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One-Owner 1972 Chevrolet Camaro RS Survivor Emerges After 50 Years in California

One-Owner 1972 Chevrolet Camaro RS Survivor Emerges After 50 Years in California

Yahoo7 days ago
⚡️ Read the full article on Motorious
A 1972 Camaro RS owned by one California woman for 50 years has resurfaced as a preserved survivor car.
A 1972 Chevrolet Camaro RS, purchased by a Santa Cruz woman in 1973, has surfaced as a remarkably well-preserved survivor car after more than five decades under single-family ownership. The rare second-generation Camaro was recently acquired by collector Troy Bergeron and is drawing attention for its originality and storied history.
The original owner, who passed away in 2023, purchased the Rally Sport Camaro used in September 1973 and drove it regularly throughout her life. Finished in Hugger Orange with a white vinyl top, the car retains its factory charm, right down to its patina. In 2004, she had the upholstery redone, and aside from a failed A/C unit, the car remained in faithful service until her final years.
With a VIN code 'H,' the car is equipped with a 350-cubic-inch V8 engine, a staple of Chevrolet performance in the early 1970s. The two-barrel small-block was rated at 165 horsepower and 280 lb-ft of torque, subdued by the era's tightening emissions standards. The vehicle's automatic transmission is mounted on the column, though the specific gearbox variant has not been confirmed.
The 1972 model year was pivotal for the Camaro. Beset by labor strikes and production slowdowns, Chevrolet saw output drop to just 68,651 units. The Rally Sport package, featured on this example, added distinctive design touches such as the split bumper, black grille, and additional trim—one of only 11,364 RS-equipped cars that year.
Believed to have just over 100,000 miles, the Camaro now resides with Bergeron, known for his Mopar-centric YouTube channel 'Mopars5150.' The car still starts effortlessly and runs smoothly, proof of its careful maintenance and the enduring build quality of its era.
For muscle car enthusiasts and survivor collectors alike, this Camaro RS tells a rare and authentic American automotive story.
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Automotive Telematics Market worth $16.72 billion by 2032
Automotive Telematics Market worth $16.72 billion by 2032

Yahoo

timea minute ago

  • Yahoo

Automotive Telematics Market worth $16.72 billion by 2032

DELRAY BEACH, Fla., Aug 7, 2025 /PRNewswire/ -- The automotive telematics market is projected to grow from USD 10.02 billion in 2025 to USD 16.72 billion by 2032 at a CAGR of 7.6%, according to a new report by MarketsandMarkets. The automotive telematics market is driven by the growing shift toward software-defined vehicles, where telematics plays a key role in enabling connectivity for diagnostics, remote services, and feature upgrades. Rising adoption of over-the-air (OTA) updates, usage-based insurance (UBI), and fleet management solutions is expanding the role of telematics beyond navigation and tracking. Regulatory mandates in EU countries, India, and China are pushing OEMs to integrate telematics for real-time energy consumption and emissions reporting. In China, regulations such as the New Energy Vehicle National Monitoring Platform require OEMs to transmit real-time vehicle data, including battery status, location, and alerts, to a centralized government platform for all electric and hybrid vehicles. Additionally, the rollout of 5G and V2X communication technologies is enabling faster, low-latency data exchange, further accelerating advanced telematics applications. Download an Illustrative overview: Browse in-depth TOC on "Automotive Telematics Market" 304 - Tables102 - Figures366 - Pages Software segment to grow at fastest rate in automotive telematics market during forecast period Telematics systems increasingly rely on intelligent software platforms to deliver connectivity, data processing, and feature-rich services. Software enables dynamic capabilities such as predictive maintenance, real-time vehicle diagnostics, OTA updates, and remote command execution, which are essential for modern connected vehicles. The shift toward software-defined vehicles is accelerating demand for modular, cloud-integrated telematics software that can scale across models and markets. OEMs and Tier 1 suppliers are investing heavily in in-house and partner-developed software stacks to differentiate user experiences and enable monetizable services. For instance, in May 2025, Toyota announced that it was developing its proprietary software platform called Arene, which was first rolling out in its RAV4 model. Arene will support OTA functionality along with driving assistance and infotainment services. Additionally, software allows integration of third-party APIs for insurance, infotainment, and fleet management platforms. These APIs enable telematics systems to share real-time vehicle data with external services, supporting features such as usage-based insurance, personalized infotainment experiences, and efficient fleet tracking and diagnostics. Telematics software is now being developed using container-based architectures, with AI analytics and edge computing to improve speed and reduce delays. At the same time, cybersecurity features are being integrated to meet data privacy laws and regulatory requirements. 4G cellular connectivity to hold largest share of automotive telematics market during forecast period 4G cellular connectivity is expected to lead the automotive telematics market during the forecast period, primarily due to the widespread availability of 4G infrastructure across most global markets, including emerging economies. Unlike 5G, which is still in the early stages of rollout in emerging economies and concentrated in urban areas, 4G offers broader and more stable coverage at lower deployment and operational costs. Its technical maturity also ensures compatibility with a wide range of vehicle platforms and telematics applications such as real-time tracking, remote diagnostics, and OTA updates. OEMs are increasingly integrating 4G into entry- and mid-segment vehicles, often pairing it with edge computing to enable faster and more responsive telematics functions. For instance, Hyundai's 2024 Venue and Creta models come equipped with 4G-enabled BlueLink telematics, offering services such as remote vehicle control, live location tracking, and vehicle health monitoring. Other models, such as the Toyota Corolla, Kia Sonet, Honda Civic, and Toyota Camry, also feature 4G-based telematics platforms. Companies such as LG Electronics (South Korea), HARMAN International (US), and Valeo (France) are also enhancing their connectivity modules. For instance, in May 2025, LG unveiled a next-gen TCU that combines 4G LTE, 5G Rel-16, and satellite V2X capabilities, with embedded antennas and edge computing for enhanced coverage and resiliency. 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Why driving fast in NASCAR's Next Gen car is not like your car: You're ‘on the limit'
Why driving fast in NASCAR's Next Gen car is not like your car: You're ‘on the limit'

