Category: Brands

Mitsubishi’s Director for Product Planning in North America, Cason Grover, revealed to The Drive recently the brand was interested in the mid- and compact-sized pickup truck market in the US.

The last truck Mitsubishi sold in the US was the Raider, which ended in 2009. The Raider was produced by Chrysler Group at the time and was largely based on the Dodge Dakota. Carson admitted that if Mitsubishi were to sell a truck on our shores again, a similar arrangement with another manufacturer might have to be made in order to circumvent the dreaded Chicken Tax, which is a retaliatory 25-percent tariff on light trucks imported into the US that Lyndon B. Johnson signed in response to Europe’s tax on American chicken imports. 

The most logical partner for a joint venture that would get Mitsubishi the truck it wants is Nissan, which builds the Frontier mid-size pickup in Mississippi. Both companies are part of the global Renault–Nissan–Mitsubishi Alliance and the Mitsubishi Outlander and Nissan Rogue already share a platform. In fact, The Drive points out that this same platform could be used to build a unibody pickup, much like the popular Ford Maverick and Hyundai Santa Cruz, in the US.

Mitsubishi already produces a successful truck called the Triton that’s sold elsewhere in the world. Its history goes back decades and it was even sold in the US long ago as the Mighty Max and then the Dodge Ram 50. Particularly popular in the Australian and Asian markets, the Triton’s most recent newsworthy moment was winning the 2022 Asia Cross Country Rally.

Carson, though, frames the issue with Mitsubishi selling a truck in the US again this way: 

“At the end of the day, we don’t have U.S. manufacturing right now, and fundamentally the Chicken Tax is [an obstacle to importing pickup trucks],” Grover said. “You can’t just wedge that [global Triton] into somebody else’s plant over [here].

We would love to see Mitsubishi return to selling trucks in the US, if for no other reason than it would diversity its monolithic lineup of SUVs. 

Mercedes-Benz is celebrating the production of its 22 millionth vehicle in its Sindelfingen plant. The vehicle in question is a red EQS 580 4Matic, which rolled off the production line at Factory 56 in Germany earlier this week. Work at the factory started in 1919 and it’s been the center of excellence for luxury car production for Mercedes since 1946. 

The Sindelfingen plant is the location where the automaker builds its most luxurious vehicles. These include the S-Class with combustion and electrified engines, as well as the Mercedes-Maybach S-Class. The E-Class, GLC, CLS, S-Class Guard, and Mercedes-AMG GT 4-door are also assembled at the same production site. Mercedes is especially proud of the fact that the factory is highly flexible and new drivetrains can be quickly and easily integrated into the running line. 

“I congratulate my colleagues in Sindelfingen on the impressive production anniversary of 22 million vehicles. Flexible, digital, efficient, and sustainable: Sindelfingen is and remains our center of excellence for luxury-class vehicles in the global production network. Sindelfingen has an impressive history, while at the same time being ideally positioned for the future: the lead plant in the top-end luxury segment will produce models using the electric AMG.EA platform from 2025 onwards,” comments Jorg Burzer, Mercedes executive responsible for production and supply chain management.

The Sindelfingen factory was originally established as an aircraft factory in 1915 and it wasn’t until 1919 that production of vehicles started at the location. The first model on the production lines was the Mercedes-Knight 16/45. In the 20s and 30s, large-scale production was established and Sindelfingen reached record capacities in 1966 when twice as many vehicles were built for a single year as in the entire period between 1946 and 1952. 

More recently, the plant built its 20 millionth vehicle, an S-Class S500 PHEV, in 2015 when around 37,000 people were employed at the site. The successor to that model went into production in 2020, followed by the all-electric EQS the following year. In 2022, Mercedes also started production of the latest generation GLC.

BMW Group is intensifying its efforts to transition to e-mobility and is poised for further growth with the introduction of its next generation of vehicles, the Neue Klasse. The company aims to reach 50 percent of its worldwide sales of fully-electric vehicles ahead of its target of 2030.

To achieve this, BMW is investing in the expansion of its international production network, including the construction of a new assembly center for high-voltage batteries in San Luis Potosí, Mexico. This investment of 800 million euros (or around $866 million with the current exchange rates) is expected to create around 1,000 new jobs.

The BMW Neue Klasse vehicles will be produced in Debrecen, Hungary starting in 2025 and later in the main plant in Munich. The production in San Luis Potosí will start in 2027. BMW recently announced an investment of $1.7 billion in the expansion of its Spartanburg production site in the US, with a billion dollars designated for electric vehicle production and 700 million for a new battery assembly center in Woodruff. The company aims to build at least six fully-electric models in the US by 2030.

