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Volkswagen settled its diesel deception involving almost 500,000 U.S. automobiles, paying dearly to satisfy car owners affected by the emissions scandal.

What it hasn’t done is make whole its very best customers — those who own its pricier brands, which nevertheless run on smog-spewing engines.

Anand Jobalia, a hotel and home developer in Daytona Beach, Fla., is still paying $1,300 a month on his 2014 Porsche Cayenne. The SUV originally cost $81,531. Now he can’t find a buyer willing to offer more than $42,000, including the Porsche dealership where he bought it.

“I’d have a very hard time buying another Porsche at this point,” Jobalia said. “When you spend this kind of money, the least you can expect is some communication when something like this happens.”

Volkswagen has agreed to fork over about $10 billion in a settlement with U.S. regulators to buy back most of its dirty diesel models at generous rates. But that deal applies only to the company’s 2.0-liter diesel engine, a staple of Volkswagen’s eponymous product line, Jettas, Passats, and Beetles. The company has yet to address the emission cheating in its larger, 3.0-liter diesel engines, which were bolted into Porsches and Audis that cost two and three times more than an entry-level Volkswagen.

In addition to Porsche’s Cayenne, the larger diesel engine went into recent Audi sedans –A6, A7, A8; Audi SUVs — Q5, Q7; and the Volkswagen Touareg. It was particularly popular among Porsche fans. At one time, diesel Cayennes accounted for 15 percent of U.S. Porsche sales.

All told, roughly 85,000 vehicles are waiting for resolution on the larger engine. Joe Rice, a South Carolina attorney appointed to represent the class of plaintiffs, contends that Volkswagen is being more nonchalant this time around.

“These owners are very frustrated, and they feel like they’ve been abandoned,” Rice said. “Granted, Volkswagen has had a lot on their plate … but it’s self-inflicted, and they just need to gear up and deal with it.”

James Kohm, director of enforcement at the U.S. Federal Trade Commission, said an appropriate resolution would be a settlement similar to the one hammered out for the smaller engines. Volkswagen, however, hasn’t started negotiating over its Porsches and Audis.

“Right now, we’re in litigation mode,” Kohm said. “And we think we have an extremely strong case.”

Although far fewer customers are still awaiting a payout, they paid far more for their cars. The sticker price on a 2015 diesel Jetta started around $21,640, while a diesel Cayenne went for almost triple that amount. Audi’s Q7 commanded at least $53,400 in the 2015 model year. “It’s a big case,” Kohm said. “You’re still talking about billions of dollars.”

‘Working cooperatively’

Porsche said in an e-mailed statement that it “continues working cooperatively with all regulatory authorities.” Audi sent a similar statement.

The longer the scandal goes on, the more likely it is to tarnish the company’s blue-chip brands. After all, there’s no scarcity of choice for someone looking to spend more than $50,000 on a vehicle. Porsche, in particular, is Volkswagen’s treasure. It’s still seen as the architect of both the best-performing cars and the best-built cars. In J.D. Power rankings, the brand tops the list on performance and design and is second only to Lexus on dependability.

Car aficionados tend to get a bit breathless when they talk about Porsche. And they aren’t wrong. Close the door on a contemporary Porsche, and you’ll know what they’re talking about. It’s a six-figure “thwump” that sounds as if it were designed by NASA.

Porsche is also one of the world’s most profitable car companies. Part of that is a result of the price premium commanded by its brand. But it also comes from the clever engineering of a massive conglomerate: Porsche engineers can occasionally tuck Volkswagen parts under all its lustrous metal. A chassis here, a turbo there, or, in the case of the Cayenne, a devious diesel engine.

Reputational protection

Porsche wisely never put the pilloried engine in any of its sports cars, which no doubt will help it maintain some momentum through the diesel fallout. The Cayenne, to purists, is a kind of a compromise — a junior-varsity Porsche, or perhaps a Porsche Light. The line workers in the brand’s Slovakia plant could bolt old Pontiac Aztek engines into the Cayenne, and thousands of the Stuttgart faithful would still clamor for a 911.

Indeed, Porsche-pining doesn’t seem to have slowed much. In the 11 months since the VW diesel scandal broke, Porsche sold 5.2 percent more cars than in the year-earlier period, even without diesel SUVs. And for Audi, sales barely dipped over the same period.

