are negotiating to form a government that is likely to include the Green Party, which favors a harder line against China than Angela Merkel, the departing chancellor. MG may be particularly vulnerable to concerns about the mingling of government and corporate interests because its parent company, SAIC, is majority owned by the state.

international car show in Munich in September. “Car brands, wherever they are located, have export business.”

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Ford Will Build 4 Factories in a Big Electric Vehicle Push

The top wage for a Ford assembly line worker represented by the United Auto Workers is $32 an hour under a contract the company and union reached in 2019. Unionized workers at parts factories typically make less than those assembling cars.

Other big automakers are also pouring billions into battery and electric car plants. G.M., which said this year that it aimed to end production of internal-combustion vehicles by 2035, plans to build four battery plants in the United States over the next few years. Ford expects electric models to make up 40 percent of its production by 2030.

Even companies that have resisted electric cars have been changing their tune. Toyota Motor, in a sudden shift in strategy, said this month that it planned to spend billions of dollars over the next decade to build battery factories and hoped to sell two million electric cars a year by the end of the decade. Previously, Toyota planned to focus on making hybrid cars and trucks and expressed doubts that fully electric vehicles would take off.

Several other automakers, including Volkswagen, Mercedes-Benz, BMW, Hyundai and Stellantis, which was formed by the merger of Fiat Chrysler and France’s Peugeot, are also investing billions of dollars to produce electric vehicles.

“All these companies are building battery plants because you have to have your own production if you’re going to make E.V.s in high volume,” said Mike Ramsey, a Gartner analyst. “The fact they are spending billions of dollars means they’re saying: ‘There’s no turning back. We’re really going to do this.’”

But Mr. Ramsey said it was not clear how quickly consumers would embrace electric vehicles, which are still more expensive than conventional cars and trucks even after federal and state incentives. Charging stations will also have to expand significantly as more electric models hit the road.

“There’s grounds to have real concerns about where demand will actually be,” Mr. Ramsey said.

Ford’s new truck plant and battery factory in Tennessee will be in Stanton, about 50 miles northeast of Memphis. To be called Blue Oval City, the campus will cover six square miles, substantially larger than the Ford Rouge plant that Henry Ford built in the Detroit area a century ago. The Tennessee campus is expected to employ 6,000 people and will house suppliers and a battery recycling operation as well as the truck and battery factories. Ford and SK Innovation will invest $5.6 billion at the site.

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Daimler Aims to Build Hydrogen-Fueled Long-Haul Trucks

Carmakers have been promising to scrap the internal combustion engine, and now it’s the truckmakers’ turn. But the makers of giant 18-wheelers are taking a different route.

Daimler, the world’s largest maker of heavy trucks, whose Freightliners are a familiar sight on American interstates, said last week that it would convert to zero-emission vehicles within 15 years at the latest, providing another example of how the shift to electric power is reshaping vehicle manufacturing with significant implications for the climate, economic growth and jobs.

The journey away from fossil fuels will play out differently and take longer in the trucking industry than it will for passenger cars. For one thing, zero emission long-haul trucks are not yet available in large numbers.

And different technology may be needed to power the electric motors. Batteries work well for delivery vehicles and other short-haul trucks, which are already on the roads in significant numbers. But Daimler argues that battery power is not ideal for long-haul 18-wheelers, at least with current technology. The weight of the batteries alone subtracts too much from payload, an important consideration for cost-conscious trucking companies.

online presentation Thursday, Daimler executives announced a partnership with Shell to build a “hydrogen corridor” of fueling stations spanning northern Europe. For shorter-haul trucks, Daimler announced a partnership with the Chinese company CATL to develop batteries, and partnerships with Siemens and other companies to install high-voltage charging stations in Europe and the United States.

Trevor Milton, resigned last year facing accusations he had made numerous false assertions about the company’s hydrogen fuel-cell technology.

