2022 BMW i4 and iX recalled over potential battery fires

The 2022 BMW i4 eDrive40, i4 M50, iX xDrive50 and iX M60 battery-electric battery-electric vehicles are being recalled due to the potential for battery fires. Thankfully it’s a tiny population of just 83 vehicles at the moment. But BMW and the National Highway Traffic Safety Association advise owners not to drive their vehicles, not to park them inside or near other vehicles and structures that could catch on fire, and not to charge them. It’s possible that the battery pack cells in the affected populations suffered a defect during manufacturing. After a few incidents overseas and in the U.S., a BMW investigation found that a cell’s cathode plate might have been damaged when the cells were made. If cathode debris gets loose inside the cell, it could cause a short circuit that results in a fire.

Twenty-seven examples of the i4 are being recalled, 56 examples of the iX. BMW says it isn’t aware of any accidents or injuries derived from the issue.

It sounds similar to what happened to the Chevrolet Bolt battery packs. In Chevy’s case, a torn anode and a torn cell separator had the potential to short circuit the battery and cause a fire. And as with Chevrolet, the BMW batteries came from a supplier; BMW developed the cells at its Battery Competence Center, but Samsung SDI and CATL handle mass production. BMW said the cells at issue came from Samsung SDI.

Unlike the Bolt, though, authorities advise the BMWs not be driven nor charged. The fix is a trip to the dealer for a new battery. BMW won’t begin mailing notification letters until September 19, but said it will contact owners by phone immediately. Those seeking further information before then can call BMW customer service at 800-525-7417, or contact the NHTSA at 888-327-4236 and mention campaign number 22V541000. For some reason, at the time of writing, the NHTSA site doesn’t list the iX recall, only the i4. Owners can refer to the i4 recall paperwork or visit the NHTSA recall site and enter their VINs to check the status of their EVs. The automaker also said it would “provide owners with alternate transportation until parts become available.”

It’s the second recall in two months for the i4 and iX. In June, the EVs were called in for a potential software glitch in the driver’s display when the vehicles were put into Valet Mode. 

Related video:

Source: AutoBlog.com

Bugatti looks back at how how it developed the W16 engine

As the end of the Chiron’s production run nears, Bugatti is taking a look back at the W16 engine that has powered its cars since it returned to the scene nearly 20 years ago. The engine is relatively compact, hugely powerful, and it has helped the firm set several world records.

Former Volkswagen boss Ferdinand Karl Piëch knew that successfully reviving Bugatti required building a car that stood out from everything else on the road at the time. He initially planned to power the then-upcoming Veyron with an 18-cylinder engine and sketched it out on an envelope while riding on a high-speed train from Tokyo to Osaka in Japan in 1997. His concept later became a 16-cylinder engine, but dropping a pair of cylinders didn’t make the unit easier to develop. Bugatti engineers started from scratch in order to make the W16 a reality.

“We had to engage in basic development for every component; every vehicle part had to be constructed anew and tested — even the engine test bench. The only thing we didn’t change was the pencils we used for drawing,” said former Bugatti head of technical development Gregor Gries. The initial goal was to launch the Veyron with over 1,000 horsepower, and even some insiders doubted that this could be achieved.

Bugatti pulled it off: The Veyron entered production in 2005 with a quad-turbocharged, 8.0-liter W16 engine rated at 1,000 horsepower and 922 pound-feet of torque. Horsepower increased to 1,200 in the Veyron Super Sport, and the Chiron inaugurated a new version of the engine rated at 1,500 horsepower thanks in part to bigger turbos, though the Chiron Super Sport offers a 1,600-horsepower output.

Engineers faced several significant challenges during the Veyron’s development process. Getting the W16 to make 1,000 horsepower wasn’t one; it broke the symbolic barrier the first time it was put on a test bench in 2001. Keeping its temperature in check required designing a massive cooling system that takes over 10 gallons of coolant and installing a titanium exhaust system. With the engine ready to go, Bugatti turned its attention to creating a car capable of coping with 1,000 horsepower, both in terms of comfort and in terms of aerodynamics.

“Back then, there was no literature or empirical data for production engines with more than 12 cylinders or for production vehicles that could go faster than 217 mph,” said Karl-Heinz Neumann, Volkswagen’s former head of engine development. “One thing proved to be a particular headache: the car had to stay grounded, its power had to stay on the road, which isn’t easy at these speeds.”