The new battery assembly center in San Luis Potosi will span an area of 85,000 square meters (914,932 square feet) and employ more than 500 workers, producing next-generation batteries for fully-electric vehicles. The plant, which went operational in 2019, already produces three models for 74 global markets, including the BMW 3 Series, 2 Series, and M2.

The San Luis Potosi facility is highly flexible, allowing for minor adjustments to incorporate the new vehicle architecture. It is equipped with a second shift starting in April, adding 500 new jobs to the plant’s workforce. BMW’s master plan for production, the BMW iFactory, emphasizes flexibility and efficient processes.

The Neue Klasse vehicles will be powered by new, round lithium-ion battery cells specifically developed for the sixth generation of BMW eDrive technology. These batteries will offer an increased energy density of over 20 percent and improved charging speed and range by up to 30 percent. The CO2 emissions from cell production will be reduced by up to 60 percent due to the use of renewable energy sources and secondary materials like lithium, cobalt, and nickel.

Of the approximately 214,000 orders Jaguar Land Rover has at the moment of writing, about a quarter are for the Defender. Available in 90, 110, and 130 body styles, the reputable off-roader is made at a factory in Slovakia. To reduce the backlog of orders, JLR has added a third shift at the plant in Nitra where it builds the go-anywhere SUV. The Mercedes G-Class competitor has been the company’s most popular vehicle in the last seven quarters.

As it’s been the case with most automakers, supply bottlenecks have hampered JLR’s day-to-day operations. Much like high-end brands, it has prioritized vehicles with higher profit margins, hence why manufacturing at the Slovakian factory has not been affected. The Discovery is also built there but wholesale figures (sales to dealers) were at a record low in Q4 2022, at just 1,924 units.

Although the Defender is doing better than ever, one would argue the lineup is not complete. A pickup truck has been on and off ever since the current generation was launched near the end of 2019. It’s still unclear whether it’ll happen, but Nick Collins, Jaguar Land Rover’s executive director of vehicle programs, told Autocar to “watch this space” about a Defender truck. However, that was two years ago. A recent rumor indicates Mercedes will launch a G-Class ute, but nothing is official at this point.

According to JLR’s “Reimagine” plan, an electric Defender is in the works and will be out later this decade. The Discovery and Range Rover are also set to receive a new version that will do away with the combustion engine. No fewer than six EVs from Land Rover are planned to arrive this decade, with the first one scheduled for a 2024 release.

Speaking of electric models, Jaguar intends to become an EV-only brand in 2025.

Deliveries of the Alfa Romeo Tonale aren’t supposed to start in the United States until the second quarter of this year but the crossover is already enjoying very strong demand. So much so that the automaker is reportedly adding a second shift to its Pomigliano factory in Italy where the Tonal is produced.

In the same plant, Stellantis also builds the Fiat Panda and the manufacturer is cutting a shift from the production of the small car. Soon, the same assembly line will also become responsible for the Dodge Hornet, which is essentially a rebadged version of the Tonale. The Italian crossover is currently sold in Europe and Japan, and will soon arrive on US shores where it has a starting price of $42,995 for the entry-level Sprint trim.

The Pomigliano factory had a strong 34 percent increase in its output last year to a total of 165,000 units, of which 20,000 were Tonales. With the addition of a second shift for the crossover, the Tonale output will increase to about 400 units per day. The announcement also means the 1,600 workers that were temporarily laid off from the plant will return to work.

In its first year on the market, the Tonale registered 11,171 sales in Europe but it was announced back in November last year that the pre-orders for the model have reached 35,000 units. On the Old continent, the model is sold with a plug-in hybrid, mild-hybrid, and diesel engines, as opposed to the United States where only the PHEV powertrain is available. The electrified mill pairs a small 1.3-liter turbocharged gasoline engine with an electric motor for a total output of 285 hp.

The Tonale is part of Alfa Romeo’s plan to have at least 40 percent of its sales coming from outside Europe by the end of the decade compared to just 18 percent in 2021. The closely related Dodge Hornet is also expected to generate strong sales with early estimations showing more than 40,000 potential sales per year. 

With 365,135 units sold, the CX-5 was by far Mazda’s most popular product last year when total deliveries went down by 13.3 percent to 1,116,107 vehicles. Even though sales of the crossover declined by 4.4 percent year over year, the volume it generated was still more than double compared to the Mazda3, which came in second at 173,619 cars. Despite being the company’s best-selling product, it might not live to see a third-generation model.