Nikola at least demonstrated how eager investors are to put their money into hydrogen trucks. Another example is Hyzon, a maker of fuel cells based in Rochester, N.Y., that has begun offering complete trucks and buses. In February, Hyzon was acquired by Decarbonization Plus Acquisition Corporation, a so-called SPAC that raises money before it has any assets.

Tesla unveiled a design for a battery-powered semi truck in 2017, which the company has said it will begin delivering this year. Tesla, Scania and some other truckmakers are skeptical of hydrogen technology, which they regard as too expensive and less energy-efficient.

The traditional truckmakers like Daimler and Volvo have some advantages over the start-ups. Truck buyers tend to be practical hauling firms or drivers who carefully calculate the costs of maintenance and fuel consumption before they make a decision. Managers of big fleets may also be reluctant to take a chance on a manufacturer without a long track record.

President Biden has been promoting electric vehicles, but has not yet defined what that means for the trucking industry.

Trucking companies, which have depended on diesel for most of the last century, will have to revamp their maintenance departments, install their own charging or hydrogen fueling stations in some cases, retrain drivers and learn to plan their routes around hydrogen or electric charging points.

But Mr. Kedzie said that emission-free trucks also had some advantages. Fuel costs for battery-powered vehicles are much lower than for diesel trucks. Maintenance costs may be lower because electric vehicles have fewer moving parts. Drivers like the way electric trucks perform — an important factor at the moment when there is a driver shortage in America.

Many companies that ship a lot of goods, like Walmart or Target, are trying to reduce their carbon footprints and taking an interest in zero-emission trucks. “There are a lot of potential benefits” Mr. Kedzie said.

Daimler says its aim is to make battery-powered short-haul trucks that can compete on cost with diesel by 2025, and long-haul fuel-cell trucks that achieve diesel parity by 2027.

“In that very moment when the customer starts benefiting more from a zero-emission truck than a diesel truck, well, there’s no reason to buy a diesel truck anymore,” Andreas Gorbach, chief technology officer for Daimler’s trucks and buses division, said during the presentation Thursday. “This is the tipping point.”

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Germany Is Seeing Virus Cases Go Down and Vaccinations Go Up

BERLIN — Dr. Peter Weitkamp placed an ad in eBay’s classifieds last week, offering appointments for an AstraZeneca vaccine — “free/to give away” — to anyone over 60. Many of his own patients didn’t want it, since the German government had spent months questioning the vaccine.

But within a day, his practice in Kirchlengern, in the western state of North Rhine-Westphalia, was inundated with calls from people seeking the remaining 80 to 90 doses, including some offering to drive in from out of state. Another family doctor got a similar response after setting up a drive-through vaccination center in a grocery store parking lot to administer AstraZeneca shots her that her own patients had rejected.

To the doctors, the response was proof that plenty of Germans were willing, even eager, for doses of AstraZeneca. Days later, the German government apparently agreed and relaxed previous restrictions that limited the AstraZeneca vaccine to certain age groups over concerns about rare but dangerous blood clots.

vaccine passport to make travel within the European Union easier and Germany’s upper house of Parliament moving to exempt the fully vaccinated from many restrictions — social distancing and wearing a mask will still be required of everyone — many Germans who qualified for an AstraZeneca shot were reluctant to get one. That was partly because the rival two-dose vaccine from BioNTech and Pfizer could be completed in only six weeks, whereas the recommended wait between shots for the AstraZeneca one was 12 weeks.

“We will make a lot more flexibility possible,” Mr. Spahn told the public television station WDR on Wednesday. “Many people want to have their second shot earlier, with an eye on summer, and that is possible with Astra.”

The Lancet in February said the vaccine provided protection of more than 80 percent if the second shot was administered after 12 weeks, while after less than six weeks, it provided only 55 percent protection.

“The considerable damage to the image of AstraZeneca’s vaccine, which is still unjustified, is also because of the uncertainty caused by the disastrous communication of its possible side effects by politicians and authorities among the population,” said Ulrich Weigeldt, chairman of the German Association of Family Physicians.

