If you have a hankering for a hunchbacked Bimmer, itd be a good idea to mosey down to your local dealer post-haste. BMW is axing three models for 2020, including a couple of five-door models.Gearheads know Munich has long abandoned any semblance of sense when it comes to naming its vehicles. For a spell, it tried to tell us cars starting with an odd number were sedans and the evens were coupes.Trouble was, the company quickly polluted its lineup with Gran Turismo and Gran Coupe versions, the latter of which was essentially a four-door version of a two-door version of a four-door car they were already building? GTs, on the other hand, added height and a hatchback to a variety of models.Clear as mud? Yeah, most customers thought so, too, apparently. For the 2020 model year, BMW is discontinuing the 3 Series Gran Turismo, the 6 Series Gran Turismo and the 6 Series Gran Coupe.That GC is about the only model for which this author will shed a tear, as it was a sensuously-styled tourer that coddled when asked and lit a fire on the road when prodded. The 3 Series Gran Turismo was the most expensive non-M 3er in this country, starting at a heady $51,050. At that price, you best be certain most customers walked straight over to the row of X4 crossovers sitting on the dealers lot. The 6 Series Gran Turismo was likely in the same boat, stickering at $76,700 in this country, a good five grand higher than the X5.The company is posting healthy sales numbers in Canada so far this year, with Julys tally of 2,722 units a 0.4-per-cent increase over the same month in 2018. Year-over-year numbers are less rosy, with the BMW brand down about six per cent, or 1,307 units through the first seven months of
Origin: BMW axes a trio of models for 2020
News Roundup: Ford’s 7.3-litre V8, a drop-top Challenger and Canada’s EV uptick
2018 Ford F-250 Super DutyDerek McNaughton / Driving Welcome to our weekly round-up of the biggest breaking stories on Driving.ca from this past week. Get caught up and ready to get on with the weekend, because it’s hard keeping pace in a digital traffic jam.Here’s what you missed while you were away.Ford’s 7.3-litre V8 looks like a beaut’ of a bruteWhile Ford continues to move toward smaller, turbocharged solutions like its EcoBoost engine, it must also keep in mind the needs of those for whom economy comes second to pure brute force and durability in tough conditions: the Super Duty drivers. It’s with them in mind that the Blue Oval put together a new 7.3-litre V8 that this week we learned is good for 435 horsepower at 5,500 rpm and 475 lb.-ft. of torque at 4,000 rpm. Is this a return to form for Ford, or just another gas-guzzling beast? There’s a conversation happening in the comments on this story. Join in. Ontario driver shot in face for giving the middle fingerInvestigators in London, Ontario are offering $10,000 for information leading to the arrest of a suspect of a shooting that took place in broad daylight following what they believe to be an incident of road rage. A 21-year-old local man who’d just left work for the afternoon was shot in the face in his Volkswagen after giving the finger to an aggressive driver in a Chevrolet Cruze. The incident involving the two strangers took place in the vicinity of Royal Crescent and Wexford Avenue around 4 p.m. on May 11. It works — sort of? Canada’s $5,000 EV rebate program is seeing resultsCanadian buyers are starting to come round to the electric vehicle market thanks to the $5,000 national rebate program initiated by the federal government, according to sales numbers analyzed by an expert at the website Canada EV Sales. The numbers may be coming mostly from two provinces – B.C. and Quebec – and they may be small – EVs accounted for four per cent of all vehicle sales in May and June – but they’re growing nonetheless. Transport Canada confirms that some 14,000 EVs have been purchased in Canada since May 1. Chevy is taking chrome wheels off the menu for the Corvette C8Decades from now, when we look back on the elements of automotive style and design that defined the era that was the early 21st century, we will see chrome. Lots and lots of shiny chrome. But that era is over as of right now, according to Chevrolet, which has deliberately neglected to include an option for chrome wheels on its upcoming mid-engined Corvette C8. Apparently the brand doesn’t think the next generation of Corvette drivers wants to wear the same pair of shoes as the last. There’s still a “polished” rim option, but no outright shiny chrome. Sorry, Vin, you had a good run. This dealership built an open-top Challenger The car world is tipping its hat this week to a North Carolina dealer that took the initiative to build the Challenger that Dodge didn’t have the guts to. It commissioned a Florida shop to take a little off the top of three Challenger models, now each listed for sale from US$56,300 to $US64,000 with their retractable soft tops. Both of the automaker’s main U.S. competitors already had convertible versions of their ponies, but Dodge never got around to making the chop. Well, Dodge, don’t bother now, because Keffer Dodge, Chrysler, Ram and Jeep in Charlotte, N.C. has us
