salehpour, a Boeing engineer, testified at an April Senate hearing that the company ignored his reports on safety concerns, that his boss retaliated against him, and that he received threats against his physical safety.

The Senate subcommittee investigating Boeing's safety and quality practices released a 204-page report in June. The report included accounts from several whistleblowers.

Sam Mohawk, a Boeing quality assurance inspector, said the company lost track of hundreds of bad 737 parts and instructed employees to conceal improperly stored plane parts from FAA inspectors.

Another whistleblower, Richard Cuevas, wrote in a June complaint to the FAA that holes were being incorrectly drilled on Boeing's 787 Dreamliner planes.

Money woes

In a sign of how Boeing's problems have hurt its bottom line, the company said in a regulatory filing to the SEC in October that it had entered a $10 billion credit agreement with four major banks: JPMorgan Chase, Goldman Sachs, Bank of America, and Citibank.

The company also filed a prospectus saying it might sell up to $25 billion in securities.

"These are two prudent steps to support the company's access to liquidity," Boeing said in a statement.

While workers were on strike, Bank of America analysts estimated that the work stoppage cost Boeing $50 million a day.

To save money, Ortberg, the company's CEO, instructed top executives to stop flying private jets and instead fly economy on commercial flights.

• Our home is within walking distance of a good school, but it wasn't the best fit for my daughter.
• To get to her school, we learned she would have to rely on Washington, DC's public transit system.
• She was just 10 at the time, but the experience taught her independence and confidence.

Just before my daughter was born, our family purchased a house in a quaint neighborhood in Washington, DC. We stretched our budget to buy a home on a quiet, tree-lined street in a "good" school district. Like many families, schools were the driving force behind our decision.

Our house is within walking distance of what were then well-regarded elementary, middle, and high schools. We thought we had created a perfect lifestyle, one that included our children walking to and from school until they graduated from high school. I was grateful for the privilege to be able to do so. The plan worked brilliantly for my daughter's elementary school years. We made the seven-minute walk to school and back together until she was in fourth grade. Then, she preferred walking with a friend. No one batted an eye in our nearly crime-free neighborhood.

The middle school in our neighborhood wasn't a good fit

Everything changed when my daughter started middle school. Although we originally intended to send her to our neighborhood school, we found a charter school that was a much better fit for her. I rejoiced when she got in. However, my joy was quickly replaced by despair when I realized there was no good way for her to get there and back. For the first time in my daughter's life, she wouldn't be able to walk to school.

Our school district doesn't provide transportation to students. Because my four kids attended four different schools, each in different parts of the city, driving her wasn't realistic either. Nevertheless, I wasn't willing to let this logistical nightmare get in the way of sending her to a dream school.

I realized putting my daughter on the city bus was the only feasible option

Washington, DC, is a city with a robust and reliable public transportation system. As I frantically searched for a solution, it became clear that taking the city bus was the best, and perhaps only, solution. My daughter, who has a late summer birthday, was only 10 when she started middle school. I worried about sending a child so young on the bus alone but decided we would have to give it a try.

My daughter has taken public transportation around the city since birth, but never without an adult. Even though she is a born-and-bred city kid, I still worried about her navigating public transportation alone at such a young age. Although she had already been walking to school without supervision for two years, she had done so safely enclosed in a familiar neighborhood, surrounded by families I knew would have treated her like their own if she ever needed help. Now, I was thrusting her alone into a big city. I worried but took a deep breath and committed to the plan.

We taught her the ins and outs of public transportation

My husband and I did our best to prepare our daughter for her new responsibility. We took her on a few practice runs, not telling her when she made mistakes like missing her stop and guiding her as she course-corrected on her own. We taught her lessons about safety, like always keeping her backpack on her lap to avoid theft, sitting near the driver so she could ask for help if anyone bothered her, and never wearing flashy jewelry. We made sure she understood how to use our transit system's app so she could check what time she needed to catch her bus and plan her route.