German health authorities initially limited its application to younger adults because there wasn’t enough information on how older adults responded. Then they suspended it for several weeks because of reports of cases of blood clots accompanied by low platelet counts, before reintroducing it but only for individuals older than 60.

began reopening retail shops and outdoor dining, at a time when Germans were still wrangling over the terms of a new lockdown. That included nightly curfews to slow a surging third wave of the virus and a cumbersome vaccine sign-up system riddled with bureaucratic hurdles, and overtaxed hotlines.

“The British of course are all laughing, ‘Oh, the Germans again,’” said Henrike Thalenhorst, who is completing her residency in the office of Dr. Weitkamp, who offered the AstraZeneca appointments on eBay. “They are thinking, ‘While they are filling out six pieces of paper and waiting for an appointment we are all vaccinated with Astra and hitting the pubs.’”

But while AstraZeneca’s links to Britain made it a source of local pride, for Germans, similar sentiments surround the BioNTech-Pfizer vaccine, which was developed by a start-up based in the western city of Mainz and known to some as “the Mercedes-Benz of vaccines.”

In a letter to the Neue Westfälische newspaper, one man described his decision to hold out against an offer of AstraZeneca as a matter of national pride. “As a not-yet-vaccinated 67-year-old German patriot,” wrote Lutz Schaal, from Bielefeld, “I am waiting for my BioNTech inoculation.”

Christopher F. Schuetze contributed reporting from Berlin and Megan Specia from London.

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E.V. Buying Guide: What to Know About Models, Batteries, Charging and More

Buying used could be a cheaper way to get an electric vehicle, though evaluate the car you are buying carefully, particularly the quality of the battery, because it will degrade over time. That said, a used electric vehicle could be a perfect choice for a second car for errands, commutes and other short trips.

As exciting as it may be to own an electric vehicle, it may not be for everyone. Many families and individuals can’t afford an E.V. that meets their needs — there are few electric vehicles with three rows and room for youth sports gear, for example, and they tend to be expensive. Others cannot easily charge at or near their homes. That’s why Mr. DeLorenzo and Mr. Fisher recommend plug-in hybrids.

“If you’re interested but not really sure you want to commit, these plug-in hybrids are kind of a gateway,” Mr. Fisher, of Consumer Reports, said.

For many people, a plug-in like a Chrysler Pacifica Hybrid minivan or the RAV4 Prime S.U.V. could effectively serve as an all-electric vehicle, he said. Toyota claims the RAV4 Prime can run for 42 miles before switching to gasoline, while Chrysler says the Pacifica has 32 miles on a full charge. If used mostly for short commutes to work and trips around town, the cars could rarely use gas. Those two vehicles and other plug-in hybrids also qualify for federal tax credits.

“You can just plug it into your normal wall outlet and charge it overnight and you can get a taste of what that’s like, having an E.V., and then maybe your next vehicle will be a pure E.V.,” he said.

Of course, gas-powered cars have grown increasingly efficient, and choosing one wisely can help reduce emissions if you are upgrading from an older vehicle. Yet many people buy cars based on what they consider alluring and attractive. And if you are wowed by the features and design of an E.V., you might find it hard to settle for anything else, Mr. DeLorenzo said.

“It’s a different experience,” he said. “It’s not the same as owning a regular car, for sure. So there’s something to be said for that.”

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Mercedes EQS Electric Sedan: The S Stands for Stunning

Those who get close enough to see, or sit in, the interior will definitely notice. Mercedes is the first manufacturer to offer a virtual screen that stretches across the entire dashboard, a 56-inch LCD that it calls the Hyperscreen. This length of liquid crystal actually consists of three separate screens, a large one in front of the driver, a giant one in the center, and a smaller one in front of the passenger.

