Why People Are Unplugging Random Teslas

by Gabrielle DeSantis

Tesla fire fears have reached an all-time high. The electric car and clean energy company has run into issues with some of its models catching on fire. Naturally, since Tesla is involved, these stories are widespread. As a result, many of the general public assume that Tesla vehicles are all fire hazards. This fear is bad for electric vehicles and incredibly awkward for Tesla owners.

People are unplugging Teslas that don’t belong to them

Electric vehicles charging station | Michal Fludra/NurPhoto via Getty Images

Picture this: you park your EV in a free electric vehicle public charging station. Your community has made these stations available for consumers just like you as an incentive to purchase and use electric vehicles. You are actively reducing carbon emissions by owning your vehicle. You step away for a nice walk around the park because, let’s face it, EVs take long to charge.

After you return from your walk, you find your EV has been unplugged. Instead of refueling and replenishing your battery as you had intended, the charger has instead been disconnected from your vehicle by a stranger. Why? Because today the general public believes that electric vehicles are fire hazards.

A scenario like this is exactly what happened to Tesla Model 3 owner Oliver James when he left his car to charge in a residential parking lot. James returned to the parking lot to find that someone had unplugged his car and left a note on it. According to InsideEVs, the note revealed something unsettling about the general public’s perception of Tesla vehicles.

Teslaphobia is affecting Tesla owners

tesla gigafactory in shanghai
Tesla Gigafactory in Shanghai | Xinhua/Ding Ting via Getty Images

Teslaphobia is real. People are genuinely afraid of the company’s vehicles either crashing into things in Autopilot or bursting into flames while charging. After unplugging Oliver James’ Tesla Model 3, a person left a note on the car stating that overcharging the vehicle in hot weather will “blow up this battery”. The note was signed “concern resident”. Not concerned…”concern”.

This resident represents a growing problem with some of the misconceptions surrounding Tesla models. The chances of Oliver’s Tesla Model 3 battery exploding while charging were slim to none. As a matter of fact, there is a battery management system in place to avoid that outcome.

Tesla battery cells are also isolated when made to reduce the risk of causing a chain reaction if one battery cell were actually to somehow overheat. People are illogically afraid of Teslas, and that’s making ownership more difficult. Oliver was simply charging his car. There is no reason that a driver needs to be present during the lengthy electric vehicle battery charging process. Instead of getting his battery recharged, he got a taste of the Teslaphobia that is increasingly difficult to avoid as more fire headlines circulate.

Can your Tesla catch on fire?

2 crash white Tesla Model X.
2 crash Tesla Model X | YouTube

Is your Tesla vehicle actually likely to catch on fire? The short answer is no. Tesla vehicles aren’t statistically more likely to catch on fire than any gas-powered vehicle. Gas-powered vehicle fires are much more likely to burst into flames, they just don’t make as many headlines. A Tesla Autopilot crash or vehicle fire is prime-time news.

Tesla is very new to the automotive industry in comparison to its more seasoned rivals. As a result, it has been met with intense scrutiny at every turn. Tesla models will occasionally catch on fire, just like any other automobile. The difference is, a Tesla fire will always get more coverage. In the case of the Tesla Model 3, the concerned resident’s fears and actions were completely unwarranted.

RELATED: Are There Too Many Tesla Model S Fires To Hide?

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Why Don’t School Buses Have Seat Belts? The Reason Might Surprise You

by Gabrielle DeSantis

Summer is winding down, and the first days of school are finally upon us. For many families, that means camping out at the local bus stop so their kids can hitch a ride to their first day of school. But when it comes to school bus safety, you might find yourself wondering: why don’t school buses have seat belts, and are they safer without them? Let’s take a closer look.

How safe are school buses?

When it comes to hitching a ride to school, riding the school bus is the safest way to go about it. In fact, the NHTSA reports that while four to six school-age children die each year on school vehicles, school buses are the safest vehicles on the road. Additionally, the NHTSA says that children are 70 times more likely to get to school safely than if they were traveling by car. 

