Driving itself is changing. Between electric and self-­driving vehicles, ubiquitous sensors, network connectivity, and new kinds of transportation companies, everything is in flux: cars, how we feel about them, even roads and cities. This isn’t just hypothetical; you can use these things today. A radical phase shift is redrawing the map, literally and metaphorically. ... the new tools and technologies for moving around are interesting; put them together and you get something profound. Connect these new systems and individual networks to each other and they self-­assemble into a transportation super-­network. It’s decentralized, offers multiple routes from node to node, carries any kind of person or thing to any kind of place, and adjusts itself in real time. ... Sound familiar? Of course it does. That’s how the Internet works. ... To the new transportation supernetwork, you and I are just data. It doesn’t matter where we want to go; it just knows how to get us there—faster, cheaper, and utterly in control.

Immune Engineering: Genetically engineered immune cells are saving the lives of cancer patients. That may be just the start.
Precise Gene Editing in Plants: CRISPR offers an easy, exact way to alter genes to create traits such as disease resistance and drought tolerance.
Conversational Interfaces: Powerful speech technology from China’s leading Internet company makes it much easier to use a smartphone.
Reusable Rockets: Rockets typically are destroyed on their maiden voyage. But now they can make an upright landing and be refueled for another trip, setting the stage for a new era in spaceflight.
Robots That Teach Each Other: What if robots could figure out more things on their own and share that knowledge among themselves?
DNA App Store: An online store for information about your genes will make it cheap and easy to learn more about your health risks and predispositions.
SolarCity’s Gigafactory: A $750 million solar facility in Buffalo will produce a gigawatt of high-efficiency solar panels per year and make the technology far more attractive to homeowners.
Slack: A service built for the era of mobile phones and short text messages is changing the workplace.
Tesla Autopilot: The electric-vehicle maker sent its cars a software update that suddenly made autonomous driving a reality.
Power from the Air: Internet devices powered by Wi-Fi and other telecommunications signals will make small computers and sensors more pervasive.

How the massive diesel fraud incinerated VW’s reputation—and will hobble the company for years to come. ... “Hoax,” of course, is a layman’s word. But plenty of legal terms also arguably apply, including “consumer fraud” and “false advertising.” They are fueling an explosion of litigation. That and the horrific reputational damage are subjecting Volkswagen to one of the severest challenges in its nearly 80-year history. ... The U.S. Department of Justice and the EPA have filed a civil suit that could theoretically subject VW to up to $45 billion in fines (though, in fairness, no one expects penalties quite that draconian). The DOJ and the EPA are also pursuing a criminal inquiry, as are prosecutors in Germany, France, Italy, Sweden, and South Korea. All 50 state attorneys general in the U.S. are also on the warpath, armed with state laws that, nominally at least, are every bit as crushing as the federal law. ... All of that comes on top of more than 500 class actions filed on behalf of owners and lessors of Volkswagen diesel cars ... VW’s misbehavior did not come out of nowhere. The company has a history of scandals and episodes in which it skirted the law. Each time—till now—it has escaped without dire consequences. ... VW is driven by a ruthless, overweening culture. Under Ferdinand Piëch and his successors, the company was run like an empire, with overwhelming control vested in a few hands, marked by a high-octane mix of ambition and arrogance—and micromanagement—all set against a volatile backdrop of epic family power plays, liaisons, and blood feuds. It’s a culture that mandated success at all costs.

It's a cloudy morning in August 2014 and, on an industrial estate on the outskirts of Avonmouth near Bristol, a team of engineers is at work on Thrust's successor. The car, Bloodhound SSC, marks a bold attempt to set a new Land Speed Record of 1,609kph (1,000mph) by 2016. If successful, it will not only mark the biggest jump in land-speed history, but will also be the culmination of a decade-long experiment in education and open engineering. ... "People ask me if Andy has an ejector seat," Chapman says, running his hand over the carbon-fibre monocoque that forms the car's cockpit and air intake for the jet engine. "He doesn't, because nobody has designed an ejector seat that can operate at Mach 1.4. If you ejected into the jet stream at 1,000mph, around 12 tonnes of force per square metre will hit you. This is the safest place for him to be." ... he MoD granted Bloodhound three EJ-200 test engines used for the Eurofighter development programme. As a result, 5,670 British secondary schools are now linked to the Bloodhound Education Project. A dedicated team runs workshops in which children can learn about physics and the car's engineering: Heathland School in Middlesex has managed to get a model rocket car to 462kph. Around the same time, Noble also decided to make Bloodhound open source, allowing anyone to download and critique the car's design plans. And, during the record attempts in 2015 and 2016, 12 cameras and more than 300 mounted sensors will stream live footage and data from the car, which anyone can follow online.