Four more screens are available: a head-up display that projects information onto the windshield in front of the driver; one for each of the rear seat passengers, mounted to the back of the front seats; and a removable, tablet-shaped one in the console between the rear seats. Every occupant can search, play, listen to, and watch their own content, as regulations allow. And information — like music and destinations — can be readily shared from one screen to another.

Controlling all of this technology is an onboard digital assistant called MBUX, which can be summoned, Alexa-like, by saying “Hey, Mercedes.” The assistant can then be asked, in natural language, to find and navigate to destinations, to play a song from a music streaming service, to adjust the four-zone interior temperature, or even to make adjustments to one of the four seats. Microphones around the cabin allow MBUX to locate an individual occupant, so all they need to say is “Hey, Mercedes. Turn on my seat massager,” and it will find and activate it for the proper position.

MBUX can also provide directions to the nearest fast-charging station, though the Mercedes brass may be surprised or chagrined that the one it recommended for us was at BMW’s North American Headquarters in Northern New Jersey.

Most importantly, the cabin looks like a properly opulent S-Class, with soft leather, deep carpeting, polished wood and jewelry-like pierced metal trim, all of it ringed by threads of infinitely adjustable colored lighting. The EQS’s body is also packed with insulation to enhance the luxurious quietude inherent in electric propulsion. Though for those who fear the silence, synthetic noises can be piped in under acceleration. Be warned that they sound like a turkey impersonating a Theremin.

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A Computer Chip Shortage Has Hobbled the Auto Industry

Around the world, auto assembly lines are going quiet, workers are idle and dealership parking lots are looking bare.

A shortage of semiconductors, the tiny but critical chips used to calibrate cars’ fuel injection, run infotainment systems or provide the brains for cruise control, has sent a shudder through the automaking world.

A General Motors plant in Kansas City closed in February for lack of chips, and still hasn’t reopened. Mercedes-Benz has begun to hoard its chips for expensive models and is temporarily shutting down factories that produce lower-priced C-Class sedans. Porsche warned dealers in the United States this month that customers might have to wait an extra 12 weeks to get their cars, because they lack a chip used to monitor tire pressure.

The French automaker Peugeot, part of the newly formed Stellantis automaking empire, has gone so far as to substitute old-fashioned analog speedometers for digital units in some models.

consumer electronics, which tend to be more lucrative customers.

German economic research institutes warned in a joint report this month.

The crisis has exposed not only how dependent the car industry is on a few suppliers, but also how vulnerable it is to disruptions. Supply chain managers shuddered last month when an early-morning fire knocked out production at a factory owned by Renesas Electronics in Hitachinaka, Japan, north of Tokyo. Renesas is a crucial supplier of chips used to monitor brake functioning, control power steering, trigger airbags and in many other tasks.

Storms in Texas earlier in the year temporarily forced the shutdown of three semiconductor factories. And Taiwan is in the midst of a severe drought, analysts at IHS Markit warned in a recent report. Chip manufacturing requires large amounts of very pure water.

Even without a pandemic and supply chain disruptions, the auto industry is in turmoil. In the United States, sales have been basically flat since the early 2000s. Profit margins are slim. Some big automakers may not survive the shift to electric cars.

“If I were a chip manufacturer I wouldn’t start investing in a new plant unless I got free money from the government,” said ManMohan S. Sodhi, who teaches supply chain management at the business school at City, University of London.

Ford Motor said Wednesday that it would keep several U.S. plants idle longer than expected because of the chip shortage.

The auto industry has been paralyzed by supply chain disruptions before. Mr. Källenius recalled an episode when a hurricane struck Puerto Rico and shut down production at a factory that, to his surprise and pretty much everyone else’s, was the only source of a coating essential to some kinds of auto electronics.

Automobiles have tens of thousands of parts and so many layers of suppliers and sub-suppliers and sub-sub-suppliers that even carmakers have trouble keeping track of every component’s provenance.

The economics of the industry are such that only suppliers with the highest volume survive. Smaller suppliers tend to die out because they can’t produce parts or materials as cheaply as the big players, leaving the industry dependent on one or two manufacturers of high-pressure fuel lines, for example, or a certain specialized plastic.