New York Times

time34 minutes ago

  • New York Times

Why driving fast in NASCAR's Next Gen car is not like your car: You're ‘on the limit'

When NASCAR's best Cup Series drivers spin out by themselves, even hardcore race fans often lack the understanding of what happened. Did the driver just lose focus? Did he 'run out of talent,' to use a common racing expression? Did he try too hard instead of being smarter about how much to push? It's not easy to imagine for someone who has never raced, drivers say, but the reality involves pushing their cars to the maximum they can go without wrecking — just to avoid finishing at the rear of the field. Advertisement 'Until you take a vehicle built for racing — not built for comfort — and you go and put it over the limit of what it can do and then bring it back without crashing, it's hard to describe that,' Trackhouse Racing driver Ross Chastain said. But that's only been emphasized more with the current Cup Series car — the series' seventh generation of vehicle known as the 'Next Gen' car. All of the Next Gen cars have the same major parts and pieces, and NASCAR's rules require them to be built within a tight tolerance. There is little to distinguish one car from another, and thus they largely run at the same speed. So when drivers try to make passes, particularly at racetracks not wide enough to give them many options aside from the primary racing line, even the best of the best feel stuck. And what do they do to counteract it? Try to push their vehicles harder. Except the Next Gen in particular doesn't like that; drivers say that, without warning, the car suddenly snaps around on them with no chance of saving it, whereas other types of race cars might slide first. 'Every time you go into the corner, you have to be full commit, 100 percent — but you're just guessing, 'Where is my grip level going to be?' as it's getting worse every lap (because the tires are wearing out),' 2023 NASCAR champion Ryan Blaney said. 'Being able to feel that in the seat of your pants is what makes race car drivers — finding the edge of control each lap without going over it. 'And you see us step over it all the time, right? You go bust your a—, you'll wreck. That's because you're always on the limit, and it's a really fine line.' So if drivers are so close to the edge of disaster on every single lap around the track, why don't they just back off a little bit to make sure they don't crash? That seems logical, no? Advertisement Well, the problem with that line of thinking is each driver in the Cup Series is already going all-out, so if a driver decides to play it even a bit safe, 'you're running 30th every week,' Blaney said. 'That's how you have speed and that's how you win races,' he added. 'It's just a matter of 'How close to the edge do you want to get?'' That word — 'edge' — was used by every driver The Athletic asked about this topic. It's the best way for them to describe how close to the limit they really are, and the bravery and trust in their car it takes to truly go fast in NASCAR. It's why Christopher Bell spun twice while battling for the lead at Dover last month. It's why Kyle Larson will suddenly crash on his own sometimes. It's why Kyle Busch suddenly looks mortal at Richard Childress Racing after mounting a Hall of Fame career at Joe Gibbs Racing. 'I'm trying to make our stuff go faster than it's capable of going,' Busch said. 'That is what has gotten me to 63 wins in this sport, being able to push the fastest cars to that limit and just destroy everybody. Now we're trying to do that with where we're at, just to get ourselves into the top 10.' But Busch feels like he doesn't have a choice. The drivers who run up front every week — from Gibbs, Hendrick Motorsports or Team Penske — race for teams who have figured out how to have a fraction more grip in their cars or have elite pit crews that gain them valuable track position instead of having to make passes on the racetrack. The only way for Busch's RCR car to run with the top organizations on a normal week is to push harder, except that creates a scenario where he's constantly close to crashing — and sometimes does. 'If you're not leading the race and driving away, then you're probably driving over 90 percent,' he said. 'It's the nature of this car.' Advertisement The same goes for second-year Cup driver Carson Hocevar of Spire Motorsports, who said he has noticed other drivers appear to be more in control than he is — but he feels that's the only way for him to extract the speed he needs to compete. Hocevar is one of the fastest drivers in the series, but he also makes plenty of mistakes that take either himself or another driver out of contention — often drawing the ire of other competitors. 'This car is super easy to spin,' Hocevar said. 'In the Truck Series or anything else I've driven, it's like you get loose and you hold the wheel straight and it'll save it for you. Where here (in the Cup Series), you lose downforce the looser you get and it starts chattering the rear because the sidewall (of the tires) is so short.' That creates a scenario where the car suddenly turns around with little warning, often before drivers have a chance to try and avoid a spin. Hocevar said he's proud to have saved his car from wrecking a few times this season, which doesn't happen regularly with the Next Gen. 'That's just what it takes to be fast,' Hocevar said. 'If you're on the edge, you're able to separate yourself from the guys who aren't or can't get their cars to do that. So in a world where the cars are super, super close, that can be an advantage — but a lot of times when you're on the limit, your intensity is really high.' RFK Racing's Ryan Preece, who grew up racing open-wheel modified cars, said there are two ways drivers can approach finding speed: Either 'try to tip up on it' gradually — which sacrifices speed — or 'jump on the other side and wreck.' That's because even though the objective is to be as close to the edge as possible without overstepping, it's a moving target as to where the line actually is. That goes for all teams, whether they're racing in the middle of the pack or the lead. Because even for the fastest cars, the advantage in the Next Gen is so small that drivers must push it to the edge and try to survive the race without going over the line. 'When you're right,' Preece said, 'that's what it takes.' (Top photo of Christopher Bell spinning during last month's Dover race: Sean Gardner / Getty Images) Spot the pattern. 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