When asked about what the future has in tow for the CX-5, the model’s product manager Mitsuru Wakiie had a surprising answer: “I’m not sure whether we are going to introduce a CX-5 or not, so I can’t give you any details.” He declined to elaborate, but discontinuing the model after the current generation runs its course would be a surprise seeing as how it’s number one in sales by a significant margin.

That being said, lest we forget the slightly larger and more spacious CX-50 joined the lineup at the beginning of last year. In addition, 2022 saw the unveiling of a CX-60 riding on a newly developed rear-wheel-drive platform with inline-six engines and support for plug-in hybrids. Not only that, but the CX-60 will spawn a CX-70 version for the United States later this year.

The CX-5 received a nip and tuck for the 2022 model year, which implies it’s going to stick around for at least a couple of years. Your guess is as good as ours about what will happen after that, but Mazda could be concerned about an internal clash between three similarly sized SUVs that might cannibalize sales. Let’s keep in mind the Zoom-Zoom company already sells the CX-3 and CX-30 while a CX-80 will join the CX-8, so depending on the region, Mazda has more than a few SUVs available.

Elsewhere, cars have been put on the back burner since the prospects of a next-gen Mazda6 are not looking great. The Japanese marque has already ruled out the idea of using its RWD architecture with six-cylinder engines for an all-new midsize sedan. Launched a decade ago, the current-gen model is still being sold in some markets in both sedan and wagon flavors but its future doesn’t look bright.

Speaking of cars that are getting a bit long in the tooth, the Mazda2 has been on sale in its third iteration since 2014 and was recently given a facelift. It means the supermini will remain on sale for a while in its current form and will be sold in some markets such as Europe alongside a rebadged Toyota Yaris Hybrid.

For upwards of 40 years, Bowling Green, Kentucky has been the birthplace of new Chevrolet Corvettes. The facility started with the then-new 1984 C4 Corvette, and it continues today with C8 assembly. Much of the plant was upgraded to make that happen, which is mentioned along with other interesting Corvette details in a new 42-minute feature from savagegeese on YouTube.

Through this video, we learn that Corvette production is quite different from other Chevrolet vehicles and not just because the engine is behind the driver. For example, the process begins with individual body panels getting painted right away, then sent off for assembly sometime later. While this is happening, the aluminum tub is manufactured (technically it’s the only Corvette component manufactured at the plant – everything else is merely assembled). The tub goes to the trim department where the interior, glass, and similar items are fitted.

Next up is the chassis area where the drivetrain is installed. The LT2 V8 used in the Stingray and E-Ray come to Bowling Green already assembled and ready to go, but the 5.5-liter LT6 for the Z06 is hand-built on-site. The high-revving engine is dyno tested for 20 minutes to make sure everything works as it should before heading to chassis for installation.

Suspension and undercar panels are also installed in the chassis area, then the car finally lands on the moving “skillet” for assembly of all its painted body panels. Completed cars receive a final inspection before rolling off the line for dynamic testing. Provided there are no hiccups in the process, it takes two days to build one new Corvette from start to finish. At capacity, the Bowling Green line churns out 200 cars each day.

In addition to showing aspects of assembly, the video also includes interviews with many plant leaders in various roles. We’re offered more insight into Z06 engine builds, categorizing and installing the many Corvette options and packages, supply chains for the factory, expected times and speeds for production, and more. In short, it’s a fascinating look at how America’s enduring sports car comes together from an outside perspective.

Mazda launched the CX-90 today, but it won’t be the only new model it reveals this year. The automaker has plans to expand its lineup with yet another crossover, Mazda confirmed with Motor1.com. It’ll be called the CX-70 and utilize the CX-90’s platform. It’ll also be smaller than the company’s newest crossover and offer two rows of seats.

The CX-90 will be America’s first encounter with the automaker’s mild-hybrid turbocharged 3.3-liter inline-six engine, but it won’t be its only one. The powertrain makes a combined 340 horsepower (253 kilowatts) and 369 pound-feet (500 Newton-meters) of torque, and Mazda makes all-wheel drive a standard feature across the range regardless of the engine choice. Mazda also offers the crossover with a plug-in hybrid setup that pairs a 2.5-liter four-cylinder with a 17.8-kilowatt-hour battery and an electric motor to develop 323 hp (241 kW) and 369 lb-ft of torque.

Mazda will likely utilize the two engines in the new CX-70, but there’s little else we know about the model. When Mazda launched the CX-60 in Australia, it launched it with a 3.3-liter gasoline engine. A company spokesperson told CarExpert that the mill would arrive with different specifications in the US inside the CX-70.