Unsurprisingly, building the Chiron’s W16 engine is a meticulous and time-consuming process. Bugatti explains that the engine is made in a special room within the plant that Volkswagen operates in Salzgitter, Germany. Two technicians spend no less than six days assembling the 3,712 individual parts that make up the engine. When it’s completed, the W16 is shipped to the Bugatti plant in Molsheim, France.

What’s next? Your guess is as good as ours. Bugatti notes that the W16 is “the last of its kind,” which suggests (but doesn’t confirm) that the end is near for the engine. The company is now under the same roof as Croatia-based Rimac, but that doesn’t mean the Chiron’s successor will go electric. “[The car] will be heavily electrified, but we’ll have a very attractive combustion engine,” said Mate Rimac in March 2022.

Source: AutoBlog.com

Dodge Challenger and Charger could rock V8s into next generation

Every discussion about the next-generation Dodge Challenger and Dodge Charger twin comes with various ellipses, as no one outside the company — no one who’s talking, anyway — is sure of what the coming LF and LB models will bring. Motor Trend believes it can fill in some missing bits important to enthusiasts, citing sources for news that a Hemi V8 engine turning the rear axle will continue in the lineup. With Dodge having said that it plans for half its product range to be battery-electric by 2030, it was certain the gas-burning tradition would continue, but it wasn’t clear how many cylinders would be responsible for the burning. 

The only question we have about the MT report is that it claims a Challenger and Charger will ride on a “new, large Stellantis rear-drive platform” that “will be separate and unrelated to EV skateboard chassis” and can fit a V8. We know the coming electric muscle twins will ride on the STLA Large platform. Stellantis showed a car with a Charger-like silhouette on the STLA Large architecture during the automaker’s EV day, and the Brampton, Ontario, Canada plant that builds the current cars was upgraded to produce STLA vehicles. However, Mopar Insiders said Stellantis is adapting the STLA Large to accept mild hybrid and PHEV powertrains, a seemingly contrary position to Motor Trend’s mention of an all-new V8-swallowing chassis. And given Stellantis CEO Carlos Tavares’ rather successful obsession with trimming costs, a brand new V8 sedan platform, even one spread between Dodge, Chrysler, and Maserati, seems a big ask. 

As for Dodge’s words on the matter, when Carscoops asked the automaker last year about mechanicals, the outlet was told, “The Dodge Challenger and Dodge Charger vehicle platforms as you know them today, along with the Hellcat powertrain, will continue production through 2023. In 2024, Dodge will transition to new platforms, new electrified muscle cars.” There’s the word “platforms,” plural, but also the word “electrified,” which usually means an ICE with electric assistance but has lately been applied to full EVs. When Carscoops asked about an ICE trim, the rep replied, “The brand has only said BEV.” So we’ll have to see if there really are two platforms, or if there are two versions of the one platform. Whatever’s underneath, the story goes that the new-gen rides will be lighter and dynamically improved.

Lifting the hood, MT believes the cars will get the new twin-turbo 3.0-liter Hurricane inline-six in Standard Output tune of more than 400 horsepower and a High Output tune of something beyond 500 horsepower, topped by a Hellcat V8 cranked to “800 hp minimum.” They would shift through the new-generation ZF eight-speed automatic and send power to the rear wheels or all four wheels. Seeing that the Dodge rep and company CEO Tim Kuniskis have stated the Hellcat V8 is dead come late 2023, there’s either another V8 coming to fill in the blanks or the V8 option won’t last long.

Assuming Dodge is able to run its planned reveal program during Speed Week next month, where the battery-electric muscle car is expected to debut, it’s possible we’ll get more answers then.

Related video:

Source: AutoBlog.com

Junkyard Gem: 1989 Jeep Grand Wagoneer

Not many (non-military) mass-produced vehicles have ever stayed in production in more or less the same form for better than a quarter-century. There’s the Volkswagen Type 1 Beetle, of course, as well as the Peugeot 504, Hindustan Ambassador, Austin Mini, second-generation Suzuki Cultus, second-generation Volkswagen Passat, and … well, many others that stretch the definitions of “more or less the same form.” It gets even tougher to find an American vehicle that meets that standard; even the Ford Model T— which was hilariously obsolete when Henry the First grudgingly permitted production to cease in 1927— didn’t even make it to 20 model years. The SJ Jeep Wagoneer is one of those rare machines, built by three different companies over a period of 29 model years, and the ones built when George H.W. Bush was president were essentially the same vehicles as the ones built when John F. Kennedy was president.