Origin: News Roundup: Ford’s 7.3-litre V8, a drop-top Challenger and Canada’s EV uptick
Motorcycle Review: 2019 Honda Rebel 500
2019 Honda Rebel 500Jacob Black / Driving Its the rear brake reservoir that sealed it for me. The detail on this one feature is how you know Honda cared for how this bike is styled; the fit and finish is better than an entry-level bike has any right to be. Im impressed by how much licence Honda gave its designers and how much they let them execute their vision.Is Hondas entry-level cruiser aggressive and polarizing? Absolutely. On an aesthetic scale of V-Rod to CTX, the 2019 Honda Rebel 500 swings toward the V-Rod. It looks tough, and more than one Harley-Davidson owner has given the Rebel an appreciative glance. The high-tilted, 11.4-litre fuel tank is retro cool in spirit, but angled and chiseled in a very modern way. Honda designed this bike from the ground up to make it easy to customize, with a completely removable rear fender and subframe making it even easier to accommodate the plethora of aftermarket options. Im surprised I dont see more variations of this bike on the road, but customers seem to enjoy the stock look. I agree with them.The Rebel 500 shares everything but the engine with the Rebel 300. The 500 is $7,199; the 300, $5,299. If youre lucky, there are still a handful of 2018s on showroom floors, and you might save some money going for one of those. But the fundamental question is, is the 500 worth $1,900 more than the 300? The simple answer is Yes. It doesnt matter that at 188 kilograms, its 20 kilos heavier than the 300, because the 471-cc liquid-cooled twin is one of the smoothest powerplants in the entry-level market. The throttle is well-weighted and the transition from closed throttle to open is wonderfully smooth not always the case with motorcycle fuel injection systems which means newer riders dont have to manage that untidy, herky-jerky feeling you can get with many small and medium engines. Honda has a knack for making bikes idiot proof, and this is a good example of that ethos.In that same spirit, the clutch pull is light and its friction point is quite distinct, making it easy to navigate in town. Theres enough grunt to cut through city traffic and enough top end to keep up on the highway. Though there isnt a tachometer, the 45-horsepower parallel-twin tops out at around 8,500 rpm, giving it plenty of room in the rev range for passing on the highway.ABS is standard, which is appropriate for this class and Id argue any class of street bike. The single, 296-millimetre rotor up front is paired with a two-piston caliper I still think a 188 kg bike should have bigger brakes. The back brake is a 240-millimetre single-piston disc, and feels a lot less wooden than other back brakes. More than on most beginner bikes, I found myself using the back brake as well as the front.The heft of the 500 is well hidden by its low 691 millimetre seat height. Its comparatively long 1,491-mm wheelbase, meanwhile, gives the Rebel more stability and road presence than a 500 ought. Does it handle as well as a sport bike? If you care, you havent read this far. The-41 mm conventional forks and twin rear shocks are adequate and provide good levels of compliance. The wide bars help get the bike tipped in, and ground clearance is more than enough for riders of this class. Road manners are relaxed, and theres plenty of travel to manage the potholes without harshness.There are a few quibbles however. The clutch cover, for instance, intrudes into the right leg area. This is a major flaw in the ergonomics of this otherwise laid-out motorcycle. The other is Hondas habit of putting the horn above the indicator switch on the handlebar. The result is I kept getting flipped off when all I was trying to do was activate the turn signal.The gauge cluster is also a little tricky to read when the sun is shining directly on it. The fuel gauge is a welcome addition but a lot of entry-level bikes now have tachometres and gear-position indicators. This cluster is simple and uncluttered, but decidedly plain compared to some of its competition .Ultimately, the Rebel 500 is exactly the right bike for you if you value aesthetics, even more so if youre looking for something easy to ride comfortable and confidence inspiring that also packs a surprising road presence. There are other entry level bikes for less money but none that are cruisers this well
Origin: Motorcycle Review: 2019 Honda Rebel 500
Mercedes-Benz facing €1bn fine over emissions software
