As I set out to tell this tale, I must first acknowledge a crucial disclaimer: Lemons indeed do exist – and by that, I am not referring to the citrus fruit. Generally speaking, one typically obtains a decent understanding of what it takes to excel in an automotive software program engineering role. Over the past decade, the capabilities expected by clients in their vehicles have significantly evolved, transitioning from basic control and management interfaces to fully-fledged smartphone-like operating systems featuring numerous applications and constant online connectivity. Designing a product as intricate and enduring as an automobile demands meticulous effort.
An auto journalist’s recent account of borrowing a Blazer EV presents a troubling portrait of General Motors’ software capabilities, which have already faced widespread scrutiny following the company’s decision to disable Android Auto and CarPlay functionality.
Kevin Williams recently embarked on a highway adventure with a Blazer EV, courtesy of General Motors’ test drive program, requiring multiple stops at DC fast-charging stations along the route. On our inaugural test drive, we were thoroughly impressed by this mass-market electric vehicle from General Motors, which showcases the Ultium platform at its finest – a game-changer for mainstream adoption. Additionally, we were highly enthusiastic about the advanced infotainment system, a notable highlight of the overall driving experience. While there’s a significant disparity between a controlled test environment where engineers are present to monitor and adjust parameters, and the unmonitored scenario of lending a vehicle without direct supervision.
Here’s a concise summary of the situation:
- The Blazer EV’s infotainment system, powered by Android Automotive, suffered a few complete shutdowns during this journalist’s test drive. When it comes to screen flashing, I must admit that I’m left feeling quite puzzled by the sudden disappearance of everything that was once visible, resulting in an ominous black screen. Uncomplicated routes without reliance on technology. Despite its initial demise, the software program surprisingly surged back to life – momentarily. Despite efforts to mitigate issues such as incoming calls, the operating system still crashed repeatedly during the process.
- After a brief initial charge at an Electrify America charging station in Wytheville, Virginia, the Blazer EV abruptly transitioned to cost fault limp mode, prompting its immediate stop. This limitation restricts the automobile’s capacity (up to 5kW) to avoid highlighting multiple warning lights during acceleration. With a sense of resignation, Kevin abandoned his attempt to complete the drive and instead drove the car to a local Chevrolet dealership, where he left it for General Motors to recover.
To gain a deeper understanding of this narrative, I suggest exploring the original account in its entirety – a 28-hour period that saw Kevin’s automobile at the center of an unfolding drama.
While many factors grab attention outside this story, one notable comment stands out: a commenter noted that the exact Electrify America charging station Kevin used also placed their Hummer EV into limp mode. This isn’t entirely surprising, as Ultium-platform EVs and Electrify America stations seem to be experiencing an unusual number of compatibility issues. However right here’s that remark.
When embarking on a highway adventure, exercise caution regarding the Electronic Access (EA) charging stations. I left my Hummer at the Wytheville GMC/Chevrolet dealership’s service department over Thanksgiving. To clear a corrupted career mode save courtesy of that very Electronic Arts station. The exhaustion of being stranded in Wytheville, forced to rely on family favors just to retrieve my own vehicle, was nothing short of infuriating – a scenario that would test even the most saintly among us. Exactly a month prior, an unexpected situation arose at an EA station in Columbia, South Carolina: they needed to handle an extra unplanned shift in a single day, and I was the only one available to fill that gap. The new truck has provided reliable service. After driving my Hummer for 5,500 miles without encountering any of the Blazer’s touted features during our shared journey, I must admit that its hype didn’t quite live up to my expectations. While overall operations have been satisfactory, a persistent issue has arisen with EA’s stations experiencing frequent fluctuations in their performance, triggering software program protections that require costly service visits to resolve the problems. No damage has been sustained, and the truck’s primary objective is self-defense; I merely wish for it to refrain from locking out subsequent attempts at reconnection. Notwithstanding initial concerns, I’m pleased to report that Wytheville GMC has successfully cleared any existing codes, and following a thorough test drive of approximately 1,000 miles, I’ve encountered no issues while utilizing Circle K and Chargepoint DC charging stations. I typically shop from home now.
Regardless of who is at fault, shouldn’t our primary concern be ensuring a seamless charging experience for electric vehicle owners? Experiences like these exactingly recalibrate the expectations of potential electric vehicle buyers, instilling a sense of trepidation that can’t be easily shaken by those considering an eco-friendly upgrade. It’s likely that General Motors would be eager to deflect responsibility for such incidents, potentially pinning the issue on a “defective” or misconfigured charging station, rather than acknowledging a problem with their own technology. I incorporated your entire remark, as it seems clear that this individual is extremely proud of their GM Ultium vehicle, suggesting a distinct positive experience that contrasts with more common negative outcomes. When a crucial system failure occurs twice, forcing the user to repeatedly visit a cost station with a specific model, it’s not exactly a user-friendly experience.
While Kevin experienced infotainment system problems while driving his Blazer EV, there seems to be no discernible connection between these incidents and the charging issues. As many people today rely heavily on in-vehicle navigation to navigate safely, it’s particularly concerning that GM Ultium vehicles lack both Android Auto and CarPlay as a fallback option. As General Motors continues to sell more Blazer EVs, they will systematically test software updates and fixes against the cumulative data on bugs and crashes, a necessary reality when integrating complex software into hardware products in today’s technology-driven landscape. This rare expertise will hopefully be in short supply. Despite being considered leaders in automotive software, firms can still make critical mistakes – just think about Rivian’s recent over-the-air update fiasco last month.
Kevin’s expertise highlights the pressing issue that car manufacturers seem ill-equipped to handle the reality of delivering complex software-based products to customers who expect a seamless, “just works” experience akin to that of their smartphones and tablets? While expertise in over-the-air (OTA) updating simplifies issue resolution, it is no guarantee against unforeseen consequences, as updates can and do sometimes prove incompatible. The role of autonomous software programming has never been more crucial, and I firmly believe it will emerge as a key differentiator among automotive manufacturers in the years to come. As consumers evaluate the reputation of car manufacturers for software development just as they do for maintenance and mechanical reliability, stories like this will play a significant role in shaping their buying decisions.