Here’s a late Grand Wagoneer, found in a self-service yard in Cheyenne, Wyoming.

The SJ Wagoneer is the conceptual ancestor of every new luxury SUV you can buy today, first unveiled when the idea of a genuinely comfortable truck seemed ridiculous to most. Introduced by Kaiser Jeep as a Brooks Stevens-designed replacement for the jouncy, combat-grade Willys Station Wagon, Wagoneer production was taken over in 1970 by the American Motors Corporation after that company bought Kaiser-Jeep. AMC built Wagoneers and — starting in the 1984 model year — Grand Wagoneers until Lee Iacocca’s Chrysler gobbled up the company in 1987. Iacocca was more interested in the lucrative Jeep brand itself than in the aging Grand Wagoneer by that time, but Chrysler continued to build the SJ all the way through 1991.

When the Jeep XJ Cherokee was introduced by AMC for 1984, the Wagoneer name became the name for a Cherokee trim level and the Brooks Stevens truck became the Grand Wagoneer. Now the Grand Wagoneer is back, weighing about two tons more than this 4,470-pound ’89 and packing 327 to 366 additional horses under the hood.

That’s right, this Jeep had a mere 144 horsepower when new, though the torque was an adequate 280 pound-feet. The engine is the good old American Motors 360, which was introduced to the world in 1970 in such Kenosha-made machines as the Rebel and AMX.

The AMC 360 (later known as the Jeep 5.9) still causes plenty of confusion among parts-counter employees to this day, because Chrysler also built a V8 called the 360, which was completely unrelated to the AMC engine. Sure, the AMC 360 has a front-mounted distributor while the Chrysler 360’s is in the back, and the SJ Wagoneer never had a factory-installed Chrysler engine, but it doesn’t matter — just the similarity in designation has been enough to cause decade after decade of parts mixups.

All Jeep SJ Wagoneers had four-wheel-drive (and four doors) after the late 1960s, though you could buy an SJ-based Cherokee with rear-wheel-drive and/or two doors later on.

This one doesn’t look too rough, aside from some sun-fading and parts yanked off by junkyard shoppers.

Just 186,816 miles on the clock. The sticker below the speedometer seems to indicate that maintenance service was performed in 2004, when the mileage total was 182,760. It’s hard to imagine a running vehicle driving just 4,000 miles during 18 years in sparsely-populated Wyoming (where the residents habitually drive 150 miles just to grab a quick lunch), so I suspect that this truck broke something mechanical and got parked for good quite a while back.

The SJ Wagoneer was built in Iran during the Shah’s time, as the Simorgh and Ahoo, and there are still some out there on Iranian roads today.

I couldn’t find a TV commercial for the ’89 Grand Wagoneer, but this ’73 ad is close enough.

Source: AutoBlog.com

NASCAR leaked documents describe plans for an EV racing series

According to leaked documents that showed up on an unnamed forum and then at Kickin’ the Tires, NASCAR is about to plug in. Pages from some kind of presentation lay out a phased plan to create a battery-electric racing series starting with demo races using prototype EVs as soon as next year.

The documents say the first demonstration is planned for the Busch Light Clash at the Coliseum next February in Los Angeles. That would be the appetizer for a potential run of races in Q3 fielding 12 EVs per event at six tracks that are “likely aligned with Cup Series events.” The NASCAR race weekends chosen would host two EV races, one Saturday, on Sunday, each 30 minutes. There’d be no charging or car swaps, and pit stops would be limited to swapping tires or making repairs.

NASCAR’s been working its way to this future for more than 10 years, and the regulations guiding the New Generation (NG) race car introduced this year had electric powertrains in mind. Swapping the NG front and rear clips would make room for the EV powertrain, with no need to change the current suspension and brakes. The current rear transaxle area was designed to accommodate an electric motor.

Series leaders want the EVs to demonstrate the segment’s technology and match lap times of the current ICE cars. The cars envisioned now would run common powertrains built with 900-volt architectures, utilizing three ultra-high-power motors to turn both axles with more than 1,000 total horsepower. That’s right, 1,000-hp all-wheel-drive battery-powered NASCAR rides.