The current semiconductor shortage may not be the last. The auto industry’s need for semiconductors is expected to explode in coming years because of autonomous driving features and the increasing popularity of electric vehicles, which are more reliant on software than internal combustion engines.

Mr. Källenius said, though, that the most sophisticated chips were not the ones currently giving him headaches. “We are missing the most simple of chips, that maybe only cost cents or dollars,” he said. “That’s holding us up from building a product that costs $75,000.”

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Treasury Puts Taiwan on Notice for Currency Practices: Live Updates

Vietnam and Switzerland as manipulators in its final report in 2020. The Biden administration’s report undid those designations, citing insufficient evidence.

Instead, the department said it would continue “enhanced engagement” with Vietnam and Switzerland and begin such talks with Taiwan, which includes urging the trading partners to address undervaluation of their currencies.

“Treasury is working tirelessly to address efforts by foreign economies to artificially manipulate their currency values that put American workers at an unfair disadvantage,” Ms. Yellen said in a statement.

Taiwan is the United States’ 10th largest trading partner in 2019, according to the United States trade representative. Vietnam is the 13th largest, and Switzerland is 16th.

The Treasury Department did not label China as a currency manipulator, instead urging it to improve transparency over its foreign exchange practices.

Treasury kept China, Japan, Korea, Germany, Italy, India, Malaysia, Singapore and Thailand on its currency monitoring list, and added Ireland and Mexico.

“Sonia” chats with coworkers — from a distance.
Credit…IBM

Millions of workers are wondering what the office will be like when they go back after a long stretch of remote work. Employers are trying to prepare them for it.

IBM has designed a “reorientation” program to help its employees adjust when they return to a familiar setting but face a host of unfamiliar new procedures, the DealBook newsletter writes.

“It’s sort of like the first day of school,” said Joanna Daly, the company’s vice president of talent. “A day early, kids go and get to see the classroom or see how things work.”

This is needed, she said, because it is “not simply returning to the workplace as it existed before or the ways of working as it existed before.”

IBM made a “day in the life” video to show employees what to expect. One version of the 11-minute-long video seen by DealBook starts with “Paul” going back to one of IBM’s offices in Britain. To start the day, he goes through a self-screening checklist to assess potential exposure. He enters the office through designated entrances and picks up his masks for the day (and disinfectant wipes if he needs them). Arrows guide him through the halls and up one-way staircases. Only one person is allowed in the bathroom at a time.

The cafeteria is closed, so Paul must bring his lunch. He can’t use the whiteboards or marker pens in conference rooms (and he shouldn’t linger there longer than necessary). If Paul sees other IBMers not following the safety protocols, “It is OK to politely remind them,” the narrator assures him.

Along with the video, IBM produced an 18-page presentation depicting “Sonia’s’’ return to the workplace, serving as a friendly, cartoon-filled back-to-work manual.

“We’re looking now at how might anxiety manifests itself differently for different employees around being back together and then how do we address that,” Ms. Daly said, “through practical understanding of health and safety and also through having enough flexibility in the environment that everyone can kind of get used to coming back.”

IBM, which has 346,000 employees, hasn’t set a timeline for when its U.S. workers will return to the office. The company’s chief executive, Arvind Krishna, has said he expects 80 percent of them will work in a hybrid fashion when they do.

Mercedes-Benz said the electric EQS can travel up to 480 miles on a single charge, a feat the company attributed to new battery technology and the car’s aerodynamic shape.
Credit…Mercedes/Associated Press

Mercedes-Benz unveiled an electric counterpart to its top-of-the-line S-Class sedan on Thursday, the latest in a series of moves by German automakers to defend their dominance of the high end of the car market against Tesla.

