VW Group to pay $96.5M to settle inflated fuel economy lawsuit – gpgmail


VW Group of America said Friday it has reached an agreement with thousands of U.S. customers over alleged inflated fuel economy information on about 98,000 gas-powered vehicles from its four brands, Audi, Bentley, Porsche and Volkswagen.

The agreement involves alleged misinformation about fuel economy on 98,000 vehicles, or about 3.5% of the model year 2013-2017 VW Group vehicles sold or leased in the United States. The fuel economy will be restated to reflect a discrepancy of one mile per gallon, when rounded according to the U.S.-specific “Monroney” label requirements, according to the EPA.

Most of the vehicles affected by the overstatement of fuel economy were from Audi, Bentley and Porsche, including the 2013, 2014, 2015 and 2016 Audi A8L, RS7 and S8 vehicles. Other affected models include variants of the Porsche Cayenne such as the Cayenne S and Cayenne Turbo.

Volkswagen does not admit wrongdoing under the terms of the settlement.

Eligible customers will receive payments ranging from $5.40 to $24.30 for each month the vehicle is owned or leased. The total value of the settlement, which is subject to court approval, is $96.5 million, according to VW.

Volkswagen Group of America will also adjust its Greenhouse Gas credits to account for any excess credits associated with the fuel economy discrepancy.

Potential claimants will have to submit a claim to receive compensation. However, owners do not need to take any action at this time. Individual class members will receive information about their rights and options (including the option to “opt out” of the settlement agreement) if the court grants preliminary approval of the proposed agreement, according to VW.


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Porsche Taycan sets fastest 4-door electric car record at Nürburgring Nordschleife – gpgmail


Porsche’s upcoming all-electric Taycan has set a narrow, yet notable record lap time at the famous Nürburgring Nordschleife test track in Germany.

The company said Monday the Porsche Taycan, which will debut Sept, 4., completed the 12.8-mile course in 7 minutes and 42 seconds. This is the fastest lap for a four-door electric vehicle. The record time was set in a pre-series Taycan driven by Lars Kern.

But it’s not the fastest lap for any electric vehicle. That honor goes to Volkswagen’s ID R electric race car, which completed the course in 6:05.336 minutes. The previous record was set in 2017 by Peter Dumbreck, who was driving a Nio electric vehicle.

Still, it’s a zippy time for any vehicle. Porsche has set out to show the speed and endurance of its first electric vehicle ahead of its debut. Porsche says its record run at Nürburgring-Nordschleife and an endurance test the Nardò high-speed track show the Taycan can both.

Earlier this year, Porsche tested the Taycan’s ability to do successive acceleration runs from zero to 62 miles per hour. A video shows 26 successive starts without losses in performance. The average acceleration figure from the timed runs was under 10 seconds, according to Porsche. The difference between the fastest and slowest acceleration runs was 0.8 seconds, the company said.

The German automaker also drove 2,128 miles at speeds between 128 and 133 mph within 24 hours, only stopping to charge the battery and change drivers, at the Nardò track in Italy.

At Nürburgring-Nordschleife, development engineers started driving a Taycan around in a simulator to test and evaluate its performance on a virtual race track. Porsche said one of the main goals was determining electric energy with thermal management, which form an important contribution to achieving the lap time.

Porsche is aiming to prove to its existing customers, many of whom have never driven or owned an electric vehicle, that the Taycan will meet the same performance standards as its gas-powered cars and SUVs. It also hopes to attract new customers to the Porsche brand.

It appears the company is on the right track, if the thousands of reservations for the Taycan convert into actual purchases.


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Driving Volkswagen’s all-electric ID Buggy concept – gpgmail


The VW electric ID Buggy concept is delightful and bright, stout and smiling. It’s a vehicle fit for the sunshine and sand dunes, or perhaps a less committing slow roll along the beach.

And so my first drive in a prototype of the all-electric buggy — along the coast near Spanish Bay in Monterey, Calif., — was tinged with sadness. After all, the ID Buggy is just a concept. It’s not meant for this world. At least not right now.

There is still a chance that the ID Buggy will make it to production. VW is already in talks with “at least one company” to bring the buggy into production, gpgmail confirmed.

The global debut of the ID Buggy concept at the 89th Geneva International Motor Show in March was meant to showcase VW’s electric future and demonstrate the versatility of its modular electric drive toolkit chassis, or MEB. The MEB, which was introduced in 2016, is a flexible modular system — really a matrix of common parts — for producing electric vehicles that VW says make it more efficient and cost-effective.

The first vehicles to use this MEB platform will be under the ID brand, although this platform can and will be used for electric vehicles under other VW Group brands such as Skoda and Seat. (The MEB won’t be used by VW brands Audi or Porsche, which are developing their own platform for electric vehicles.)

VW has shown off several ID concepts. Some of these, like the ID Crozz and ID Buzz are going into production. A production version of the Crozz is coming to the U.S. at the end of 2020. Others, like this buggy, are not currently on the production track.

Driving the ID Buggy Drive

The ID Buggy is simple, and that’s exactly what it should be. No clutter or whiz-bang creature comforts. Instead, this leisure vehicle inspired by the 1960s era Meyers Manx has no roof or doors — although a tarpaulin can be stretched between the windscreen frame and the Targa bar as a sun sail or light weather protection. Without doors, the driver climbs in, and with relative ease, depending on one’s general fitness and flexibility.

The ID Buggy towers over its inspiration — the iconic Meyers Manx buggy that became popular among the California beach-and-surf culture of the 1960s.