Nevertheless, our Florida home developer won’t be buying another Porsche. Jobalia has been hankering for another sports car, something similar to the 911 he owned. But if he decides to treat himself, he says, the first test drive will be in a Maserati.

Read more: http://www.autonews.com/article/20160818/OEM11/160819830

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WASHINGTON — Hitachi Automotive Systems Ltd. agreed to plead guilty to fixing the price of shock absorbers installed in U.S. autos, and to pay a criminal fine of $55.48 million, the Justice Department said in a statement on Tuesday.

Hitachi had pleaded guilty in 2013 to fixing the price of starters and other auto parts, the department said.

According to a complaint filed in the U.S. District Court for the Southern District of Ohio, Hitachi Automotive worked with unnamed competitors from the mid-1990s to 2011 to decide who would provide shock absorbers to which buyers and to coordinate prices.

Suzuki Motor Corp. and Toyota Motor Corp. were the customers, the complaint said.

The Justice Department has been investigating price-fixing in the auto supply chain for at least six years and it has now become the largest such criminal prosecution in U.S. history.

Including Hitachi Automotive Systems, 46 companies and 64 executives have been charged in the division’s ongoing investigation and have agreed to pay a total of more than $2.8 billion in criminal fines, the Justice Department said in today’s press release.

Similar price-fixing investigations have been ongoing in Europe and Asia.

Automotive News contributed to this report.

Read original: http://www.autonews.com/article/20160809/OEM10/160809807/hitachi-automotive-to-pay-$55.5-million-fine-for-role-in-u.s.-price

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Photo credit: Stef Schrader My racecar was built with burritos. Hot gooey spicy finger-lickin-good burritos. Its easy to eat with your hands when youre busy and easier yet when the closest fast-ish food to your project car is a Freebirds. How can something so wholesome cheesy and good be the likely end of me? Jasons grody Senior Week post where he may or may not have drank windshield wiper fluid reminded me that oh man Ive had worse. Not in that quantity but certainly much nastier. There wasnt a sink at the shed where I was working on the Porsche 944 for the longest time. So I generally just washed my hands before ordering a burrito and called it good enough but sometimes I sat down and noticed that my nails werent adequately scrubbed or that I bit into something gritty that tasted like chewed-up timing belt mid-lunch. Heres what I can think of just off the top of my head: That time I changed a fuel line and the gas smell somehow didnt leave my hands and arms for days. That time I decided to clean up the 944s plastic timing and balance belt covers for probably the first time since the car was built in 1984. Brake jobs. All of them. Ever. All the times Ive gone somewhere reeking of Cucumber Melon PB Blaster because I have tried and failed to cover the leftover PB Blaster stank with scented lotion. Oil changes that trap unreachable grime under every fingernail for at least two or three days. That time one of you jamokes thought it would be hilarious if I licked Magnus Racings Porsche 911 race carafter it had just been cleaned with Brutal Toxic Awful Cleaner Spray Crapand then got ultra-sick the next day. That week-long rush-push to try getting the 944 ready to race in the August heat where I covered myself head-to-toe in filth from sweating under the car all day. That time an large container of oil sprung a leak inside one of the bins in my living room basically turning my apartment into the post-Deepwater-Horizon-disaster Gulf of Mexico. One of many toxic fluids that may or may not drive me to an early grave. Photo credit: Stef Schrader Whenever I stick my finger inside the 944s coolant reservoir to see if theres still coolant in the system and then forget about it. Every time I handle that spare set of brake calipers that I keep meaning to rebuild someday and coat my fingers in a thin layer of brake fluid that I usually mindlessly wipe on my pants. Sometimes I think to wear gloves! That glove smell though. Latex bits. Nitrile whatever. Theres something there I shouldnt rub on a burrito then eat. A vain attempt at stripping out a previously flooded 944 shell before ultimately deeming it too rusty and selling it to another 944 racer. Any work beneath the car where I encounter the thick gooey crust of accumulated oil and sediment on the bottom of the cars engine. Every time I have to go on an insect-killing rampage with pesticides in my race car after spotting spiders or hornets. Several attempts at fixing the leaky fuel filler neck in the 944 where I coated my hands in gas. The oil metal and rubber combo-smell that just wont leave my hands after replacing front-of-engine seals. You know the rule with burritos: if it oozes on your fingers its only polite to lick it off. You are allowed. Its practically burrito ettiquette. My current crapcan racing 944 is an awesome car that I bought out of the comment section of my very first article as a Jalopnik contributor. It was a commenters project that had sat for some time so we went through it with a fine-tooth before it ever saw a lap on trackjust to be sure. It took forever to get that car together. Thus I have eaten a butt-ton of burritos in my life. Holy crap man. I am going to die. This has been me coming to grips with my own very stupid mortality. RIP me. Read original:http://thegarage.jalopnik.com/all-the-gross-toxic-automotive-chemicals-i-m-pretty-sur-1785235115 Contact us for a cash for cars quote The post All The Gross Toxic Automotive Chemicals Im Pretty Sure Ive Ingested appeared first on http://cork.cashforcarsireland.com/ via Cash For Cars - Locations http://cork.cashforcarsireland.com/gross-toxic-automotive-chemicals-im-pretty-sure-ive-ingested/