The EQS, which will be available in the United States in August, is the first of four electric vehicles Mercedes will introduce this year, including two S.U.V.s that will be made at the company’s factory in Alabama and a lower-priced sedan. Mercedes did not announce a price for the EQS, but it is unlikely to be lower than the S-Class, which starts at $94,000 in the United States.

The cars could be decisive for Daimler, the parent company of Mercedes, as it tries to adapt to new technology.

“It is important to us,” Ola Källenius, the chief executive of Daimler, said of the EQS during an interview. “In a way it is kind of day one of a new era.”

The EQS has a range of 770 kilometers or about 480 miles, according to Mercedes. If that figure is confirmed by independent testing, the EQS would dethrone the Tesla Model S Long Range Plus as the production electric car that can travel the farthest between charges. The Tesla currently occupies the No. 1 spot with a range of just over 400 miles, according to rankings by Kelley Blue Book.

The EQS owes its stamina to advances in battery technology and an exceptionally aerodynamic design, Mr. Källenius said. Some analysts question whether Mercedes can sell enough electric vehicles to justify the cost of development, but Mr. Källenius said, “We will make money with the EQS from the word ‘go.’”

The EQS is the latest attempt by German carmakers to show that they can apply their expertise in engineering and production efficiency to battery-powered cars. Vehicles are Germany’s biggest export, so the carmakers’ success or failure will have a significant impact on the country’s prosperity.

On Wednesday, Audi, the luxury unit of Volkswagen, unveiled the Q4 E-Tron, an electric SUV. The Q4 shares many components with the Volkswagen ID.4, an electric SUV that the company began delivering to customers in the United States in March. Though priced to compete with internal combustion models, neither vehicle offers as much range as comparable Tesla cars.

In the S-Class tradition, the EQS offers over-the-top luxury features like software that can recognize when a driver might be feeling fatigued and can offer to turn on the massage function embedded in the seat.

“You’re going to get S-Class level refinement in a very, very high performing electric car,” Mr. Källenius said. “That’s your buying argument.”

Car buyers in Wuhan in January. China is trying to get its consumers to return to their prepandemic spending levels.
Credit…Gilles Sabrié for The New York Times

China on Friday reported that its economy grew by a remarkable 18.3 percent in the first three months of this year compared with the same period last year. But the spike is as much a reflection of how bad matters were a year ago — when the China’s output shrank by 6.8 percent — as it is an indication of how China is doing now.

Global demand for the computer screens and video consoles that China makes is soaring as people work from home and as a pandemic recovery beckons. That demand has continued as Americans with stimulus checks look to spend money on patio furniture, electronics and other goods made in Chinese factories.

China’s recovery has also been powered by big infrastructure. Cranes dot city skylines. Construction projects for highways and railroads have provided short-term jobs. Property sales have also helped strengthen economic activity.

Exports and property investment can carry China’s growth only so far. Now China is trying to get its consumers to return to their prepandemic ways.

Unlike much of the developed world, China doesn’t subsidize its consumers. Instead of handing out checks to jump-start the economy last year, China ordered state-owned banks to lend to businesses and offered tax rebates.

Travel restrictions over the Lunar New Year holiday dampened consumer appetite and slowed the momentum of Chinese shoppers. But retail data on Friday showed that March sales were better than expected, raising hopes that consumers might be starting to feel confident.


By: Ella Koeze·Data delayed at least 15 minutes·Source: FactSet

Global stocks rose on Friday after a string of strong economic reports and company earnings.

The S&P 500 rose 0.2 percent, set for its fourth straight week of gains and another record. The benchmark had gained 1 percent in the week through Thursday and is up nearly 5 percent so far this month.

The Stoxx Europe 600 rose 0.6 percent on Friday, also climbing to a record, while the FTSE 100 in Britain climbed above 7,000 points for the first time since February 2020. Stock indexes in Japan, Hong Kong and China all closed higher.

China reported on Friday that its economy grew by 18.3 percent in the first three months of the year compared with the same period last year, when swathes of the country had been shut down because of the coronavirus pandemic. On Thursday, data showed U.S. retail sales in March leapt past expectations, increasing by nearly 10 percent, and initial state jobless claims fell last week to their lowest level of the pandemic.