The first day of school arrived, and she was on her way. She had a couple of mishaps during the first few weeks. Once, she got distracted and rode right past her stop. Another time, she got on a bus going the wrong way. When these mistakes happened, as I knew they would, she called and we talked her through a solution. She always found her way home, more confident in her navigation skills and ability to adapt if something went wrong.

My daughter loves her independence

Some other parents thought I was being irresponsible by allowing my 10-year-old to ride the bus alone. However, my daughter rose to the challenge and thrived. Now, she is 14 and in 9th grade. She not only takes the bus to get home from school, but deftly navigates all forms of public transportation around the city. She loves her independence, and so do I.

When we travel, my daughter is adept at navigating new public transportation systems with ease. College, and even more independence, is approaching faster than I would like. Seeing my daughter find her way in vast, unfamiliar places gives me confidence that she will be okay on her own when she eventually launches.

If I had listened to those who thought my daughter was too young to handle this type of independence, she would not be at the fantastic school she goes to today. She would not be able to zip around the city, go shopping, see movies, or visit friends with such ease and without her Mom's help. She wouldn't have as much confidence as I see daily, confidence that spills over into other areas of her life. It's bittersweet to see my daughter so deft at a skill that takes her one step closer to complete independence, but it's one she needs. I'm glad she developed it early.

• I've been to Royal Caribbean's private island, Perfect Day at CocoCay, three times.
• The cruise line has seen strong demand for voyages to the profitable resort-like port.
• Royal is set to debut three resorts through 2027 as it competes in the growing cruise-owned destinations market.

Royal Caribbean is poised to build a vast and highly profitable vacation network — driven not solely by its cruise vessels but by its land-based portfolio.

The company's planned three Icon Class ships are expected to launch through 2027, coinciding with the debut of its next three private ports: Royal Beach Club Paradise Island in 2025, Royal Beach Club Cozumel in 2026, and Perfect Day Mexico in 2027.

At first glance, it may seem ironic for a vacation-at-sea company to invest millions into land-based destinations.

So, to understand Royal Caribbean's real estate conquest, look at the accomplishment of its first private island, Perfect Day at CocoCay.

Jason Liberty, president and CEO of Royal Caribbean Group, told analysts in October that its continued success can be partly attributed to its highest-rated port, Perfect Day at CocoCay.

I've visited the in-demand destination three times since 2022. It's no surprise the 5½-year-old Bahamian retreat has become the inspiration for the company's quickly growing private port-folio.

I relish the thrill of ultra-planned, stress-inducing travel where my survival relies on Google Maps and Translate.

However, behind this superiority complex, I also secretly love indulging in a vacation.

Not an emotionally taxing trip — a mushy-brained break where I get to rot on the beach and indulge in frivolous luxuries like guiltless naps and sugary beverages.

That about sums up why cruisers love Royal Caribbean's private island.

Some travelers criticize CocoCay for being an inauthentic Bahamian experience. While true, and for better or worse, that was never its promise.

The island was designed as an extension of Royal Caribbean's ships — a beach resort on steroids.

CocoCay is best for travelers who crave the conveniences of an all-inclusive resort: secure confinement, glittery beaches, and easy food and beverage kiosks.

The island has options for every type of paradise-seeking traveler. And much like going on a cruise, there's no need for planning as part of your visit (save for excursions like entry to its beach clubs). It's all set out for you.

For kids, CocoCay has a waterpark, a zipline, a water playground, and easygoing activities like ping-pong tables.

For adults, the island has two pool clubs: a boozy Vegas-style party at Hideaway Beach and a pricier high-end retreat at Coco Beach Club.

For traditionalists seeking a no-frills beach day, CocoCay's sandy waterfront is lined with innumerable lounge chairs and slow-sloping banks.

Plus, the island feels relatively safe.

Several popular cruise ports are in destinations where the US Department of State has issued travel advisories, such as Mexico's Ensenada, Baja (Level 3 — "reconsider travel" ) and Manzanillo, Colima (Level 4 — "do not travel").

The agency also suggests travelers "exercise increased caution" when visiting the Bahamas, home of CocoCay.

Yet, the island felt like one of the safest places I've recently toured.

CocoCay is only accessible by Royal Caribbean Group's ships.