Apple is adding an experienced automotive software developer to its ranks and perhaps changing the focus of its secretive automotive division.

Bloomberg is reporting Apple hired former BlackBerry employee and co-founder of QNX Dan Dodge, who will work in the software team of Apple’s automotive project.

Dodge brings considerable experience to Apple. The company he co-founded developed the mobile operating system used by BlackBerry smartphone, and more importantly, the in-vehicle information and entertainment systems used in many Volkswagen, Daimler and Ford vehicles.

Dodge co-founded QNX in 1980, which was later sold to Harman International in 2004 and then to BlackBerry in 2010. At Apple, Dodge will reportedly work on the software team of Project Titan and report to John Wright. Project Titan is reportedly now led by long-time Apple executive Bob Mansfield, who reports directly to Tim Cook.

Bloomberg is also reporting that Project Titan, Apple’s supposed automotive project, is shifting focus to developing self-driving software and away from manufacturing a complete vehicle, though it’s unclear if the focus was really shifted. Apple has yet to publicly announce Project Titan and the original roadmap and intent was never revealed.

If true, Apple will be entering a field quickly gaining more players. Many OEMs from Tesla to Mercedes-Benz to Ford are developing their own self-driving platforms. A few startups have also taken on this challenge including Cruise, which GM purchased in March 2016, and noted iPhone hacker George Holtz’s self-driving company, Comma.ai.

Original article: https://techcrunch.com/2016/07/28/apple-hires-founder-of-qnx-software-systems-for-automotive-project/

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There are some seriously outrageous cars coming to Pebble Beach this year. It’s all too much, boggling the mind with priceless Ferraris, Porsche and BMW race cars, and pre-war delights galore. If shrinking things down to a more manageable scale lets you wrap your brain around the excitement a little more easily, feast your peepers on these gorgeous carved marble sculptures of some of our favorite automotive legends.

The man behind the marble is Kellen Silverthorn, who will be showing 12 of his distinctive one-block sculptures at The Quail on Friday, August 19. His process involves selecting a great car, and then matching the ethos of the car with a particular kind of sourced marble from around the world. Next comes milling the general outline of the car using a computerized robot, followed by painstaking inlay work and then final finishing.

FRANKFURT — Tens of millions of vehicles sold by Volkswagen AG over the past 20 years are vulnerable to theft because keyless entry systems can be hacked using cheap technical devices, according to European researchers.

Computer security experts at the University of Birmingham have published a paper outlining how they were able to clone VW remote keyless entry controls by eavesdropping nearby when drivers press their key fobs to open or lock up their cars.

Vehicles vulnerable to this attack include most Audi, VW, Seat and Skoda models sold since 1995 and many of the approximately 100 million VW Group vehicles on the road since then, the researchers said. The flaw was found in car models as recent as the Audi Q3, model year 2016, they added.

“It is conceivable that all VW Group (except for some Audi) cars manufactured in the past and partially today rely on a ‘constant-key’ scheme and are thus vulnerable to the attacks,” the paper argues.

The only exception the researchers found were cars built on VW’s latest MQB production platform, which is used in its top selling model, the Golf VII, which they found does not have the keyless flaw.

A VW spokesman said that the current Golf, Tiguan, Touran and Passat models are not vulnerable to the attack.