Mercedes-Benz parent company Daimler is facing a fine ranging from €800 million (£740m) to €1 billion (£925m) for diesel emission-related violations, according to German magazine Der Spiegel. Der Spiegel reports the German motor vehicle authority, the Kraftfahrt-Bundesamt, has discovered software deemed to be illegal under existing European Union law fitted to various Mercedes-Benz C-Class and E-Class diesel models, including the popular C220 CDI and E220 CDI. The software is claimed to allow diesel-powered C- and E-Class models to achieve lower NOx and CO2 emissions in controlled climatic conditions at pre-set speeds on a rolling road during testing than in practice on public roads. Der Spiegel says Daimler has been ordered to recall up to 280,000 vehicles. A fine of up to €5000 per vehicle is being considered by the Stuttgart public prosecutor, the German magazine claims. A spokesman for the Stuttgart prosecutor’s office said the investigation into possible diesel emission fraud by Daimler was continuing and would not be concluded before the end of the year. Daimler has declined to comment while the investigation is ongoing. In June, the German motor vehicle authority ordered Daimler to recall 60,000 GLK diesels, bringing the total number of diesel vehicles recalled by the German car maker in relation to software irregularities to more than 760,000. Daimler also faces prosecution by US authorities. In 2016, the US Environmental Protection Agency asked its Mercedes-Benz division to explain high emissions levels in various diesel models. Prosecutors in Germany have enacted administrative orders to impose fines on Volkswagen, Audi and Porsche for diesel emission cheating. In May, the Stuttgart prosecutor fined Porsche €535m and supplier Bosch €90m. This came on the back of the Braunschweig prosecutor imposing a €1bn fine on Volkswagen and the Munich prosecutor fining Audi
Origin: Mercedes-Benz facing €1bn fine over emissions software
New BMW 6 Series GT facelift seen as axe falls in US
BMW’s 2020 model year revisions for the 6 Series Gran Turismo have been seen on a testing prototype – a few days after the model was dropped from sale in the US. The Audi A7 rival is being withdrawn from the North American market alongside its 3 Series Gran Turismo sibling. The latter is no surprise given the 3 Series has now moved to a new generation, but it’s unlikely to be replaced. The niche positioning of the 6 Series GT has meant it’s struggled to find homes all over the world, but the SUV-focused US market has been particularly unkind. Just 65 examples found homes over there in July, compared with 3800 X5s during the same period. By comparison, 428 examples were registered across Europe in July. A BMW UK spokesperson confirmed to Autocar that there are no plans to discontinue the 6 Series GT “within its life cycle”. The model, which shares parts of its underpinnings with the 5 Series and 7 Series saloons, is expected to get similar updates to its siblings (the 2020 5 Series was only seen last week). That will mean external modifications to bring its styling into line, alongside technology upgrades including an updated iDrive operating system. All petrol engines will receive emissions-reducing upgrades including petrol particulate filters. There’s a likelihood a new plug-in hybrid variant could be brought in, too, as part of BMW’s ever-increasing electrification roll-out. Expect more details to emerge before the car arrives some time next
Origin: New BMW 6 Series GT facelift seen as axe falls in US
Additional 25m for onstreet EV charging fund
Additional £2.5m for on-street EV charging fund The government has doubled cash available to local authorities The UK Government has announced an additional £2.5 million in funding for on-street residential EV charge points. Announced by Transport Secretary Grant Shapps today (Monday 12th August), the increased figure doubles the previous commitment from the government, and looks to improve access to EV charging infrastructure for those that don’t have off-street parking. Money will support the on-street residential chargepoint scheme, which was launched in 2017, and provides funds to local authorities to install on-street EV charge points. Systems such as conventional posts, retractable posts, and lamppost conversions are all readily on the market. The scheme has seen 16 local authorities apply for funding to install 1,200 new charge points this year. On-street EV charging is a key factor for many in the overall uptake of electric vehicles, and will help the UK move towards its target of net zero emissions by 2050. Transport Secretary Grant Shapps said: “It’s fantastic that there are now more than 20,000 publicly accessible chargepoints and double the number of electric vehicle chargepoints than petrol stations, but we want to do much more. “It’s vital that electric vehicle drivers feel confident about the availability of chargepoints near their homes, and that charging an electric car is seen as easy as plugging in a smartphone. That’s why we are now doubling the funding available for local authorities to continue building the infrastructure we need to super-charge the zero emission revolution – right across the country.”
