Ford had the most

By Mark Huffman of ConsumerAffairs

• Automakers issued 96 recalls covering 8.5 million vehicles in Q3 2025, the highest since early 2024

• Ford led all automakers, responsible for nearly 60% of recalled vehicle

• Most recalls involved critical safety systems like brakes, fuel, and back-over prevention

Regular ConsumerAffairs readers will not be surprised to learn that there have been a lot of automotive recalls so far in 2025. We report on them each week. But a new industry report has totaled up the number.

Automakers recalled 8,494,262 vehicles in the U.S. during the third quarter of 2025, according to the BizzyCar Q3 2025 Recall Report a 16% increase from Q2 and the highest total since early 2024. Its the second consecutive quarter of unusually high recall activity, reflecting growing safety risks linked to vehicle complexity.

So far in 2025, more than 19.3 million vehicles have been recalled across the United States.

The sheer volume of recalls this quarter highlights how complex modern vehicles have become, said Ryan Maher, CEO of BizzyCar. Safety-critical systems like brakes, fuel, and electronics must be addressed promptly to prevent accidents.

Not a good year for Ford

Ford Motor Co. was responsible for the lions share of recalls in Q3, with 5,041,241 vehicles affected. The companys campaigns focused on critical safety systems, including brakes, fuel delivery, back-over prevention, and electrical issues.

Across all automakers, the most common defect involved back-over prevention systems, affecting 1.75 million vehicles.

In total, 88% of recalled vehicles posed a crash or injury risk, underscoring the urgency for owners to take immediate action. Regulators and manufacturers also issued three Park Outside advisories covering nearly 201,000 vehicles due to fire or overheating risks.

While Over-the-Air (OTA) updates allow some manufacturers to resolve software-related recalls remotely, the majority of fixes still require a dealership visit. Only 16% of recalled vehicles were eligible for OTA software repairs in Q3.

Dealership inspections remain critical for:

• Uncovering additional or related safety defects

• Ensuring all systems meet federal safety standards

• Providing customer protection and confidence through hands-on service

OTA updates are helpful, but theres no substitute for a technician inspecting the vehicle in person, Maher said. Dealerships are on the front line of keeping drivers safe and building long-term trust.

Why recalls are rising

The surge in recalls underscores the growing complexity of vehicle electronics, software integration, and supply chain pressures. Experts expect recall volumes to remain volatile through 2026, as automakers continue adapting to evolving safety standards and advanced vehicle systems.

Manufacturers that respond quickly and dealerships that communicate clearly with owners will be best positioned to protect drivers while maintaining customer loyalty, the report concludes.

Drivers should take recall notices seriously, even if their vehicle appears to function normally. Owners can check their vehicle identification number (VIN) on the National Highway Traffic Safety Administration (NHTSA) website or contact their dealership to determine if repairs are needed.

Sixty models sold for more than $75,000 in September

By Mark Huffman of ConsumerAffairs

• The average new-vehicle price in the U.S. surpassed $50,000 for the first time in September.
• Electric vehicles hit record highs in both sales and market share, despite elevated prices.
• Rising luxury and EV sales continue to push transaction prices upward amid modest incentive growth.

The average transaction price (ATP) for a new vehicle in the United States exceeded $50,000 for the first time in September, marking a milestone in the ongoing rise of vehicle costs, according to new data from Kelley Blue Book.

The average new-car buyer paid $50,080 last month, up 2.1% from August and 3.6% higher year over year the largest annual gain since spring 2023.

Incentive spending rose modestly to 7.4% of ATP, or about $3,700 per vehicle, the highest level so far in 2025. The average manufacturers suggested retail price (MSRP) or sticker price climbed to a record $52,183, up 4.2% year over year.

Kelley Blue Book analysts say the continued strength of the luxury and electric vehicle markets helped push prices into record territory. More than 60 models carried ATPs above $75,000, representing 7.4% of total industry sales. The Cadillac Escalade remained a standout, with 4,320 units sold in September.

Wealthier buyers are driving the market

Erin Keating, executive analyst at Cox Automotive, said the pricing trends reflect an increasingly bifurcated market.

It is important to remember that the new-vehicle market is inflationary, Keating said. Todays auto market is being driven by wealthier households who have access to capital, good loan rates and are propping up the higher end of the market.

Keating noted that tariffs have added cost pressure but attributed most of Septembers price growth to the mix of high-end and electric models. She added that the milestone was only a matter of time, pointing out that Americas best-selling vehicle the Ford F-Series pickup often sells for more than $65,000.

EV sales surged as tax break expired

Electric vehicle (EV) sales hit a new record in the third quarter of 2025, with 437,487 units sold and a market share of 10.5%. Buyers rushed to close deals before federal EV incentives expired at the end of September, pushing sales nearly 30% higher than a year earlier.

The average EV transaction price reached $58,124, up 3.5% from August but essentially flat year over year. Incentive spending for EVs fell slightly to 15.3% of ATP, or about $8,900 per vehicle.

Teslas ATP declined to $54,138 in September, down 6.8% year over year, as the company prepared to introduce lower-priced versions of its Model 3 and Model Y a shift that could bring down overall EV prices in the months ahead.

With record transaction prices, expanding EV adoption, and rising luxury demand, analysts suggest the auto industry may be approaching a tipping point. While the top end of the market remains robust, price-sensitive consumers are increasingly turning to used vehicles or delaying purchases altogether.

Researchers tested two coaching models and found that continued contact helps sustain weight loss

• Ongoing support after weight loss is linked to better long-term maintenance.