While such statistics are impressive, it’s important to note what makes school buses safer than other cars. A lot of it comes down to how school buses are designed. Unlike other vehicles on the road today, school buses offer better crash and rollover protection, HowStuffWorks reports. That’s because they use “compartmentalization,” which includes spacing seats close together. Additionally, school bus seats feature high, energy-absorbing backs. According to HowStuffWorks, these seats are designed to prevent children from being tossed around in a crash.

Why most school buses don’t have seat belts

School Bus Seats Susan L. Angstadt/MediaNews Group/Reading Eagle via Getty Images

As safe as school buses are, it’s important to note that most school buses don’t have seat belts. While seat belts are an absolute necessity in most cars and have been since 1968, that’s not always the case with school buses. And if you’re wondering why? It’s because seat belts just aren’t necessary for school buses, the NHTSA reports.

“There is no question that seat belts play an important role in keeping passengers safe in these vehicles. But school buses are different by design, including a different kind of safety restraint system that works extremely well,” the NHTSA explains.

And that safety restraint system? It’s all in how school buses are designed. In fact, remember that term compartmentalization? It’s why school buses don’t have seat belts. “Through compartmentalization, children are protected from crashes by strong, closely-spaced seats that have energy-absorbing seat backs,” the NHTSA added.

However, while most school buses don’t have seat belts, some do. In fact, the NHTSA requires that small school buses or school vehicles with a gross vehicle weight rating of 10,000 pounds or less must be equipped with lap or lap/shoulder belts. 

Now is the time to talk to your kids about school bus safety

A yellow school bus parked on a sunny day
School Bus | David L. Ryan/The Boston Globe via Getty Images

Chances are, you’ve spoken to your kids about the importance of wearing a seat belt. With the first days of school quickly approaching, now is the time to talk to your kids about school bus safety. While that likely won’t include buckling themselves in, Safe Kids recommends following these tips when talking to your kids about school bus safety:

Not only should your child know where their bus stop is, but they should also be taught to stand at least three steps back from the bus stop. Once the bus has arrived, talk to your kids about waiting to board the bus until it has come to a complete stop. 

Next, talk to your kids about boarding and exiting the bus. Not only should children board the bus one at a time, but according to Safe Kids, they should also use the bus’ handrails. Finally, once on the bus, children should remain in their seats at all times. 

Are school buses safer without seatbelts?

School buses are designed with your child’s safety in mind. And while they may not come readily equipped with seat belts, the NHTSA reports that’s OK. 

RELATED: Children’s Seatbelt Safety Tips to Save a Life

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GM Drops 3.0-Liter Duramax Diesel

by Gabrielle DeSantis

A letter sent to GMC dealer operators and sales managers says GM has stopped selling the LMs 3.0-liter Duramax turbo-diesel engine. An August 27 letter says the “availability of the LM2 diesel engine has changed to zero.” The reason given is due to a supplier shortage. 

What vehicles have the 3.0-liter Duramax diesel

2021 Chevy Silverado | Chevrolet

Dealers are encouraged to offer the gas-powered 5.3-liter or 6.2-liter V8s. GM’s 3.0-liter diesel can be found in Chevy Silverados, Tahoes, and Suburbans; as well as the GMC Yukon and Sierra, and Cadillac Escalade. 

No more details were in the letter, which was first discovered by The Fast Lane. Because nothing has officially been released by GM there is a possibility this may not be completely legit. So for now we’ll call it a rumor.

There is also no information on how long this will last. If you look on the GMC, Chevy, or Cadillac websites, the Duramax diesel engine is still listed. But if you’re ordering this option you should still get some verification from the dealer through their channels.

Ford has also dropped its 3.0-liter diesel as well

A red 2021 Ford F-150 driving, the latest Ford F-150 recall includes the truck's seatbelts
2021 Ford F-150 | Ford

Interestingly, Ford is also dropping its 3.0-liter PowerStroke V6 diesel engine. As with the GM decision, there is no elaboration for why Ford is cutting it from its engine options list. The PowerStroke V6 was first available in 2018. If you go to the F150 website it is still listed as being available. 