Origin: Additional 25m for onstreet EV charging fund
Two new compact Jaguar SUVs on the cards, tipped to use BMW platform
The engine collaboration came hot on the heels of the surprise announcement in June about plans for JLR and BMW to co-operate on the development of powertrains for future pure-electric and electrified vehicles. When that deal was announced, Nick Rogers, JLR’s engineering chief, said: “It was clear from discussions with BMW Group that both companies’ requirements for next-generation EDUs to support this transition have significant overlap, making for a mutually beneficial collaboration.” The enforced move towards electrification is proving extremely expensive for even the most profitable of car makers. Even Mercedes-Benz is seeing premium profit margins vanish because of the cost of new platforms and electrification. Autocar’s source claimed that the latest move beyond EDUs and into sharing engines is intended to allow JLR to reduce its investment in its own Ingenium engine range. That would then allow the company to re-allocate resources to the huge costs involved in what JLR calls ‘ACES’ (autonomous, connected, electric, shared) technology for future vehicles. In truth, most models bigger than a city car will probably have to be plug-in hybrids to meet the 2025 and 2030 EU emissions regulations – and that’s why the prospect of JLR sharing the new BMW FAAR platform is now on the agenda. The FAAR platform BMW’s FAAR architecture, seen most recently on the new BMW 1 Series, has been designed to accommodate petrol, hybrid and full-electric powertrains. The FAAR transverse-engined architecture will in time underpin all front-wheel-drive BMW models and Mini’s entire range. Using it would dig JLR out of a significant future hole caused by the lack of a modern, compact, hybrid platform for 2025 and beyond. Adding JLR’s current small and medium volumes of 250,000 to BMW’s 850,000 or so production of front-drive vehicles will be seen as a handy boost. It would also integrate FAAR family production at BMW’s Oxford plant and JLR’s Halewood facility, which would be backed up by engine and battery production at Hams Hall and electric motor production in Wolverhampton. With the addition of two small Jaguars and a baby Land Rover, FAAR platform volumes could approach 1.5 million annually by 2025. The FAAR architecture looks like a good fit for JLR because it is expected to span cars sized between 4.2m and 4.6m in length. Smaller FAAR-based cars are unlikely because the need to package batteries in the new models means there’s a minimum length for the architecture. For example, today’s Discovery Sport (4.6m) is almost the same length as the current BMW 2 Series Grand Tourer. A Mini Countryman is 4.3m long and a Range Rover Evoque 4.37m. The recently launched second-generation Evoque and updated Discovery Sport are both built on JLR’s Premium Transverse Architecture, which, even though it has been developed to accommodate electrified powertrains, is still an updated version of an older platform. Using BMW’s more modern FAAR platform would potentially offer great economies of scale, reducing production costs. The new models Although details are very thin on the ground, the new baby Land Rover is likely to be an urban-focused – although still highly capable – compact off-roader inspired by the looks of the new Defender. This potentially Freelander-badged car would be able to trace its roots back to the DC100 concept of 2011, which found favour for its fun, compact design but not as a replacement for the Defender, as it was originally intended. The two Jaguars are also likely to be crossovers, one more coupé-like than the other and both sold as part of the Pace SUV family. Inspiration for the lower-roofed new Jaguar might come from the 2003 R-D6 hatchback concept, the first Jaguar design of ex-design boss Ian Callum. The names A-Pace, B-Pace, C-Pace and D-Pace are all available to Jaguar. All three potential models are expected to be priced from around £24,000 and all will be hybrid. Most of the variants will use plug-in technology as part of the move to reduce JLR’s fleet CO2. The key date for the three new vehicles – as well as the third-generation Evoque and Discovery Sport – will be 2025, when the next round of strict and rigorously enforced EU fleet CO2 regulations come into force. Stricter emissions rules At the moment, JLR has a derogation from meeting next year’s 95g/km CO2 EU fleet target, but by 2025, it is likely to be required not only to reduce the average CO2 output of its vehicles to just 80g/km but also ensure that around 15% of its annual output are pure-electric or long-distance plug-in vehicles. If that sounds difficult, from 1 June 2021, the European Commission also intends to use real-world information to monitor actual fuel and energy use. Makers will be expected to supply a model’s VIN details, data on fuel or electrical energy used and the total distance travelled. The EU plans to use the VIN and real-world CO2 emissions to produce a running report
Origin: Two new compact Jaguar SUVs on the cards, tipped to use BMW platform
Used car buying guide: Bentley Turbo R