“This current vehicle generation is not afflicted by the problems described,” VW spokesman Peter Weisheit said in a statement, without commenting on the risks to other models.

In their published paper, the researchers did not identify the auto parts subcontractor responsible for manufacturing the affected keyless systems for VW and potentially other car makers. VW declined to comment on its supplier relationships.

The disclosures come as Europe’s largest automaker struggles to overcome its biggest-ever corporate scandal, after it admitted to manipulating diesel emissions tests in about 11 million vehicles globally.

Others vulnerable

Attackers can use cheap and widely available tools for grabbing radio signals, according to the three researchers from the University of Birmingham in central England and a fourth affiliated with the University of Bochum in Germany.

Cars from other manufacturers may share these flaws, including some model years of the Ford Galaxy, the security researchers said.

A spokesman for Ford Europe had no immediate comment.

The reports’ authors said they had focused on mass-market models and did not analyze in detail VW’s luxury brands including Porsche, Bentley, Lamborghini and Bugatti.

Researchers including University of Birmingham computer science lecturer Flavio Garcia said they disclosed their findings to VW Group from November and met the company and the subcontractor involved in February.

VW Group received a draft and a final copy of the research paper before publication and have acknowledged the vulnerabilities, the authors said.

The Wolfsburg-based automaker confirmed it has had a constructive exchange with the researchers and that they had agreed to withhold details that savvy criminals could use to break into cars.

Restraining order

In 2013, VW obtained a restraining order against a group of researchers including Garcia to prevent publication of a paper detailing how anti-theft car immobilizers used by more than 20 different automakers were vulnerable to hacker attacks.

That research was eventually published in 2015 after the authors agreed with VW to remove a pivotal detail that would have allowed low-tech thieves to figure out how to carry out the attack.

The latest paper, entitled “Lock It and Still Lose It: On the (In)Security of Automotive Remote Keyless Entry Systems,” is scheduled to be presented at the prestigious Usenix computer security conference in Austin, Texas, on Friday.

Find original: http://www.autonews.com/article/20160811/OEM06/160819963/keyless-systems-of-older-vw-cars-can-be-hacked-researchers-say

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The auto industry’s self-driving revolution has spurred the biggest two years of automotive supplier takeovers in a decade, with more coming as parts makers struggle to keep up with the pace of technological transformation.

The total value of automotive supplier deals in 2015 and 2016 was $74.4 billion, according to data compiled by Bloomberg, with each of those years far exceeding the $17.7 billion annual average in the previous 10 years. The number of transactions valued at $500 million or more also skyrocketed to 18 last year, triple the level of the previous decade. There have been 11 such deals so far this year.

The driving force behind the wave of consolidation is the pressure to keep up with the shift toward autonomous driving that started about five years ago. Suppliers need the know-how to help cars see their environment much as a human pilot would, which means sensors, cameras and radar, plus the computing power to comprehend the waves of data and share some of it, like traffic conditions, from vehicle to vehicle. Meanwhile, parts makers are getting cheaper, with economic uncertainty and Brexit concerns driving share prices down.

“Automotive bankers are definitely spending more time in places like Silicon Valley,” said Christian Kames, Citigroup Inc.’s head of investment banking for Germany, Austria and Switzerland, and the global co-head of automotive. “The focus areas are electronics, communications and software. In the past, most suppliers didn’t really have that kind of technology, but they now know they need to have it to set the industry standards for the future.”

Infotainment next

Up next could be deals in infotainment, which would give parts makers access to the all-important interface between driver and vehicle. With a number of smaller players, the sector is attractive because combinations probably wouldn’t raise the concern of competition regulators, said Chris McNally, a London-based analyst at Evercore ISI. Companies that could be bought either wholly or partially include Harman International Industries Inc., Visteon Corp. and Delphi Automotive Plc, he said.

“I think we’ll probably see a few more interesting deals over the next year or so,” McNally said. ZF Friedrichshafen AG, Continental AG and Robert Bosch GmbH have relatively little exposure to infotainment, he said.