It will take at least three years for Takata and other manufacturers to make enough air bags to replace the company’s defective ones. Because of their chemistry, Takata’s devices become less stable over time. That leaves millions of drivers with cars that could contain an air bag that’s like a ticking time bomb. ... Takata, founded by the Takada family in the 1930s as a textile maker, produced parachutes for the Imperial Japanese Army during World War II. In 1960, Takata began manufacturing seat belts for Japan’s carmakers, which were leading the country’s industrial expansion. It was the only company whose seat belts passed the U.S. National Highway Traffic Safety Administration (NHTSA) crash test standards in 1973. ... Air bags deploy in controlled explosions. Their designs are drawn from rockets and munitions. A former Honda engineer, Saburo Kobayashi, described Takada’s reservations in a 2012 memoir. “If anything happens to the air bags, Takata will go bankrupt,” Takada said, according to the book. “We can’t cross a bridge as dangerous as this.” Eventually, he relented. ... Lillie says he left Takata in 1999, partly because the company ignored his warnings about ammonium nitrate. He says Takata’s executives and workforce were unprepared to take on such a difficult design and manufacturing process. “Takata engineers claimed they had this magic,” he says. “No one else could figure it out, and they had.”

In the industries where there’s rapid productivity growth, everybody is freaked out, because what are people going to do after everything gets automated? In the other part of the economy, that second part, health care and education, people are freaked out about, "Oh my God, it’s going to eat the entire budget! It’s going to eat my personal budget. Health care and education is going to be every dollar I make as income, and it’s going to eat the national budget and drive the United States bankrupt!" And everybody in the economy is going to become either a nurse or teacher. It’s really funny, both sides of the economy get polar opposite emotional reactions.  ... We are very much not present, in what we would consider to be a healthy way, in education, health care, construction, childcare, senior care. The great twist on that is that second category — that’s most of the GDP. Most of the spending is most of the GDP, and these are the areas where we have not yet been able to crack the code. ... How audacious or insane is it to think that you could bring tech to health care or education? It’s probably 50/50. ... What’s interesting is there are probably more new computer companies in the valley today than there were probably since 1982 — it’s just that the products are all these different shapes, sizes, and descriptions. ... Basically, the entire way we live today is a consequence of the invention of the automobile. Because, before that, people just never went anywhere. Therefore, everything that you travel to is a consequence of the automobile.

CATL, which had capacity to produce 7.6 gigawatt hours of batteries last year according to Goldman Sachs, says that by 2020 it plans to produce more than the gigafactory, the Tesla Motors and Panasonic joint venture that opened in Nevada in January and is expected to be the largest producer in the US. That would potentially make it the biggest battery factory in the world. ... Backed by aggressive government policies —ranging from subsidies for electric vehicles to restrictions on foreign rivals — China’s battery companies are beginning to dominate an industry which has been led for three decades by South Korean and Japanese manufacturers such as Panasonic, which makes the battery cells for Tesla cars. ... As carmakers invest more heavily in electric vehicles the lithium-ion battery will be a key technology for at least the next decade ... worth $40bn by 2025 and dominated by China.

Self-driving technology has become a fixation for Kalanick. Developing a driverless car, he’s often said, is “existential” to Uber. If a competitor managed to get there first, it could easily replicate Uber’s core service (shuttling passengers) without its single largest cost (paying drivers). ... According to the legal complaint filed on behalf of Google’s driverless car division—as almost everyone at Waymo still refers to it—the company began investigating Levandowski last summer after learning that Uber had paid about $700 million for his months-old company. Google’s suit, filed in a San Francisco federal court, says its investigators uncovered a trove of digital evidence that hint at an unprecedented theft. According to the suit, Levandowski used his company laptop to download 14,000 design files from Google’s car project. ... At issue is a business that both companies believe will be worth hundreds of billions or even trillions of dollars a year. And though both companies like to portray driverless cars as some near-term inevitability, this dispute shows just how messy the race to get there could prove to be.