A Bentley Turbo R looks like 2.5 tonnes of expensive trouble you’d be mad to consider buying except that, bought well, you’re looking at an investment whose running costs aren’t as painful as you might think. How about £420 for the 6000-mile service, £800 for the 12,000 and £1280 for the 24,000? Much more than a Ford Focus admittedly, but the R is a special car and a complicated beast that needs the regular attention of an expert technician. “If it’s been well maintained, costs aren’t too bad at all,” says Adrian Worth of Prestige Services Leeds, a Bentley specialist. “It’s when people bring us something that’s been neglected. In that event, getting an R up to scratch is expensive.” He’s thinking of the kind of Turbo R that, at best, has endured a succession of minor services. Owners might think that at least they’re giving it regular doses of fresh engine oil but Worth is more concerned about things such as the gearbox filter that has been sitting there for mile after mile, clogging up and starving the unit of oil. “In that case, you’re looking at a gearbox overhaul,” he says. Which is all a way of saying only buy a Turbo R that has a full service history, as in all minor, intermediate and major services, or that has had a major overhaul by specialists. Such cars do exist. We found a 1997 Turbo R that, prior to purchase, had had its leather and bodywork restored by a specialist, and under its present owner’s care, its suspension, braking and cooling systems overhauled. It’s for sale at £15,950. For your money, you get a classic, handbuilt, performance saloon trimmed with the finest materials and powered by a turbocharged 6.75-litre V8 producing 296bhp for 0-62mph in around 7.0sec. Subsequent versions developed even more power – the limited-edition Turbo S 385bhp, the even rarer RT 400bhp and, in 1998, a year before production ended, 420bhp in ultra-exclusive RT Mulliner form. The Turbo R was launched in 1985 as a successor to the Mulsanne Turbo. (We found a mint, low-mileage 1984-reg with full service history, previously owned by a rock star, advertised for just £9995.) Alas, it was a bit of a pudding: quick but too soft. The R – it stands for roadholding – fixed that by adopting the Mulsanne’s optional suspension pack and much stiffer anti-roll bars, and wearing low-profile tyres. And so was born the most comfortable but brutish conveyance this side of the Flying Scotsman. Key events include the adoption of antilock brakes and fuel injection in late 1986, and the move to a four-speed GM auto gearbox from the same company’s long-running three-speed 400 in late 1991. A facelifted version with a new fuel injection system was launched in 1995, and after 1996, it was available in only long-wheelbase form. Find a good one and, fingers crossed, it won’t be as expensive to run as perhaps you first imagined. An expert’s view Adrian Worth, director, Prestige Services Leeds: “I joined Appleyard Rippon, a Bentley agent, in Leeds, as a technician in 1974 and left 20 years later to start my own business, with a partner, maintaining Bentleys and Rolls-Royces. I’ve worked on lots of Turbo Rs over the years. Like all prestige cars, they need to be serviced regularly by people who know what they’re doing and what to look for. Preventative maintenance is key to controlling running costs. Never buy one with anything less than full specialist or main dealer history. I’d avoid the early and troublesome carburettor engine.” Buyer beware ■ Engine: Early carburettor models can have failed carburettor gaskets. Post-1996 cars can suffer failure of their rubber head gaskets. Noisy tappets should be replaced with original Rolls-Royce parts. ■ Cooling system: Check the viscous cooling fan works by running the engine to temperature and then switching it off. If it runs on, it should be replaced. Most serious engine problems can be attributed to a failed cooling system. ■ Transmission: Generally reliable. Make sure the filter has been changed regularly. ■ Suspension and brakes: Steering and front suspension are prone to worn dampers, bushes, ball joints and track rod arms. The rear is a self-levelling system using gas springs mounted on top of hydraulic dampers, whose pressure is varied automatically. Over time, the gas in the springs leaks out, making the suspension hard. The height control valves for the hydraulic dampers can fail. If the brake pressure warning illuminates when you depress the brake pedal, the accumulators may be leaking. ■ Body: Doors, bonnet and boot are aluminium and rust can form around handles and badges. Later cars had rubber gaskets separating these steel parts from the aluminium. Check the rubber bumpers aren’t swollen. Replacement sections can be pricey. Also look for body filler. ■ Interior: Ensure everything works, including the air-con. Even simple electrical components cost a fortune. Also worth knowing The Rolls-Royce and Bentley Specialists
Origin: Used car buying guide: Bentley Turbo R
Under the skin: The difference between regular and super unleaded fuel