The automaker could give each powertrain a new tune for the smaller crossover, adding distance between it and the CX-90 in the lineup. It’s also unclear how the CX-70 will look compared to its platform mate. Many of Mazda’s newest models share similar styling motifs, and we expect the CX-70 to follow that path. Mazda North America President and CEO Jeff Guyton told Autoblog that the old CX-7, which was in production from 2006 to 2012, would be the closest relative to the CX-70, but it’d also be a stretch.

Guyton told the publication that Mazda would release the CX-70 this year. Sadly, the automaker didn’t provide an exact date. We also don’t know when the CX-90 will go on sale other than sometime later this year. Mazda is a small automaker in a crowded industry, and styling is one way for it to stand out. Now it needs to get these fresh models to showroom floors for customers to buy.

Honda is the latest automaker to report its production numbers for 2022. The company built 3,870,161 vehicles for the year, which was down 6.4 percent from 2021. The automaker reports this is the fourth consecutive year-over-year decrease.

Honda built 643,973 vehicles in Japan, which was up 4.6 percent. It exported 76,704 of those products – a 15 percent increase. In the United States, it assembled 831,908 automobiles – a 2.9 percent drop.

In terms of sales, Honda moved 983,507 vehicles in the United States in 2022. This was a 32.9 percent decrease from 2021 when it moved 1,466,630 autos in the country. The figures were split between 881,201 units of Honda-branded models and 102,306 from the Acura brand.

Honda’s bestseller in the US was the CR-V. The company delivered 238,155 of them, which was down 34.1 percent from the previous year.

Acura’s strongest-selling vehicle was the MDX. It moved 46,425 units, which was a 22.7 percent drop.

Looking toward the future, Honda will introduce more electrified vehicles. A new Civic Hybrid is on the way to the US in sedan and hatchback body styles. The automaker isn’t yet providing powertrain details, but the e:HEV model in Europe has a 2.0-liter combustion engine and two electric motors with a total system output of 181 horsepower (135 kilowatts) and 232 pound-feet (315 Newton-meters) of torque.

The Prologue electric crossover is coming for the 2024 model year riding on General Motors’ Ultium platform. While it looks fairly compact in photos, the EV has a 121.8-inch (3,094-millimeter) wheelbase, which is even more than the 111-inch (2,820-mm) Passport. Inside, there’s an 11-inch (279.4-mm) digital instrument cluster and 11.3-inch (287-mm) infotainment display. Powertrain details aren’t available yet.

Acura will get its own Ultium-based EV that will revive the ZDX moniker. Fewer details are available about it than the Prologue.

Acura is also preparing the Integra Type S for folks looking for a more exciting version of the little sedan. It has a turbocharged 2.0-liter four-cylinder with an output “over 300 horsepower,” according to the company. A six-speed manual routes the output to the front wheels.

For some discussion about the Honda Civic Type R, check out this episode of Rambling About Cars:

In its top trim, the GMC Hummer EV is absurdly fast for something that weighs over 9,000 pounds. It should come as no surprise that it takes a lot of power to shoot the Humvee to 60 mph in about the same time as a Chevrolet Corvette Stingray, but it’s still something of a shock when you hear a GMC executive put that into perspective.

That’s exactly what GMC and Buick Global Vice President Duncan Aldred did today at GMC’s business roundtable in Detroit. Speaking to reporters, he conceded that the Hummer EV’s size and power needs are basically that of two normal electric vehicles in GM’s growing electric portfolio. More than chip shortages or labor issues, battery availability could have repercussions on production if supplies become more strained than they already are.

“What is more a limiting factor is the amount of battery cells that are available,” said Aldred. “We are looking very carefully at which product lines we put those in. As you can imagine, Hummer EV is a pretty heavy user of battery cells when you compare it to, really, any other EV in the GM portfolio. You almost get to a point where one Hummer could be two of something else within the GM EV stable of products.”

In its highest form, the GMC Hummer EV features a 212-kWh battery pack. That’s over three times the size compared to the Chevrolet Bolt, and double the size of the Cadillac Lyriq and Chevrolet Blazer EV. Crosstown competitor Ford installs a 131-kWh battery pack in top trims of the F-150 Lightning. Meanwhile, going Plaid in a Tesla Model X requires a 100-kWh pack. When the Chevrolet Silverado EV and GMC Sierra EV arrive, they will offer packs similar in size to the Hummer.

The irony of the Hummer EV’s thirst for electricity certainly doesn’t go unnoticed. Our colleagues at InsideEVs recently had the chance to fast-charge a nearly-depleted Hummer EV through an Electrify America charger. It took approximately 2.5 hours to finish, adding 224 kWh of power at a cost of nearly $100.