This week, banks including Goldman Sachs and JPMorgan Chase reported better-than-expected earnings, and their chief executives delivered upbeat economic forecasts.

The yield on 10-year Treasury notes slipped to 1.57 percent on Friday. Last month, concerns that government spending would overheat the economy and lead to higher inflation sent bond yields shooting higher, to 1.74 percent on March 31. But those worries appear to have been soothed by central bank officials, who have repeatedly said they expect increases in inflation to be temporary.

Earlier this week, data showed that prices in the United States rose 2.6 percent in March from a year earlier, a larger-than-normal increase partly because prices of some items fell in March 2020 as the pandemic took hold.

Another reason yields have drifted lower is a “remarkable” demand for bonds, ING, a Dutch bank, said. Recent Treasury bond auctions have received more bids than normal, and JPMorgan Chase sold $13 billion of bonds on Thursday, the biggest sale ever by a bank, according to Bloomberg.

“Cash has to go somewhere, and it can’t all go into equities,” the ING analysts wrote in a note to clients.

James O’Keefe, the founder of the conservative group Project Veritas, in 2015.
Credit…Stephen Crowley/The New York Times

Twitter said on Thursday that it had blocked the account of James O’Keefe, the founder of the conservative group Project Veritas.

Mr. O’Keefe’s account, @JamesOKeefeIII, was “permanently suspended for violating the Twitter Rules on platform manipulation and spam,” specifically that users cannot mislead others with fake accounts or “artificially amplify or disrupt conversations” through the use of multiple accounts, a Twitter spokesman said.

In a statement on his website, Mr. O’Keefe said he will file a defamation lawsuit against Twitter on Monday over its claim that he had operated fake accounts.

“This is false, this is defamatory, and they will pay,” the statement said.

“Section 230 may have protected them before, but it will not protect them from me,” Mr. O’Keefe said, referring to a legal liability shield for social media. That shield, part of the federal Communications Decency Act, has become a favorite target of lawmakers in both parties.

In February, Twitter permanently suspended the Project Veritas account, saying it had posted private information. It also temporarily locked Mr. O’Keefe’s account.

“We were trying to find the most incendiary way of making them mad,” Caolan Robertson said of the videos he used to make.
Credit…Alexander Ingram for The New York Times

To keep you watching, YouTube serves up videos similar to those you have watched before. But the longer someone watches, the more extreme the videos can become.

Caolan Robertson learned how making clever edits and focusing on confrontation could help draw millions of views on YouTube and other services. He also learned how YouTube’s recommendation algorithm often nudged people toward extreme videos.

Over more than two years, he helped produce and publish videos for right-wing Youtube personalities including Lauren Southern, Cade Metz reports for The New York Times.

Knowing what garnered the most attention on YouTube, Mr. Robertson said, he and Ms. Southern would devise public appearances meant to generate conflict. They attended a women’s march in London and, with Ms. Southern playing the part of a television reporter, approached each woman with the same four-word question: “Women’s rights or Islam?”

They often received a confused, measured or polite response, according to Mr. Robertson. They continued to ask the question and sharpened it. Ms. Southern, for example, said it would be difficult for Muslim women to answer the question because their husbands wouldn’t let them attend the march. That caused anger to build in the crowd.

“It appears in the videos that we are just trying to figure out what is going on, gather information, understand people,” Mr. Robertson said. “But really, we were trying to find the most incendiary way of making them mad.”

Ms. Southern described the situation differently. “We asked the question because we knew it was going to force people to question their own political views and realize the contradiction in being a hard-core feminist but also supporting a religion that, quite frankly, has questionable practices around women,” she said. And, she added, they used video techniques that any media company would use.

