The Europeans have a nice selection of performance hybrids. I have a new Volvo V60 T8. About 400hp, AWD, and you can drive it as a full EV for 45km. I plug it in at home and rarely ever need the gas engine unless Iâ(TM)m going on a roadtrip.

Iâ(TM)ve been here so long that while looking at Natalie Portman naked and petrified, the hot grits I poured down my pants have also petrified.

A slashdot post about an organization called GNAAS and its not April 1?

Itâ(TM)s not even custom ECU firmware. A tune is merely adjusting calibration parameters and rewriting the table which stores those.

Geely is going to fold both Volvo Cars and Polestar into itself with a complete merger later this year. They will all be just Geely then.

It has everything to do with the safety systems and car design. This is related to their Vision 2020, which is that nobody dies or is seriously injured in a crash in a Volvo anymore. In excess of 180km/h, the probability of death or serious injury in any accident is extremely close to 1. Volvo wants to sell a car that is not going to kill its driver or passengers, regardless of how stupid the driver may be.

No.
Christian and the rest of the folks at Koenigsegg get annoyed when customers treat their cars as things to look at instead of drive. The company makes cars that are meant to be driven, and driven hard.

Literally every car made for the past 30 years available in the US has included computer controlled systems. A modern European car can have *100* independent computers in it. ARM, MIPS, PPC, Aurix, you name it, itâ(TM)s in there, all talking on multiple networks.

The newest chips I deal with in brand new cars is the Infineon TriCore, and those are 20 year old designs. But, they just work. ARM is trying to get into the field with ISO 26262 certified Cortex-A72 based offerings running in lockstep, but for most automotive applications given modern car electronic design, itâ(TM)s overkill and overcomplicated. I am curious to see who the first automaker is to integrate those.

There are few million Volvos on the road with Pilot Assist, which is a Level 2 autonomy system, just like Tesla Autopilot. Volvo does not oversell itâ(TM)s capabilities though and does not try things that are not safe at that level.

Mr. Yakamoto.

For proving functional safety and ISO26262 compliance, you DO NOT want modern complex processors. You want simple, predictable logic. The most advanced safety certified chip youâ(TM)ll find in a car is an Infineon TriCore, and those are 20 year old designs.

Beyond the fact that this is old news, they have already demonstrated what a horrible job they did implementing this. A few months ago, BMW experienced a connected services outage and everyone with an MY19 car discovered that the car does license checks for features like CarPlay on startup. So with connected services out, a bunch of people suddenly couldnâ(TM)t use CarPlay. Did this get fixed in a day? Oh no. BMW couldnâ(TM)t get this figured out for WEEKS. Meanwhile, customers just got to deal with it. Putting this kind of license management and control into the car is a joke, and you should not buy BMW.

American here, living in Sweden.

You're right on. I hold the EU equivalent of a CE-class license in the US, and have had it for almost 20 years. However, I was absolutely amazed at how much I had to do to get a regular AM/B class license in Sweden. It was a lot of hard work, a lot of studying, and a lot of money, but I feel like I am actually a better driver as a result, and I feel like the drivers around me on average are FAR safer than in the US.

Volvo has had this for years, but not in US market cars.