The ID Buggy was also a quieter, smoother ride than the Meyers Manx. I also spent some time in a classic bright red buggy with a four-speed manual transmission and gas engine that might have been a touch carbureted. While the Manx roared as I shifted into first and peeled away, the electric ID Buggy was silent and smooth as it rolled out of the sandy parking lot.

vw id buggy wheel

The main detail inside the ID Buggy is the lack of features and do-dads. The hexagonal steering wheel, shown above, isn’t littered with toggles; there are just a couple of controls on the crossbar. A small integrated stock to the right side of the steering wheel allows the driver to move the vehicle into drive, reverse and park. A digital instrument cluster provides the basic information like speed.

Even the brake and accelerator pedals continue this stripped-down design story. 

The dashboard and the passenger area are just as void of features. This lack of “stuff” is more about function than form, although the matte green and textured grey blue at the bottom does make a visual statement. The ID Buggy is meant to be driven in the elements, rain or shine. And so designers made the interior waterproof.

vw buggy dash

Under the ID Buggy’s body is where the good stuff lives.

The rear-wheel drive buggy is outfitted with an electric motor that produces 201 horsepower and a maximum torque of 228 pound-feet. It has a 62-kilowatt-hour battery that can travel 155 miles (under the WLTP standard) on a single charge. There is not an EPA estimate for the range. It can accelerate from a standstill to 62 miles per hour in 7.2 seconds.

Unfortunately, this prototype had a kill-the-thrill speed limiter on it, scuttling my plans for a zippy ride along the coast.

Still, the ID Buggy offered a fun and easy, breezy ride. It handled the curves of the roads with ease and its wide body and higher rear end provided a sense of security even while driving amid other much larger passenger cars.

vw buggy id front

Building the ID Buggy

It’s unclear what company, or companies, are in talks to produce the buggy. VW wouldn’t give names; not even the ocean breeze and cloudless sky or the endless supercar eye candy were enough to loosen the lips of VW employees during Monterey Car Week.

It’s possible that this unnamed company is e.Go Mobile. VW announced in March that e.Go Mobile would be its first external partner to use its MEB electric platform to launch other EVs in addition to Volkswagen’s model range. A dedicated vehicle project is already being planned, VW said at the time.

A VW spokesperson told gpgmail there’s no decision about which car will be produced under this partnership with e.Go Mobile. It could be the buggy; it could also be some other vehicle.

And then there’s Ford. Earlier this year, the two automakers announced a partnership that includes Ford producing electric cars based on the MEB developed by Volkswagen.

The VW folks on the ground in Monterey did express hope that a third party does build the buggy, or a modified version of it. As one spokesperson later told gpgmail, “As the drive in Monterey showed, the Buggy is a great ambassador for Volkswagen and for e-mobility. I am sure it would find a lot of customers.”

In the end, the ID Buggy is a sleek cruiser rather than a beach bomber like the 1960s original. It successfully demonstrates the versatility around VW’s electric platform. After all, Volkswagen foresees critical parts in the ID Buggy used to power multiple consumer electric vehicles in the near future. And it’s a fair assumption the ID Buggy’s production cousins will have a bit more gadgets, including silly things like doors.


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Shell’s first electric vehicle fast charger lands in Singapore – gpgmail


Royal Dutch Shell, the energy giant known for its fossil fuel production and hundreds of Shell gas stations, is creeping into the electric vehicle-power business.

The company’s first DC fast charger launched Monday at a Shell gas station in Singapore. Greenlots, an EV charging startup acquired by Shell in January, installed the charger. This is the first of 10 DC fast chargers that Greenlots plans to bring to Shell service stations in Singapore over the next several months.

The decision to target Singapore is part of Greenlots’ broader strategy to provide EV charging solutions across all applications throughout Asia and North America, the company said. Both Shell and Greenlots have a presence in Singapore. Greenlots, which based in Los Angeles, was founded in Singapore; and Shell is one of Singapore’s largest foreign investors.

Singapore has been promoting the use of electric vehicles, particularly for car-sharing and ride-hailing platforms. The island city-state has been building up its EV infrastructure to meet anticipated demand as ride-hailing drivers and commercial fleets switch to electric vehicles.

Greenlots was backed by Energy Impact Partners, a cleantech investment firm, before it was acquired by Shell. The company, which combines its management software with the EV charging hardware, has landed some significant customers in recent years, notably Volkswagen. Greenlots is the sole software provider to Electrify America, the the entity set up by Volkswagen as part of its settlement with U.S. regulators over its diesel emissions cheating scandal.


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Inside Voyage’s plan to deliver a driverless future – gpgmail


In two years, Voyage has gone from a tiny self-driving car upstart spun out of Udacity to a company able to operate on 200 miles of roads in retirement communities.

Now, Voyage is on the verge of introducing a new vehicle that is critical to its mission of launching a truly driverless ride-hailing service. (Human safety drivers not included.)

This internal milestone, which Voyage CEO Oliver Cameron hinted at in a recent Medium post, went largely unnoticed. Voyage, after all, is just a 55-person speck of a startup in an industry, where the leading companies have amassed hundreds of engineers backed by war chests of $1 billion or more. Voyage has raised just $23.6 million from investors that include Khosla Ventures, CRV, Initialized Capital and the venture arm of Jaguar Land-Rover.

Still, the die has yet to be cast in this burgeoning industry of autonomous vehicle technology. These are the middle-school years for autonomous vehicles — a time when size can be misinterpreted for maturity and change occurs in unpredictable bursts.

The upshot? It’s still unclear which companies will solve the technical and business puzzles of autonomous vehicles. There will be companies that successfully launch robotaxis and still fail to turn their service into a profitable commercial enterprise. And there will be operationally savvy companies that fail to develop and validate the technology to a point where human drivers can be removed.

Voyage wants to unlock both.

Crowded field


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