Last week’s slate of deals show where the industry is headed. ZF, fresh off last year’s $12.9 billion purchase of TRW, the industry’s biggest in eight years, took a 40 percent stake in radar supplier Ibeo Automotive Systems GmbH and bid 4.41 billion kronor ($515 million) on Aug. 4 to win brake maker Haldex AB away from German competitor SAF-Holland SA. The day before, Samsung Electronics Co. was said to be in advanced talks to buy some or all of auto parts maker Magneti Marelli from Fiat Chrysler Automobiles in a potential $3 billion deal. If successful, it would be Samsung’s first automotive purchase.

Buy now

“If you don’t buy now, and boost your capabilities for autonomous driving and for connected cars, there’s no second chance,” said Dietmar Ostermann, director of the automotive practice at PWC. “Because the others will.”

The shift toward electric vehicles will also drive deals, especially as industry leaders announce ambitious targets, said Axel Hoefer, a managing director at Goldman Sachs Group Inc. in Frankfurt. Volkswagen AG CEO Matthias Mueller is aiming for as much as one-quarter of its global sales to be battery-powered vehicles by 2025.

“Put yourself in the shoes of a traditional supplier,” Hoefer said. “A gradual shift is fine. But if it’s a steep change, that will put lots of people under pressure.”

China rush

In addition to the rush to acquire technology, increased appetite from China is driving deals, according to bankers. For example, Ningbo Joyson Electronic Corp., a Chinese supplier to several of the world’s largest automakers, agreed in February to buy U.S. air bag maker Key Safety Systems for $920 million.

“The targets for my clients sit in Silicon Valley, while the buyers for my clients are in China,” Hoefer said.

Autonomous functions will take a leap forward in the next few years. BMW AG is working with chipmaker Intel Corp. and camera-software company Mobileye NV to bring a car to the road by 2021 that can cruise highways autonomously. Volvo Car Group is promising the same. Continental, Europe’s second-biggest car-parts supplier, is working on its own BMW-style cooperation. The industry’s profit expectations for shared self-driving cars have helped make ride-sharing provider Uber Technologies Inc., which is testing autonomous vehicles in Pittsburgh, the world’s most valuable startup, worth about $62 billion.

Fastest-growing

Continental bought Elektrobit Oyj’s automotive software division for 600 million euros ($665 million) last year. This month, the company said orders for autonomous systems, including products that use Elektrobit technology, leaped 50 percent to 1.2 billion euros, making the area its fastest-growing business.

“If you think back five years ago, nobody knew such products would exist,” Continental CFO Wolfgang Schaefer said in an interview.

As the sector shifts from supplying car seats and exhaust pipes to offering camera software and sensors, new entrants like Samsung will speed the rate of change. At the same time, companies that aren’t profitable enough to keep up could be snapped up by larger competitors looking to grow while saving costs as well as set up a better negotiating position with automakers.

“If a company isn’t innovative and its products aren’t unique, they won’t survive in the shark tank that is the auto supply sector,” said Peter Fuss, a partner at EY’s automotive advisory unit.

Original article: http://www.autonews.com/article/20160810/OEM10/160819993/self-driving-cars-spur-more-automotive-m%26a-in-silicon-valley

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UPDATED: 7/26/16 5:01 pm ET – adds details, remarksMobileye NV, an Israeli maker of driving-assistance chips and software, posted a surge in second-quarter earnings and revenue, but said its contract with Tesla Motors Inc. would not be renewed after it expires.

The news sent Mobileye shares plunging more than 13 percent in early trading. The shares ended the day down 8 percent to $45.33. Both Tesla and Mobileye are followed closely by investors and analysts on Wall Street because of their future potential for developing autonomous driving technologies.

“Mobileye’s work with Tesla will not extend beyond the EyeQ3,” Mobileye said in a statement, referring to its chips that provide image analysis for Tesla’s Autopilot technology, which helps drivers steer and stay in lanes.

“We continue to support and maintain the current Tesla Autopilot product plans,” Mobileye said.

The company did not say when its current contract with Tesla will expire.

Neither Mobileye nor Tesla would say which company initiated the move.

Mobileye’s plans come at a time when the electric car maker’s Autopilot is facing scrutiny from regulators following a fatal accident in May.

Tesla in a statement said only that it was “transitioning to internally developed software for the camera portion of Autopilot.”

Fully autonomous driving requires a “paradigm shift” in terms of complexity and the “need to ensure an extremely high level of safety,” Mobileye Chief Technology Officer Amnon Shashua told investors during the company’s second-quarter conference call.