It’s thought the demo weekends will take place on road courses or short ovals with heavy braking, with the regen systems on the demo cars able to produce 200 kilowatts. And naturally, a championship that has made V8 roaring as much of its signature as yellow flags and crashing will be working hard to figure out the right sounds for cars to make.

Going all-in with the experimental phase, in fact, the documents indicate NASCAR will be open to manufacturers — Chevrolet, Ford, and Toyota at the moment — running with bodies that mimic their EV offerings. This is 100% speculation, but instead of silhouettes of the Camaro, Mustang, and Camry, we could see the lines of the Blazer EV, Mustang Mach-E, and bZ4X running hot laps. 

Speaking of manufacturers, rumor for a while now has put Dodge back in the NASCAR field. It’s possible that the Dodge electric muscle car we might get a glimpse of in prototype form next month will feature as part of the next year’s demonstrations.

When Kickin’ the Tires sought comment from America’s most popular racing series, the response was, “As we have mentioned in the past, we are exploring the potential for an EV demonstration series. We are currently working with our OEM partners and race teams as the program progresses.”

If all went to plan as laid out, stock car racing would experiment during 2023 and 2024 then get an electric series running for real come 2025. Since we’re dealing with leaked documents that indicate we’re eight months away from the first potential EV race, we won’t be surprised if plans and dates change. Series COO Steve O’Donnell said, “If we are going to get into an electric space, I promise you it will be entertaining and it will be something that fits into our portfolio and something our fans will be proud of.” It will probably take time and tweaking to get the thing right, but it’s coming.


Source: AutoBlog.com

F1 rivals ready to copy Aston Martin rear wing even if it hurts racing

For the Hungarian Grand Prix, Aston Martin has introduced an aggressive rear wing concept that offers an alternative interpretation of rules that were originally intended to get rid of traditional endplates. The hope was that the 2022 regulations would prevent the kind of previous tip vortex generation that disrupts airflow for cars behind and hinders the ability of pursuers to follow closely. But while there are worries the Aston Martin idea opens up a development direction that could make the racing worse, rivals say they cannot consider that concern in their plans. Instead, they say that if Aston’s wing concept proves to be a genuine step forward in performance, then that is the only factor that will decide if they run it or not. Sebastian Vettel was an encouraging seventh fastest in second practice at the Hungaroring on Friday, but said the new rear wing was not the only reason behind this. Asked by Autosport if there were any concerns about the development direction potentially ruining the aim of the 2022 rules, Alpine sporting director Alan Permane said: “I promise you there’s nine other teams running that in CFD at the moment. “If it’s quicker, you’ll see nine more of them I imagine. I can’t see why it wouldn’t happen if it’s completely legal. “I get your point about the intent of the regs, but we just want to go fast and be reliable. “It’s really for the FIA and Formula 1 to work out if they’ve circumvented the intent. I doubt there’s anything that could be done about that for this year. I’m very sure if it’s faster, you’ll very soon see more of them.” Sebastian Vettel, Aston Martin AMR22 Photo by: Mark Sutton / Motorsport Images Ferrari racing director Laurent Mekies said: “If they have asked the FIA and the FIA says it’s legal, then everybody tries it. If it’s faster it will come to the cars.” Red Bull team boss Christian Horner added: “I guess if it complies with the regs, that’s the main thing. “It opens up another avenue that’s interesting. Maybe for once we’ll copy something off an Aston Martin rather than the other way around, you never know.” PLUS: Why there was no case to answer in Aston’s latest F1 copycat saga The FIA and F1 has said in that past that if teams created designs that scuppered the intent of the rules to improve the racing then they would not hesitate to act. One way that could be done would be for the F1 Commission, which is made up of teams, the FIA and FOM, to vote for a change of regulations that could be implemented with immediate effect. This would require what is known as a super majority of 28 votes out of the 30 that are available. However, Aston Martin team boss Mike Krack said he was not worried about moves being made to change the rules. “With developing a wing or developing ideas, you normally do not wait until the last moment to show it,” he said. Mike Krack, Team Principal, Aston Martin F1 Photo by: Mark Sutton / Motorsport Images “We were in touch with the FIA all along for the development, to understand if this is something that would be accepted, And it finally was. That was for us the moment we said: ‘OK, we go for it.’ “I think there is nothing special at the end of the day. It’s an interpretation of the rules. We developed the wing according to that in conjunction with the FIA. That’s it basically “I’m not concerned about super majority or anything if the rules are changing, or if these kinds of designs are not allowed. We will cope with it.” shares comments
Source: AutoSport.com

2023 Porsche 911 GT3 R benefits from more power and more downforce

Porsche has kept a long-standing tradition going by unveiling the new 911 GT3 R. Based on the current, 992-generation 911, the track-only coupe benefits from a bigger and more powerful naturally-aspirated flat-six engine, more downforce, and suspension modifications.