As such, the only people there are its staff and the ship's crew and guests.

My biggest fear there? Getting a sunburn.

That's great news for concerned parents traveling with children or folks who may have read one too many cruise-related horror stories.

Most importantly, for Royal Caribbean, it's a proverbial goldmine.

Travelers love splurging during their daylong visit. The island doesn't require third-party excursion operators, allowing Royal Caribbean to maximize these profits.

Sections like the waterpark and beach clubs cost money to enter, from about $100 per person for the former to upward of $300 for Coco Beach Club.

Free parts of the island also have eye-catching upgrades, such as snorkeling equipment and costly cabanas.

Expect more opportunities to spend big at Royal Caribbean's coming properties.

Liberty told analysts that the cruise giant is "very mindful of having sizable significant returns" as it relates to its private properties. (It recently acquired the land for Perfect Day Mexico for $292 million.)

The company is using what it learned from CocoCay to design the Mexico location, which would also have free and paid amenities.

The same can't be said for the coming Royal Beach Club Collection.

The inaugural Paradise Island resort would accommodate about 4,000 guests a day. All would have to pay to enter, which would it a strong revenue driver.

For travelers, CocoCay is convenient, safe, amenity-rich, and beloved.

For Royal Caribbean, the island is a source of demand and increased revenue.

These private ports are a win-win all around, although competition could soon be stiff.

Carnival Corp is also racing to expand its private port portfolio.

The competing cruise giant plans to debut its $600 million private resort, Celebration Key, in 2025 and expand its existing private island, RelaxAway, Half Moon Cay, in 2026. It's already selling 2026 itineraries that include both destinations, starting at about $350 per person for a four-day sailing.

Struggling electric van startup Canoo has placed its remaining employees on what it’s calling a “mandatory unpaid break” through at least the end of the year, according to an email obtained by TechCrunch. The company told employees they are being locked out of Canoo’s systems at the end of the day Friday, according to the […]

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Another day, another Tesla recall. This time, the National Highway Traffic Safety Administration (NHTSA) informed the owners of almost 700,000 Tesla vehicles warning them of a problem with a warning light for the tire pressure monitoring system as reported by the Associated Press.

The recall affects the 2024 Cybertruck, 2017-2025 Model 3 and 2020-2025 Model Y Vehicles. The NHTSA says the warning light for the tire pressure monitoring system may not stay illuminated between drives.

Tesla says it will send out an over-the-road (OTR) update to vehicles affected by the warning light issue. Owner notification letters are expected to be mailed on Feb. 15, 2025.

The past year has seen more than a few Tesla recalls and OTRs. The NHTSA recorded seven recalls in the last year for the Cybertruck to address problems involving the rear-view camera, faulty windshield wipers and loose trunk beds. Tesla issued an over-the-air update in June for 1.8 million vehicles including select 2021-2024 Model 3, S and X vehicles and 2020-2024 Model Y vehicles to fix hoods that could come loose during drives if closed improperly.

The National Highway Traffic Safety Administration (NHTSA) on Friday proposed a new national framework that could make it easier for companies to deploy at scale autonomous vehicles without traditional manual driving controls — like steering wheels, pedals, and sideview mirrors.  The guidelines also require AV companies to share a whole lot more safety data with […]

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Four employees have sued Rivian in separate lawsuits this year over allegations they were harassed, in some cases by top executives, and that the company’s leadership did little to address their concerns, according to a TechCrunch review of court records. Rivian has also reached settlements in three other harassment and discrimination cases, TechCrunch has learned.  […]

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• Ireland's Aer Lingus is the second airline to receive the new Airbus A321XLR.
• The plane opens new long-haul opportunities, including Dublin to Indianapolis and Nashville.
• Other airlines, including Iberia, United, Qantas, and American are also planning new routes.

The Airbus A321XLR is the European planemaker's latest narrow-body jet, and it's already changing how people fly long-haul.

On Thursday, Ireland's Aer Lingus became the second airline to receive the A321XLR, with Airbus delivering two of the carrier's six that are on order.