The 3.0-liter Duramax is being made at the GM Flint Engine Plant in Flint, Michigan. It was originally developed by Opel back when it was part of GM in 2018. Some refer to it as the “baby Duramax.” Opel makes its 1.5-liter three-cylinder and 2.0-liter four-cylinder engines from this same basic architecture. 

The Duramax is a straight-six configuration rated at 277 hp. It makes 460 lb-ft of torque. Forged steel cranks and rods are featured in the mostly aluminum engine. 

Are there problems with the baby Duramax?

The 2021 Chevrolet Tahoe driving down the road
2021 Chevrolet Tahoe | Chevrolet

If there is a downside to the baby Duramax, it is the oil pump belt. First, it is a belt, not a chain. Secondly, it is sitting in an oil bath. Third, it must be changed at 150,000 miles. And the worse part is that to do that changeout, you have to drop the transmission.

That’s because the belt is located at the back of the engine block. So, if the transmission needs to be replaced before 150,000 have the belt replaced too. The cost of the belt and limited service time means you save since the trans needs to be fixed for whatever reason. 

In some ways, it is similar for engines that have timing belts in front. If you need a timing belt changed, the water pump is right there, so replace it. And if your water pump goes bad replace the timing belt too. 

RELATED: The Chevy Silverado Duramax Diesel May Have 1 Massive Problem

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Are There Any Good Affordable Classic Motorcycles?

by Gabrielle DeSantis

While many classic cars are undoubtedly expensive, there are still some affordable ones out there. And the same applies to classic motorcycles. For every high-dollar Crocker or sand-cast CB750, there’s a vintage bike fit for a more modest budget. And the selection might be more varied than some think.

But what makes a specific classic motorcycle ‘affordable’ or not? Naturally, that term varies from person to person. However, the guide below is compiled based on a specific criterium. Here, an affordable vintage motorcycle is at least 25 years old that Hagerty values at $10,000 or less in good-to-excellent condition. Such a motorcycle is generally solid enough to regularly ride, without being overly pristine. And 25 years is the general cut-off for whether a car or motorcycle is a classic.

An affordable classic Ducati or Moto Guzzi motorcycle? It’s not impossible

1992 Ducati 900 SuperSport Superlight classic motorcycle | Ducati

A new Ducati like the Panigale V4 is fairly pricey, so a vintage one should be, too, right? Not necessarily. True, icons like the 916 tend to blow past our self-imposed $10K limit. However, some classic Ducati motorcycles are noticeably more affordable.

One notable example is the 900 SuperSport, aka the 900SS. While the name originally belonged to a racer replica, in 1991 the 900SS became a sport-touring bike. However, while that made it easier to live with daily, Ducati didn’t forget the ‘sport’ part, Cycle World says. A 1991-1997 Ducati 900 SuperSport is both all-day comfortable and great fun when the road starts twisting. And you get the classic Ducati motorcycle touches—trellis frame, air-cooled L-twin, dry clutch—at an affordable price. Hagerty says a good-to-excellent example typically costs $6000-$8500.

Speaking of a trellis frame, there’s another well-known Ducati motorcycle that just became a classic: the Monster. While the 2021 Monster looks more like a mini Panigale, the 1993 M900 became a style icon with its bare trellis frame. Technically a cost-saving measure, it helped the Monster kick off the naked bike segment and become arguably the single best-selling Ducati. And today, even a pristine early Ducati Monster M900—which has a 900SS engine—only costs about $7K, Hagerty reports.

A vintage Moto Guzzi Ambassador V750 motorcycle ad showing a red-and-chrome Ambassador
Vintage Moto Guzzi Ambassador V750 motorcycle ad | Piaggio

Ducatis aren’t your only choices for reasonably-priced vintage Italian motorcycles, though. While a classic Moto Guzzi V7 is above our $10K limit, its ‘follow-up,’ the Ambassador V750, isn’t. A contemporary rival for the Honda CB750, the Ambassador was designed to appeal to the American buyers, with a greater focus on touring. And with its stability, comfortable ergonomics, and torquey V-twin, it was very successful in that regard, Motorcycle Classics notes. Plus, it was the first production bike to come exclusively with an electric starter—no kickstarter here. All this today should cost you at most $9400, Hagerty says.