Development work started in 2019, and engineers set out to make a long list of improvements over the successful last-generation model. Their goals included improving drivability and handling and reducing running costs. The last point is important because the 911 GT3 R will be eligible to compete in a wider selection of races starting in 2024, when GT3-spec cars are allowed to race in the FIA’s World Endurance Championship (WEC). That means cars like the 911 GT3 R will be invited to line up on the starting grid at the 24 Hours of Le Mans.

Power for the GT3 R comes from a flat-six engine whose displacement was increased by 5% to 4.2 liters. It develops about 565 horsepower, and it spins the rear wheels via a six-speed sequential gearbox linked to a pair of shift paddles. The engine remains rear-mounted, but it’s tilted forward by 5.5 degrees to clear up more space for the rear diffuser. Porsche also notes that it relocated several components, including the air conditioning system’s compressor and the alternator, to a space in front of the engine to improve the car’s weight distribution. 

Mechanics will be able to make setup modifications to the suspension using shims that eliminate the need to spend time re-aligning the system after it’s been adjusted. The suspension changes made to the GT3 R also reduce tire wear, which helps bring down racing costs. Porsche notes that it moved the rear wheels further back to increase the wheelbase and reduce load on the back tires, and the braking system includes six-piston front calipers that grip massive, 15.35-inch rotors plus four-piston rear calipers mounted around 14.56-inch rotors.

Carbon fiber body panels and an aluminum-steel composite body help keep weight in check, though Porsche hasn’t published how much the 911 GT3 R weighs. Visually, the GT3 R is characterized by a redesigned body kit and a huge rear wing mounted on a set of swan necks. There’s more to it than meets the eye, though: The part of the underbody that’s ahead of the front axle is elevated to improve the flow of air to the rear diffuser. All told, the 911 GT3 R offers more downforce than its predecessor, yet the modifications don’t create additional drag.

Inside, Porsche moved the driver’s seat closer to the center of the car in the name of ergonomics. The seat is fixed, though the steering wheel and the pedals can be adjusted, and special ramps save about a second per pit stop by making the six-point harness faster to fasten.

Priced at $567,210 excluding destination and options, the Porsche 911 GT3 R is on sale now through Porsche Motorsport North America. It will make its competition debut at the 2023 edition of the Daytona 24 scheduled to take place in January 2023.

Related video:

Source: AutoBlog.com

2023 Ford F-150 Rattler Package will cost $1,495

As picked up by Muscle Cars & Trucks, the F140gen14 forum procured a copy of the price list for the 2023 F-150. On page four of that document, the single line “Rattler” informs the world that Ford suggests a $1,495 retail price for the new off-road package meant to slip between the FX4 and Tremor packages. That sum is $400 more than the FX4 Package.

The automaker announced the trim package in March, basing it on the entry-level XL trim exclusively with four-wheel drive. Mechanically, the Rattler picks up all the FX4 off-road goodies: Skid plates, off-road shocks, a locking rear differential, hill descent control, and all-terrain tires. Outside, the Rattler wears the black plastic grille and bumpers of the XL accompanied by fender vents with “Rattler” badging, rear decals with the logo and a rattlesnake pattern, dual black exhaust tips, and 18-inch alloy wheels. The interior gets Onyx seats with cloth inserts boasting a scale-like pattern and bronze cross-stitching throughout. And underneath come specially retuned tuned front shocks and monotube rear shocks. 

As with the next year’s Heritage Package, there are a few necessary extras when adding the Rattler Package. It will only be available on trucks with a 145-inch wheelbase like the SuperCrew cab with the 5.5-foot bed or the Super Cab with the 6.5-foot bed. It requires upgrading to any engine but the base 3.3-liter V6, but unlike the Heritage Edition, the 3.5-liter EcoBoost and PowerBoost hybrid are options. Finally, buyers have to check the XL High Package and either the Class IV hitch or the Trailer Tow Package. Since the price list indicates the least expensive XL Super Cab 4×4 will start at $42,495 before the $1,795 destination fee, buyers probably won’t be far from $50,000 by the time they’ve finished a speccing a Rattler still lean on extra options.