Spanish flag carrier Iberia became the plane's first operator in November.

The jet's extra-long-haul capabilities mean Aer Lingus can now operate flights deeper into the US. Two new routes are already scheduled: Flights between Dublin and Nashville will begin in April, and flights between Dublin and Indianapolis will launch in May.

Iberia and Aer Lingus are just the beginning for Airbus's new plane, which has tallied up more than 550 global orders.

American Airlines, Australian flag carrier Qantas, and Hungarian budget carrier Wizz Air all expect to receive the jet next year, followed by United Airlines in early 2026.

And all are expected to launch never-before-flown narrow-body routes across oceans and continents.

Airbus' new A321XLR jet is set to open new route options

The A321XLR is uniquely equipped for long-haul flying, thanks to an extra rear center fuel tank that helps the narrow-body aircraft fly up to 5,400 miles, or 11 hours, nonstop.

That's about 800 miles farther than its Airbus A321LR predecessor. That opens new routes to places previously unreachable with older narrowbodies — or that were unprofitable with a widebody.

Iberia plans to begin a new service using the A321XLR between Madrid and Washington Dulles on January 15. Wizz Air also plans to launch A321XLR routes between London and Saudi Arabia and Milan and Abu Dhabi in 2025.

In March, American Airlines' managing director of global network planning, Jason Reisinger, said the A321XLR was desirable because it would let the airline serve "routes that cannot support a 787 but where we still have a nice onboard product."

American has since said it plans to launch the A321XLRs on transcontinental routes now served by its A321T.

And the airline's senior vice president of network planning, Brian Znotins, told The Points Guy in November that it plans to also fly its A321XLR fleet to Europe and possibly South America.

Qantas plans to use the A321XLR to fly farther into Asia and the Pacific.

United Airlines previously told Business Insider that the A321XLR would replace its aging Boeing 757s and open new routes to places like Northern Italy and West Africa.

Icelandair is also using the A321XLR to replace the 757 and fly farther into North America and Europe from 2029. Boeing never built another version of the popular narrow-body, which ceased production in 2004.

The A321XLR will have varying cabin experiences

Customers can expect varying cabin experiences on board these new versatile single-aisle planes.

Iberia offers lie-flat business class on its A321XLRs, which is typical of what customers find on long-haul widebody flights.

Aer Lingus will also have lie-flat business class seats similar to what it already flies on its A321LRs, but some rows won't have direct aisle access.

American plans to install its new Flagship suites on its A321XLRs, while United is also planning a lie-flat business cabin. Qantas will have large reclining loungers in business class.

Wizz will have the least posh cabin. Its no-frills A321XLRs will have cramped seats, no in-flight entertainment, and no freebies like snacks and water.

Its CEO said the experience is something passengers will have to "suffer" through for seven hours for the cheap ticket.

• The Buick Envista is a new subcompact, near-luxury SUV at an affordable price.
• I recently drove a 2024 Envista in its mid-tier Sport Touring (ST) trim.
• I was impressed by the Envista's elegant looks, surprisingly upscale cabin, and good fuel economy.

With the average price of a new car at just under $50,000, good, affordable cars, especially SUVs, are hard to come by these days.

But they are out there.

One example is the Buick Envista, which is all-new for 2024. It's not only the most affordable of the brand's quartet of near-luxury crossover SUVs; it's one of the lowest-priced offerings in the General Motors portfolio.

I recently reviewed a 2024 Buick Envista Sport Touring (ST) with an as-tested price of $29,070. I was impressed by the Envista's elegant design, surprisingly upscale cabin, and good fuel economy.

Here are 14 features that help make the Envista a great small SUV on a budget.

Sleek styling

The Envista's front-end design is bold and elegant. The Envista's front fascia draws heavily from Buick's recent Wildcat EV concept car and features thin "wing"-shaped LED running lights flanking the brand's newly redesigned Tri-Shield logo.

Its raked rear roofline blends seamlessly into the vehicle's overall design. Unlike many contemporaries, the Envista doesn't look like an SUV with part of its roof lopped off.