When you pull into your local filling station, chances are there will be two types of petrol on offer: the cheaper premium grade and pricier super unleaded. So what’s your poison? Go for the super just because it sounds like a good idea, or be thrifty and stick with the premium? The most significant difference between the two is the research octane rating (RON) of the petrol. The octane rating tells you how resistant the fuel is to detonation, known as knocking or pinking. In a petrol engine, petrol is mixed with air, then it’s compressed and ignited by a spark. When that happens, the mixture burns outwards from the point of ignition like a grassland fire (but faster). The burn should be smooth and controlled, but if the mixture is compressed too much, random pockets of the mixture spontaneously detonate too early. It’s audible and can make a sound like dried lentils being poured into a tin can, or a diesel-like knocking noise. A key way of increasing a petrol engine’s performance is by raising the compression ratio, or in a turbocharged engine increasing the boost – or both. Either one increases pressure inside the combustion chamber when the fuel ignites. In older engines, the threshold at which detonation became a threat had to be carefully managed by engine designers and tuners, especially when turbos came along. Then back in 1982, Saab’s engine genius, Per Gillibrand (known as ‘Mr Turbo’), dreamed up Automatic Performance Control. APC listened for the onset of knock by using a microphone attached to the cylinder block – a knock sensor – and monitoring boost pressure and engine revs. Today petrol engines use similar anti-knock systems, but thanks to much faster processors in engine computers they can also use algorithms to predict when knock will occur. Naturally aspirated engines delay the point at which combustion is triggered (retarding the ignition) if knock threatens, all of which brings us back to the question of whether you need to fork out the extra dosh for super unleaded. The answer is, there’s only one real reason to and that is because your car has a high-performance engine or the handbook explicitly says you should use it. Using fuel of a higher octane than your engine needs or can benefit from won’t hurt it, only your wallet. The difference between premium and super unleaded these days is a maximum of two points (97 octane versus 99) and the chance of a modern engine being damaged by the lower of the two is nil. However, the engineers calibrating higher-performance engines and chasing the best performance numbers are likely to have done so using the highest-octane pump fuel available. The higher octane allows the engine to use a higher boost pressure and more aggressive settings to pump out a little more power. With the lower octane, it may back off those settings a tad to stay below the knock threshold. Whether you can notice the difference subjectively, though, is down to how attuned you are to your car. Worst case scenario Extreme cases of detonation can badly damage an engine. This cylinder head from a very highly tuned competition engine looks like it has been nibbled by rats. Rest easy, though, because there’s no chance of anything like this happening to a production car by choosing premium petrol over super unleaded at your local
Origin: Under the skin: The difference between regular and super unleaded fuel
Lawsuit claims older Tesla’s battery capacities are being artificially lowered
You wouldnt know by looking at it, but this Tesla Model S P80D can drive itself A lawsuit recently filed by the owner of a Tesla Model S alleges the California EV manufacturer is artificially limiting the capacity of older Tesla models so it would avoid having to replace defective batteries, Reuters reports.Under the guise of safety and increasing the longevity of the batteries of the Class Vehicles, Tesla fraudulently manipulated its software with the intent to avoid its duties and legal obligations to customers to fix, repair, or replace the batteries of the Class Vehicles, all of which Tesla knew were defective, yet failed to inform its customers of the defects, the lawsuit alleges.It goes on to say that potentially thousands of owners of older Tesla models have had their battery driving ranges lowered by as many as 64 kilometres following a recent over-the-air software update. Plaintiff David Rasmussens 2014 Model S 85 says his battery capacity fell by about 8 kWh, but that he was told by Tesla the degradation was normal. Other owners have said their cars no longer charge to 100 per cent.The automakers defense notes the software update was made after a Model S caught fire in Hong Kong; the incident prompted Tesla to revise its charging and thermal management settings to help further protect the battery and improve battery longevity. The lawsuit counters that Tesla chose to go behind the backs of its customers and use software updates and throttling of the battery to avoid liability in the wake of these vehicle fires involving the overcharging of lithium batteries.Owners have also alleged the reduction in battery capacity has lowered the value of their
Origin: Lawsuit claims older Tesla’s battery capacities are being artificially lowered
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