Parking can seem like the most humdrum concern in the world. Even planners, who thrill to things like zoning and floor-area ratios, find it unglamorous. But parking influences the way cities look, and how people travel around them, more powerfully than almost anything else. Many cities try to make themselves more appealing by building cycle paths and tram lines or by erecting swaggering buildings by famous architects. If they do not also change their parking policies, such efforts amount to little more than window-dressing. There is a one-word answer to why the streets of Los Angeles look so different from those of London, and why neither city resembles Tokyo: parking. ... For as long as there have been cars, there has been a need to store them when they are not moving—which, these days, is about 95% of the time. Washington, DC, had a parking garage in 1907, before Ford produced its first Model T. But the most important innovation came in 1923, when Columbus, in Ohio, began to insist that builders of flats create parking spaces for the people who would live in them. “Parking minimums”, as these are known, gradually spread across America. Now, as the number of cars on the world’s roads continues to grow (see chart), they are spreading around the world. ... Free parking represents a subsidy for older people that is paid disproportionately by the young and a subsidy for the wealthy that is paid by the poor.

Already, the four companies that in 2015 provided 88 percent of the world’s lithium can’t keep up: Lithium contract prices have increased from $4,000 per metric ton in 2014 to as high as $20,000 today. ... That’s why a host of junior entrants are scrambling to get into the game. Whoever can figure out the extraction and chemistry required to get lithium out of the ground and into batteries stands to capture a significant share of the market. But as with any commodity, it’s a precarious business. ... Lithium can be mined from rocks, as in Australia and China, but in Clayton Valley and the lithium triangle it’s extracted from briny aquifers. ... The best hope new entrants have of catching Albemarle lies in a process being developed by Tenova SpA, an Italian engineering company. This method, which strips the lithium using an ion-exchange system and returns the water to the ground, would allow companies to skip evaporation ponds, slashing production time from months to hours while yielding a higher concentration of lithium.

Over the past 12 years, Lt. Megge has increased the speed limit on nearly 400 of Michigan’s roadways. Each time, he or one of his officers hears from community groups who complain that people already drive too fast. But as Megge and his colleagues explain, their intent is not to reduce congestion, bow to the reality that everyone drives too fast, or even strike a balance between safety concerns and drivers’ desire to arrive at their destinations faster. Quite the opposite, Lt. Megge advocates for raising speed limits because he believes it makes roads safer. ... This “nationally recognized method” of setting the speed limit as the 85th percentile speed is essentially traffic engineering 101. It’s also a bit perplexing to those unfamiliar with the concept. Shouldn’t everyone drive at or below the speed limit? And if a driver’s speed is dictated by the speed limit, how can you decide whether or not to change that limit based on the speed of traffic? ... The answer lies in realizing that the speed limit really is just a number on a sign, and it has very little influence on how fast people drive.

It’s tempting to imagine a future in which Ghosn’s itinerary is considered a valuable artifact: a window into what globalization was really like in 2017, when it was spreading further than ever and, at the same time, getting slammed by waves of populist discontent. ... If the politics of the past year have left any sort of mark on him, it’s imperceptible as he strides onto the stage for the Q&A. These are his people—students of business, not politics—and most of the questions they lob his way are as familiar as old friends: What drives you to take over struggling companies, and how do you always seem to turn them around? How were you able to become the first foreigner to run a major Japanese company? What’s your secret for winning the trust and loyalty of employees throughout so many diverse cultures? ... “I keep my eyes on the scorecard,” Ghosn tells them. Production, profit, growth—the bottom line. Diversions constantly arise, but he’s learned to manage the distractions, which he says assume different forms in different parts of the world.

On March 13, 2004, a gaggle of engineers and a few thousand spectators congregated outside a California dive bar to watch 15 self-driving cars speed across the Mojave Desert in the first-ever Darpa Grand Challenge. (That’s the Defense Advanced Research Projects Agency, the Pentagon’s skunkworks arm.) Before the start of the race, which marked the first big push toward a fully autonomous vehicle, the grounds surrounding the bar teemed with sweaty, stressed, sleep-deprived geeks, desperately tinkering with their motley assortment of driver­less Frankencars: SUVs, dune buggies, monster trucks, even a motorcycle. After the race, they left behind a vehicular graveyard littered with smashed fence posts, messes of barbed wire, and at least one empty fire extinguisher. ... What happened in between—the rush out of the starter gate, the switchbacks across the rocky terrain, the many, many crashes—didn’t just hint at the possibilities and potential limitations of autonomous vehicles that auto and tech companies are facing and that consumers will experience in the coming years as driverless vehicles swarm the roads. It created the self-­driving community as we know it today, the men and women in too-big polo shirts who would go on to dominate an automotive revolution.