Affordable price point

The base Buick Envista in Preferred trim starts at $22,400, while the range-topping Avenir trim starts at $28,600.

My mid-tier Envista Sport Touring starts at $24,100. Freight fees, premium options, and upgraded Moonstone Gray Metallic paint elevated the Korean-made crossover's as-tested price past the $29,000 mark.

Tiny efficient engine

All Envistas are powered by a 1.2-liter, turbocharged, direct-injected three-cylinder engine that produces 137 horsepower and 162 lb.-ft. of torque.

The turbo three, shared with the Chevrolet Trax, is mated to a shiftable six-speed automatic transmission and drives only the front wheels. The little engine isn't the most powerful motor around and can feel overmatched when Envista is loaded with passengers and cargo.

However, it does deliver solid fuel economy. My Envista ST test car boasted EPA fuel economy figures of 28 mpg city, 32 mpg highway, and 30 mpg combined. I was able to easily achieve 30 mpg in mixed driving during my time with the Buick.

Upscale cabin

The Envista's cabin is well designed with solid material quality. The Envista's cabin is a masterclass in delivering an upscale experience on a budget. Buick clearly saved where it could, with hard plastics dominating the lower portions of the interior and going with a single-zone climate control system instead of a multi-zone unit.

But they didn't cheap out for the high contact areas. The armrests and the steering are covered in soft-touch faux leather. There are different patterns and designs to break up the visual monotony of a black plastic cabin.

As a result, their penny-pinching didn't really detract from the user experience.

Standard digital instrument display

The Envista comes standard with an eight-inch digital information display instead of a traditional gauge cluster, a rarity for vehicles at this price point.

ST branded seats

The heated black leatherette front seats feature Santorini Blue accents and "ST" branding on the headrests.

Standard Apple CarPlay

All Envistas come with an 11-inch infotainment touchscreen featuring standard wireless Apple CarPlay and Android Auto compatibility.

Stylish steering wheel

In front of the driver is a stylish flat-bottom steering wheel. As with other recent GM products, there are handy audio controls on the back of the steering wheel.

Remote start

The Envista's engine can be started remotely by pressing the "curved arrow" on the Buick key fob.

Remote Start was part of a $1,195 convenience package that also included heated power seats, keyless entry, and a heated steering wheel.

Spacious rear seats

The Envista's rear cabin offers great room for a vehicle of its size. With 38.7 inches of legroom, the Envista offers 2.5 inches more than the rival Mazda CX-30 and six inches more than the Toyota Corolla Cross.

Even with the raked roofline, headroom is more than adequate for most adults.

Teen driver mode

The Envista comes with a special Teen Mode that, when activated, can limit the vehicle's top speed, emit warnings when exceeding a pre-set speed, limit the audio volume on built-in and paired devices, and prevent the vehicle from shifting out of Park for 20 seconds when the seat belts have not been buckled.

Flexible storage

Open the power rear lift gate, and you'll find a solid 20.7 cubic feet of cargo space behind the rear seats. The Envista's 60/40 split rear bench seats fold down to expand cargo capacity to 42 cubic feet.

Spare tire

Spare tires are becoming increasingly rare these days, especially in lower-priced vehicles where the manufacturer is trying to keep the price point under control. So I'm glad Buick/GM has decided to keep them instead of giving us a can of fix-a-flat.

Safety and driver-assistance tech

The Envista ST comes standard with the Buick Driver Confidence Package, which includes IntelliBeam headlamps, a following distance indicator, forward collision alert, lane keep assist with lane departure warning, automatic emergency braking, and front pedestrian braking.

To add adaptive cruise control, lane change alert with side blind zone alert, and rear cross-traffic alert, you'll have to spend $595 on the Advanced Safety Package.

• Nissan and Honda are reportedly in talks to merge.
• Nissan's lack of hybrids has affected the success of popular models like the Rogue.
• Honda has seen big sales increases for popular models with hybrid offerings.

A potential tie-up between Nissan and Honda could solve one big problem for Nissan: a lack of hybrids.