Some vintage BMW motorcycles are still affordable

In recent years, classic BMW motorcycles have appreciated strongly, especially bikes built in or before the mid-1960s. However, there are still several vintage two-wheeled BMWs you can regularly find for under $10,000.

Common choices for Beemer buyers on a budget are the /5, /6, and /7 Series, the last of the ‘Airhead’ bikes. Available in a variety of capacities, these motorcycles feature low-maintenance shaft drives, air-cooled boxer twins, and are common bases for custom builds. It’s worth noting that not all Airheads fall within our $10,000 limit, though. The R90S sport-touring bike, for example, as well as the R80 G/S adventure bike, both command higher prices. But an R75/5 or an R65LS serves as an excellent affordable classic motorcycle, Hagerty notes.

Air-cooled models aren’t the only options for vintage BMW motorcycle riders, though. Their successors, the liquid-cooled K Series, also often cost less than $10K. True, the K1 sportbike falls outside of that budget limit. However, even a pristine K100 or K75 rarely costs more than $6000, Hagerty reports.

There are plenty of inexpensive classic Japanese bikes available

The side view of a black classic 1978 Honda GL1000 GoldWing touring motorcycle
Classic 1978 Honda GL1000 GoldWing motorcycle side view | Honda

Due to its historical significance and popularity with café racer builders, the Honda CB750 isn’t a bargain anymore. And that also goes for one of its chief rivals, the Kawasaki Z1 900. Even late-model Z1s are starting to crest the $20K-$30K mark these days, Hagerty reports. So are iconic ‘80s dirt bikes like the CR250.

But the budget-minded vintage Japanese motorcycle buyer isn’t out of luck just yet. Even if you can’t afford a specific well-known bike, there’s often a cheaper, contemporary alternative.

Can’t stretch to a Honda CBX? The Suzuki GS1100 is more powerful, lighter, handles better, and consistently costs less than $10K, Hagerty says. BMW R90S not in your budget? The first-gen Honda Gold Wing, the GL1000, might be heavier, but it’s more powerful and comfier. And while Suzuki GS750 prices are rising, it’s still a better-handling CB750 rival that you can pick up for $5000.

Speaking of Honda, several of the brand’s classic motorcycles are noticeably more affordable than, say, a CB750. The Trail 125’s vintage ancestors are consistently available for less than $10K. Many CB400F Super Sports are, too. And you too can own one of the most popular motor vehicles ever made, the Super Cub.

Which is the best affordable classic motorcycle?

Although classic motorcycles aren’t necessarily expensive, they’re not as easy to live with as modern bikes. Their maintenance schedules are shorter, for one, while some have carburetors and drum brakes rather than fuel injectors and discs. And there’s always the chance that some old part will call it quits.

As a result, it’s difficult to say which vintage bike is the best in terms of daily rideability. And that’s before getting into what kind of bike is best to ride. That depends on your level of experience, personal comfort, and intended use. You wouldn’t buy a classic Gold Wing to go off-roading, for example.

But there are some general guidelines for picking the ‘best’ affordable classic motorcycle. First, get the nicest example of the bike you want. That doesn’t necessarily mean a low-mileage model, but rather one with extensive service records and evidence of regular maintenance. Secondly, research what replacement parts and service cost. Just because a vintage bike costs less than $10K upfront doesn’t mean the maintenance will be cheap, especially if you have to visit a mechanic regularly.

Finally, buy a classic motorcycle that you’ll enjoy riding. Bikes that sit in climate-controlled garages suffer slow deaths by decay. So, when you’re budgeting for your bike, make sure you include plenty of riding time.

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RELATED: Classic Motorcycle Ignition Systems Are Simpler Yet More Complicated

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