Source: AutoBlog.com

GM threatens predatory dealers with order cancellations, non-transferrable warranties

General Motors will launch a second salvo against misbehaving dealerships next week with a new set of policies aimed at curbing predatory markup strategies. With the new Chevrolet Corvette Z06, GMC Hummer EV SUV and Cadillac Escalade-V about to head into production, GM is putting its foot down yet again. Dealers that attempt to circumvent GM’s markup restrictions by dealing directly with brokers or other resellers could find themselves in a particularly nasty spot, as the company is threatening to withhold future allocations and end the transferability of warranties when dealers facilitate the reselling of vehicles within 12 months. 

While this may help curb some dealership chicanery, it’s possible the real loser in such a deal could end up being the customer who unwittingly ends up with an un-warrantied vehicle. We suspect GM has accounted for that, but we’ll have to wait until next week to find out exactly how these new policies will be enforced. Here is Friday’s communication in its entirety:

Dear GM Dealership Team,

We are continuing to build momentum as we head into the second half of the year and have started shipments of several of our high demand and limited production products. 

This letter serves as a follow-up to my communication from January of this year, where we reiterated your contractual requirements and our policies on selling new vehicles for resale.  When vehicles are quickly resold, particularly by unauthorized dealers or other resellers that do not adhere to GM’s standards, the customer experience suffers and GM’s brands are damaged.  As a result, on certain high demand enthusiast products, we are limiting the transferability of certain warranties and barring the seller from placing future sold orders or reservations for certain high demand models (as identified by GM) if the vehicle is resold within the first 12 months of ownership.  These changes are being implemented to ensure an exemplary customer experience, to ensure our brands remain strong, and to help prioritize ownership by brand enthusiasts and loyal customers.  These changes will not impact product recalls in any way.  

Currently, the products impacted by these changes include the following: 23MY Cadillac Escalade-V, Chevrolet Corvette Z06, and GMC HUMMER EV (SUT and SUV).  Certain warranties will not be transferrable if the original owner resells the vehicle within one year of delivery. 

In the coming days, you will receive a message from your respective brands that will outline full details of the warranties and the customer acknowledgement requirements to implement this new process.  Thank you in advance for continuing to do your part in ensuring our customers have great experiences when purchasing these truly special products.       

If you have any questions or comments, please reach out to your Zone Manager.


Steve Carlisle
President GM North America

While GM’s hands are largely tied in matters of normal dealership sales practices, its franchise agreements include language that allows some flexibility in cases where the dealer is acting against the interests of GM, its brands or its products; or is behaving in a misleading or unethical manner, as GM Vice President Steve Carlisle pointed out in a dealer communication sent earlier in 2022. 

“Providing customers misinformation about additional sums being necessary for a customer to keep a reservation, is just one example of a tactic that reflects poorly on all of us,” Carlisle said. 

Related video:

Source: AutoBlog.com

Drive mice away from your vehicle with this under-$30 rodent repeller

Autoblog may receive a share from purchases made via links on this page. Pricing and availability are subject to change.

Mice can make cute pets for some, but for most, they’re pests that need to be removed. Just seeing a mouse running around your garage is bad enough, but these little critters are notorious for getting under hoods and chewing through wires, turning a creepy annoyance into a costly problem. Naturally, it’s best to avoid this at all costs. Just last week, Autoblog Managing Editor Greg Rasa had a car in the shop, where a mechanic discovered signs of mice under the hood. Thankfully, no damage was done, but the mechanic recommended a precautionary measure to keep rodents out for good. Rodent repellers are simple, cruelty-free ways to keep pests away from your vehicle using lights and ultrasound imperceptible to most humans. Importantly, the recommendation was for a 12V hard-wired version, not the battery version. To our surprise, we were able to find this one on Amazon for just under 30 bucks, with over 1,400 ratings. You can learn a bit more about the product below or check it out for yourself right here.

Key Features

  • Uses LED lights and ultrasound to deter pests
  • Installation is simple – just 2 wires connected to the vehicle battery
  • Includes low voltage protection
  • Automatically switches off once the car starts up, saving battery power – switches back on 10 seconds after the car is parked
  • Great for vehicles, but can be used anywhere with a 12- to 24-volt battery

Loraffe Under Hood Rodent Repeller – $29.98

Source: AutoBlog.com