“There is much at stake here, to Mobileye’s reputation and to the industry at large,” he said. “We think that that’s not in the interest of Mobileye to continue with Tesla in that area.”

Tesla is “not material” to Mobileye’s financial results, he said.

Musk’s response

Tesla CEO Elon Musk said Mobileye’s agreements with other automakers prevent it from keeping up with Tesla’s pace of development.

“Mobileye’s ability to evolve its technology is unfortunately negatively affected by having to support hundreds of models from legacy auto companies,” the CEO said in an e-mailed statement. “This was expected and will not have any material effect on our plans.”

In a December blog post, Tesla said Mobileye’s EyeQ3 chip, which is used in the Model S and Model X, “is the best in the world at what it does, and that is why we use it.”

Reputation risk

“We believe that Mobileye may be concerned about their own reputation risk with Tesla potentially trying to push the technology beyond what it was meant to do,” Joseph Spak, an analyst with RBC Capital Markets in New York, wrote in a note to clients. “We don’t believe this will portend other automakers taking similar actions.”

Mobileye, which is working with about two dozen global vehicle manufacturers, said it planned by 2020 to offer a hardware/software system that can gather, fuse and analyze data from 20 different sensors, including cameras, lidar and radar.

Tesla has eschewed the laser-based lidar sensors that many manufacturers are incorporating into their self-driving systems, electing instead to focus on cameras, radar and ultrasonic sensors.

Musk said in his latest “master plan” last week that his company planned to make fully autonomous vehicles in the future.

BlueStar Indexes, which manages a U.S.-listed Israeli tech fund, said Tesla accounted for less than 1 percent of Mobileye’s current revenue and about 2 percent of projected 2019 sales. Compared with clients such as Volkswagen AG and General Motors, “Tesla’s impact is quite small,” BlueStar said.

Q2 gains

Mobileye, meanwhile, reported sizable gains in earnings and revenue for the second quarter, helped by strong sales and higher prices for the EyeQ chip line.

The company said net income surged 76 percent to $26.9 million while revenue grew 59 percent to $83.5 million.

Mobileye CEO Ziv Aviram said the company won new business at all levels during the first half of the year from its automated driving (ADAS) and road experience management (REM) products.

“In addition to winning new ADAS programs and new tier-one partnerships, we have begun an expansion of our value proposition by creating partnerships with automakers and others in order to bring fully autonomous driving to volume production within the next five years,” Aviram said in the company statement.

“The BMW/Intel/Mobileye partnership is the first significant collaboration of this type and we anticipate others. Overall, we believe we have made important progress in advancing our strategy of securing a significant, long-term presence in all levels of autonomous driving.”

Read More: http://www.autonews.com/article/20160726/OEM06/160729901/mobileye-says-tesla-contract-wont-be-extended%3B-tech-supplier-posts-76-

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Browse the performance numbers for any McLaren supercar and you’ll be impressed, but how is the brand performing as a relatively new member in the high-pressure club of exotic automakers? Quite well, actually. McLaren North America just reported its sales for the first half of 2016, and the graph looks much like a horsepower chart from a 675LT dyno pull (as in trending dramatically up and to the right).

Sales are already up 78 percent from January to June 2016 compared to the same timeframe last year, while the McLaren North American dealer network is 23 percent larger and employee headcount is up 68 percent. The new 570S, McLaren’s high-volume model, launched late in 2015 and only contributed 30 sales last year. But its availability throughout 2016, along with the company’s growing Certified Pre-Owned sales (they’ve doubled so far this year) should help the brand move more than 1,000 cars this year in North America alone.

The name McLaren has been associated with high-performance sports cars for over 50 years, starting with Bruce McLaren’s high-profile win as a Ford GT40 driver at the 24 Hours of Le Mans in 1966. The company Bruce started has collaborated on high-performance sports cars ever since, including the McLaren F1 from the 1990s and the Mercedes-Benz SLR McLaren from the 2000s. Over the next 6 years McLaren Automotive plans to invest $1 billion and launch 15 all-new cars or derivatives, many of them featuring hybrid technology.

Read More: http://www.forbes.com/sites/kbrauer/2016/07/21/mclaren-automotive-becoming-major-force-in-exotic-car-market

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