That's what dealers who spoke with Business Insider said this week amid reports that the Japanese automakers are in talks to create a new global auto goliath. Nissan is one of few car manufacturers in the US without a hybrid or plug-in hybrid offering, despite taking an early lead in EV sales with the Leaf in 2010.

Green car shoppers have turned away from EVs in favor of hybrid models this year, leaving Nissan with unpopular and unprofitable battery-powered offerings in the Leaf and Ariya SUV.

Nissan dealers have dealt with slumping sales all year, particularly for the brand's top seller, the Rogue. Once a segment leader, sales of the Rogue fell 10% through the first nine months of the year compared to the same period last year, according to company data.

And dealers say they're losing customers to Honda and Toyota, which have hybrid versions of their CR-V and RAV4 SUVs.

One dealer with both Nissan and Honda stores says it's "painfully obvious" that Nissan is losing customers to brands with more hybrids. The dealer didn't want to be identified, but Business Insider confirmed his identity.

He said it has become common for a Nissan shopper to migrate to the Honda store after they realize there aren't any hybrids.

Following disappointing sales results in the first quarter, Nissan CEO Makoto Uchida acknowledged the hybrid blind spot, saying during an earnings press conference that until last year, Nissan wasn't able to predict the rapid rise in demand for hybrids. The company has said it is shifting efforts toward hybrid offerings, but dealers and automotive industry experts say that change could take years.

Meanwhile, Honda is riding the hybrid wave this year as customers gravitate toward the hybrid versions of the CR-V SUV and Civic sedan. Just this month, Honda said it has plans to double its global hybrid sales to 1.3 million vehicles by 2030, as it aims to create a "bridge" to EV adoption.

Dealer skepticism over another auto merger

While details of a potential tie-up between Nissan and Honda remain scant, some dealers are wary of yet another global auto merger. In separate statements, the companies didn't comment specifically on the reports, pointing instead to a March announcement in which they said they were exploring "various possibilities for future collaboration."

Adam Lee, a dealer in Maine with several major brands, including Nissan, Honda, and Chrylser, said he's grown cynical about promised "synergies" after experiencing several different mergers as a Chrysler dealer.

"Show me a merger where the synergies actually existed, and I'll show you something that doesn't exist," Lee said. "I'm trying to give them the benefit of the doubt, but I tend to be cynical about anything like this."

Chyrsler-owner Stellantis is in the middle of a tough transition right now, as the CEO who led the merger of Fiat Chrysler and PSA stepped down suddenly at the start of the month. Before that, Chrysler lived through a messy marriage with Germany's Daimler in the late 1990s and early 2000s.

Lee said Nissan could probably use some help with hybrids and other plug-in models but argued: "You don't necessarily need to merge to do that."

• FedEx will spin off its freight business into a new publicly traded company.
• FedEx Freight will separate from FedEx over the next 18 months.
• Express delivery services have seen slowing demand for their services.

FedEx is spinning off its freight arm into a new publicly traded company.

Called FedEx Freight, the new company will handle large cargo, while FedEx will continue to handle the parcel shipping business that shoppers might be more familiar with as their holiday packages arrive.

The separation will happen over the next 18 months, FedEx said in a statement on Thursday. Shares of FedEx jumped about 9% in after-hours trading.

"Through this process, we will unlock value for our Freight business and position FedEx to create even greater value for stockholders," CEO Raj Subramaniam said in the statement.

FedEx also cut its profit estimates for its 2025 fiscal year in earnings released on Thursday and cited a "challenging demand environment." It said it had seen lower-than-expected FedEx Freight revenue and profit as "sustained weakness in US industrial production continued to pressure less-than-truckload industry demand."

The spinoff will allow FedEx to focus more on the parcel shipping market, it said in its statement.

Bloomberg reported in October that the company, along with rival UPS, has faced less demand this year for next-day shipping as many customers look to save money with slower options.