Attendees of the disastrous Fyre Festival in the Bahamas won $2 million in a class-action settlement that is subject to final approval.
Credit…Jake Strang, via Associated Press

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Mercedes unveils an electric version of its S-Class that goes farther than a Tesla.

Mercedes-Benz unveiled an electric counterpart to its top-of-the-line S-Class sedan on Thursday, the latest in a series of moves by German automakers to defend their dominance of the high end of the car market against Tesla.

The EQS, which will be available in the United States in August, is the first of four electric vehicles Mercedes will introduce this year, including two S.U.V.s that will be made at the company’s factory in Alabama and a lower-priced sedan. Mercedes did not announce a price for the EQS, but it is unlikely to be lower than the S-Class, which starts at $94,000 in the United States.

The cars could be decisive for Daimler, the parent company of Mercedes, as it tries to adapt to new technology.

“It is important to us,” Ola Källenius, the chief executive of Daimler, said of the EQS during an interview. “In a way it is kind of day one of a new era.”

Kelley Blue Book.

The EQS owes its stamina to advances in battery technology and an exceptionally aerodynamic design, Mr. Källenius said. Some analysts question whether Mercedes can sell enough electric vehicles to justify the cost of development, but Mr. Källenius said, “We will make money with the EQS from the word ‘go.’”

The EQS is the latest attempt by German carmakers to show that they can apply their expertise in engineering and production efficiency to battery-powered cars. Vehicles are Germany’s biggest export, so the carmakers’ success or failure will have a significant impact on the country’s prosperity.

On Wednesday, Audi, the luxury unit of Volkswagen, unveiled the Q4 E-Tron, an electric SUV. The Q4 shares many components with the Volkswagen ID.4, an electric SUV that the company began delivering to customers in the United States in March. Though priced to compete with internal combustion models, neither vehicle offers as much range as comparable Tesla cars.

In the S-Class tradition, the EQS offers over-the-top luxury features like software that can recognize when a driver might be feeling fatigued and can offer to turn on the massage function embedded in the seat.

“You’re going to get S-Class level refinement in a very, very high performing electric car,” Mr. Källenius said. “That’s your buying argument.”

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Hot Hatchbacks: Party in the Front, Business in the Back

Mercedes-AMG GLA 45. The hottest of the hot? For sure, if one factors in the AMG-specific engine, which puts out a neck-bending 382 horsepower in such a small crossover. The GLA 45, part of the newly redesigned GLA range, will churn to 60 miles per hour in just over four seconds; don’t mind the industrial rasp of the engine, or the jarring ride.

Volkswagen ID.4. In the electric realm, an early candidate (and one of the very few) for spunky C.U.V. is the Tiguan-size ID.4, which is based on the platform of the ID.3 hatch already introduced in Europe. With its rather generic looks, one won’t mistake this $40,000 vehicle for a sports car, although its specs are fundamentally impressive, with 201 horsepower and an estimated range of 250 miles.

BMW X2 M Mesh. The compact X2 was introduced a couple of years ago to add some sass to a platform that supports the X1 as well as a couple of Mini models. The bodywork is sleeker than the X1 and doesn’t reduce cargo and passenger space by very much. Now the German brand is offering a dressier version of the 2, the M Mesh edition, on the front- or all-wheel-drive models. There’s little to gussy up the performance of the truck, but poseurs might embrace the exclusive grille, the 19-inch wheels and the sport steering wheel.

Toyota C-HR. It falls into the attractive/unattractive conundrum, depending on one’s taste. The interior is plain and functional, the touch screen is underwhelming, and the amenities are limited. The C-HR rides surprisingly well at moderate speeds on smooth roads, but it bucks and shakes in my Queens neighborhood. Needs more work to turn up the hot-hatch heat.

Honda HR-V. Looks swift but, like the Toyota, lacks power. Surprisingly, Honda is without a hot-hatch entry, unless you count the Civic Type R, which is essentially a track car. Perhaps the HR-V will develop some chops, especially now that the clever Fit hatchback has been axed in the United States.

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