• A clinical trial tested two phone-based support schedules: fixed monthly calls (static) versus calls triggered by risk signals (adaptive).

• After nearly two years, both groups held onto about 8% of weight loss, and ~60 % of participants kept off at least 5% of their starting weight.

Losing weight is hard but keeping it off over the long haul can be even harder.

Many people regain what theyve shed once the structure of a diet or formal weight-loss program fades. Researchers have long suspected that sustained support might help cement change.

A new study led by Dr. Kathryn Ross and colleagues explores whether continuing phone check-ins can make a real difference, and whether tailoring the timing of support based on risk is better than a steady monthly schedule.

The study

The trial was conducted in two phases. First, over 16 weeks, adults with obesity entered a weight-loss program. Participants who succeeded in losing at least 5 % of their baseline weight qualified for the next maintenance phase.

That maintenance phase lasted 20 more months, during which participants received telephone-based support from trained coaches. But the twist: participants were randomly assigned to one of two groups:

• Static (monthly) group calls scheduled once per month, regardless of how a person was doing.

• Adaptive (triggered) group calls occurred when an algorithm flagged someone as being at higher risk of regaining weight, based on their self-monitoring data (weight logs, diet logs, hunger ratings, etc.).

All participants continued to track weight, diet, and activity through apps and connected scales. Call content was similar across groups: coaches discussed obstacles, goal setting, and problem solving.

The primary question: from the end of the weight-loss phase (month four) to month 24, would the adaptive schedule lead to less weight regain than the fixed monthly schedule?

The results

By the end of the trial, both groups fared better than some prior benchmarks. On average:

• The adaptive group regained 2.8 pounds from month four to 24.

• The static group regained 3.9 pounds in the same period.

• However, the difference between groups was not statistically significant. (

In terms of sustained weight loss:

• Adaptive participants held onto an average of 8.1 % weight loss from baseline.

• Static participants held onto about 7.9 % weight loss.

• Roughly 60 % of participants in both groups maintained at least 5 % loss.
  

The takeaway? The plan of give extra calls when someone seems to be at risk did not outperform a consistent monthly schedule at least in this trial. But the fact that both approaches produced solid long-term maintenance suggests that continued support itself not just when its delivered plays a vital role.

This study is important because it shows that ongoing support really does help people maintain their weight loss over time. Outcomes in both groups were better than we expected, Dr. Ross said in a news release.

Our findings support the provision of long-term care for obesity, under a chronic disease model, just like we do for other long-term health issues. We hope this research encourages more clinics and health programs to offer ongoing support to help people keep the weight off.

How researchers retrofitted streetlight poles to offer low-cost, equitable electric vehicle charging

• A team from Penn State retrofitted 23 streetlights in Kansas City to serve as EV charging stations using a scalable modeling framework.

• Their approach offered lower installation cost, faster charging, and fewer environmental drawbacks than conventional charging stations.

• The model factors in demand, equity, and technical feasibility to guide communities in deploying these streetlamp chargers.

Electric vehicles are growing in popularity, but one hurdle remains: not everyone has a straightforward way to plug in. Apartment dwellers, city residents, and folks without garages often lack access to home chargers.

To bridge that gap, Penn State researchers proposed an inventive idea: Why not turn streetlights already powered and widespread into EV charging stations?

In a pilot project in Kansas City, they tested this idea, aiming to make EV charging more accessible, affordable, and equitable.

The motivation for this work comes from the fact that many apartment and multi-unit dwelling residents, particularly in urban and downtown areas, lack access to dedicated home EV chargers, since they dont have the privilege of owning a garage, researcher Xianbiao XB Hu, said in a news release.

Fortunately, streetlight poles are already powered and typically owned by municipalities, making them relatively easy to work with. Their placement often near on-street parking and in high-traffic areas makes them well-positioned to serve both local residents and visitors.

The study

To make the concept work, the team designed a three-part framework centered on demand, feasibility, and benefits.

1. Demand modeling: The researchers collected data on land use, nearby points of interest, traffic volumes, and station density. They used this data to train artificial intelligence models to predict where EV drivers would most likely need charging.

2. Equity considerations: They deliberately included socio-economic and community engagement factors to ensure that charging benefits would be distributed fairly across neighborhoods, especially those underserved by existing infrastructure.

3. Technical feasibility and benefits analysis: Working in partnership with Kansas City, utility providers, and the National Renewable Energy Lab, they retrofitted 23 streetlight poles to include EV chargers. Over the course of a year, they monitored usage, installation cost, charging speeds, and environmental impacts.
   

This structured method was intended to be scalable meaning other cities could adopt it with adjustment to local data.

The Results: Cost-Effective, faster, and greener

The findings were encouraging. Because the streetlights were already connected to the electrical grid, retrofitting costs were much lower than building new, stand-alone charging stations.

Charging performance was notably strong: the streetlight chargers offered faster charging speeds, likely because each charger drew directly from less congested municipal lines rather than competing with multiple vehicles on a shared circuit.

Environmentally, the system also delivered: the researchers documented gasoline savings and reductions in greenhouse gas emissions, mainly by replacing fossil fuel use in locations where vehicles were already parked. In other words, the charging opportunity overlapped with natural parking behavior, making access efficient.

In summary, the project suggests that streetlight-based EV charging is a promising path forward, especially in dense urban settings. The team plans further enhancements, such as integrating socio-economic data and weather conditions, to improve deployment strategies and ensure that charging infrastructure serves those who need it most.

We found that using streetlights for EV charging offers an innovative and equitable approach to expanding charging infrastructure and promoting sustainable electrification, researcher Yuyan Annie Pan said in the news release.