TuSimple has completed its pivot away from autonomous trucking to AI animation and gaming with a rebrand. The company shall henceforth be known as CreateAI.  The rebrand comes as TuSimple is embroiled in controversy over the company’s plans to move its remaining U.S. assets to China to fund the new business, which it initially announced […]

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Welcome back to TechCrunch Mobility — your central hub for news and insights on the future of transportation. This will be the last newsletter of 2024! But don’t worry, we’ll be back in 2025 — sign up here to get it in your inbox every week. Thank you for reading and your emails. I love […]

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• The FAA banned drone flights across wide swaths of New Jersey.
• Thousands of reports of drone sightings have sparked concerns among residents and local officials.
• Federal officials have repeatedly said most of the sightings were crewed aircraft operating legally.

The Federal Aviation Administration has temporarily banned drones from flying over most of New Jersey.

The restrictions, which are in effect until January 17, affect more than 22 communities across the Garden State and prevent drones from flying within 1 nautical mile of the restricted areas.

"At the request of federal security partners, the FAA published 22 Temporary Flight Restrictions (TFRs) prohibiting drone flights over critical New Jersey infrastructure," the agency told Business Insider.

The news comes after thousands of reports of "mystery drones" over the US East Coast for the past month have sparked concern from locals and lawmakers.

Officials have repeatedly said most of the drone sightings are lawfully operated crewed aircraft.

Incidents of lasers being pointed at aircraft have also increased. The FAA said the number of lasers pointed at planes over New Jersey increased 269% in December compared with the same month last year.

"Misidentification often occurs when UAS are mistaken for more familiar objects such as manned aircraft, low-orbit satellites, or celestial bodies like planets or stars," the FBI said Monday in a statement, referring to unmanned aircraft systems.

There are over 1 million legally registered drones in the US. Federal regulations already prohibit drones from operating too close to an airport or flying higher than 400 feet without authorization.

• China Airlines ordered nearly $12 billion worth of Boeing and Airbus widebody aircraft.
• The deal is worth about $7.4 billion to Boeing, with China Airlines as its newest 777X customer.
• Boeing is still trying to certify the now at least six year delayed 777X.

Boeing has added another customer to its 777X backlog as the planemaker continues to work toward certification of the long-delayed widebody.

Taiwanese carrier China Airlines announced a nearly $12 billion order for 10 Boeing 777Xs, 10 Airbus A350-1000s, and four 777X freighters on Friday.

This is the first order Boeing has secured for the 777X since Korean Air and Qatar Airways announced deals for the jet in July.

According to a filing, the order is worth about $7.4 billion to Boeing at list prices and is likely a sign of relief for the struggling planemaker and its delayed 777X — a setback that has already put Boeing at least $1 billion in the hole.

The yet-to-be-certified 777X, which will come in two passenger variants, was already five years behind schedule when a labor strike halted production for over seven weeks this fall and further pushed the timeline back to at least 2026.

Quality control and 777X design issues haven't helped. Boeing finally restarted production of its 767 and 777 models on Wednesday.

The 777X is designed as a more fuel-efficient replacement for the classic 777. Thanks to its longer wings, more powerful engines, and revolutionary folding wingtips, the 777-9 variant China Airlines bought is designed to fly up to 426 people across nearly 8,400 miles.

Along with the 787 Dreamliner, the potentially lucrative 777X is key to Boeing's reputational and financial recovery.

However, the 777X's delays have forced airlines to fly older jets for longer. It has also opened the door for Airbus to sell its readily available rival A350.

"Emirates has had to make significant and highly expensive amendments to our fleet programs as a result of Boeing's multiple contractual shortfalls," Emirates president Tim Clark told Business Insider in October after the latest 777X delay.

Emirates received its first A350 in November. It was initially supposed to follow the 777X but will now lead the airline's long-haul expansion.

China Airlines joins a dozen other global buyers, like Emirates, Qatar Airways, and British Airways. No US airline has ordered the 777X because its size and range don't fit into the business models.

Data from the manufacturers shows about 1,350 global orders for the A350 and about 500 for the 777X.

Tesla is evaluating multiple Texas cities where it wants to test a long-promised robotaxi service, including Austin, according to emails obtained by Bloomberg News. An employee has apparently been in touch with Austin officials since May, and recently held an event in December to “train first responders on how to best work with Tesla’s autonomous […]

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