AUTONEWS

How do jet fuel changes actually affect airfares?

As concerns grow over global fuel supplies and the cost of flying, new research from the University of Adelaide shows the relationship between jet fuel prices and airfares is not as simple as passengers might think. The study found that different types of jet fuel price shocks have very different effects on Australian domestic airfares, with some shocks leading to higher ticket prices, some having little effect, and others pushing fares in different directions across fare classes.

Published in Research in Transportation Economics, the study examined business-class, restricted-economy and best-discount airfares in Australia, and found the source of the fuel price shock matters more than the price movement alone.

"Not all fuel price shocks are economically harmful in the same way. The source of the shock matters greatly," said Professor of Aviation Shane Zhang from the University of Adelaide's College of Engineering and Information Technology.

"At first glance, it may seem that fuel price increases can be easily passed on to consumers through higher fares. In reality, the relationship is more complex.

"Airfare adjustments are shaped not only by rising input costs, but also by airline pricing strategies, passenger behavior, competitive pressures and consumer sensitivity to price."

Jet fuel is one of the airline industry's biggest costs, typically accounting for 25% to 40% of total operating expenses. In Australia, where about 90% of jet fuel is imported, understanding how airfares respond to fuel price shocks is particularly important.

Analyzing Australian domestic airfare data from the Bureau of Infrastructure and Transport Research Economics, the study separated jet fuel price shocks into three categories: supply shocks, aggregate demand shocks and jet fuel-specific demand shocks.

Fuel supply shocks, which can be caused by events such as wars, natural disasters or disrupted supply chains, were found to have little direct impact on domestic ticket prices.

"This was one of the more surprising findings," said Dr. Yifei Cai from the University of Adelaide's College of Engineering and Information Technology.

"Many people would expect airlines to immediately pass fuel cost increases on to passengers, but our results suggest airlines can often smooth these effects through fuel hedging, long-term supply contracts and other operational strategies."

By contrast, aggregate demand shocks, which are usually linked to periods of economic growth, were found to increase business-class and restricted-economy fares.

"When economic conditions are stronger, travel demand tends to increase, particularly among business travelers," Professor Zhang said. "That gives airlines more room to raise prices in these fare classes."

The third category, jet fuel-specific demand shocks, had more complex effects. These shocks can occur when market participants begin buying or hoarding oil because of fears about future shortages, geopolitical risks or climate-related disruption.

The research found these shocks can reduce business-class fares in the short term, as uncertainty dampens corporate travel budgets, while increasing discount fares as more travelers seek cheaper tickets.

"Oil-specific demand shocks are particularly destabilizing because they can trigger sharp price increases without corresponding changes in actual supply or global demand," Dr. Cai said. "Overall, the findings highlight that airfare responses are shaped not only by fuel costs, but also by passenger behavior and broader macroeconomic conditions."

The findings are especially relevant amid current global concerns about fuel supply and aviation costs.

"In the current context, fuel market disruption can act in more than one way," Professor Zhang explained. "On one hand, it can be understood as a supply shock, where the physical flow of oil or refined products is constrained. Our research suggests these supply shocks do not necessarily lead to immediate domestic airfare increases, because airlines may be able to absorb them.

"At the same time, uncertainty can create an oil-specific demand shock, where buyers respond to fears of future shortages. That can be more destabilizing for aviation markets and may lead to very different fare responses across domestic and international routes."

Dr. Cai said the findings could help passengers better understand why airfare changes are often uneven and not always directly tied to fuel price movements, while for airlines, the results highlight the importance of flexible pricing strategies and fuel risk management.

The findings also have implications for future discussions around aviation fuel policy, carbon pricing and the transition to sustainable aviation fuel.

Jet fuel changes directly affect airfares because fuel accounts for up to 30% of airline operating costs. When fuel prices spike, airlines pass the burden onto consumers by raising base ticket prices, adding explicit fuel surcharges, reducing the number of cheap discount seats, and cutting less profitable flight routes.

Higher Ticket Prices & Surcharges: Airlines—especially on long-haul and international routes—often add explicit fuel surcharges to the ticket price or raise the overall base fare. For instance, recent geopolitical shocks have driven a surge in global fuel costs, causing some transcontinental and international ticket prices to spike.

Reduced Supply of Cheap Seats: Rather than raising every ticket evenly, carriers use dynamic pricing algorithms to limit the availability of basic economy and discounted seats, pushing travelers into slightly more expensive main economy classes.

Route Cuts and Cancellations: If fuel costs remain stubbornly high, airlines may park less fuel-efficient aircraft or cancel routes with lower profit margins to save money.

The "Rocket and Feather" Effect: Airfares rise rapidly when fuel prices spike, but rarely drop at the same pace when fuel costs go back down (often called asymmetric price transmission). Airlines often delay lowering fares while waiting to ensure fuel price drops are permanent.

Fuel Hedging: Some airlines lock in fuel prices months or even years in advance to protect against sudden market changes. This means a sudden spike in crude oil prices might not hit your ticket price immediately, but will likely be factored in once those hedges expire.

Provided by University of Adelaide

AUTONEWS

An underrated automotive part that we almost always forget about, but which proves very useful in the heat

When temperatures rise, the interior of a car can turn into a small oven on wheels in minutes. The seats burn, the steering wheel feels like it's been through a forge, and any bottle of water left on the seat reaches an undesirable temperature. In the midst of this battle against the summer heat, there is a feature that thousands of vehicles have had for years, but which often goes unnoticed, even by many owners.

It's not a new feature, nor does it require apps, giant screens, or complex digital menus. In fact, it's been around for so long that it's surprising how many people forget about its existence or are simply unaware of it. And the most curious thing is that it can make a huge difference, especially during a summer trip.

In the glove compartment or under the armrest...It can be something as simple as a refrigerated glove compartment, although this type of refrigerator is not always located in the glove compartment itself. In fact, in recent years, it is usually placed under the front center armrest, which is more practical because the driver, and not just the passenger, can store and retrieve any beverage with complete ease.

Its operation is much simpler than it seems. Manufacturers take advantage of the cold air generated by the climate control or air conditioning system and direct a small portion of it to this compartment through a specific duct. In this way, and due to the reduced size of the space, it remains at a considerably lower temperature than the rest of the passenger compartment when the climate control system is running.

Simply open the glove compartment or the storage compartment under the armrest to find a small wheel, rotary button, or sliding flap. By activating it, you release the airflow from the climate control system. When not needed, the driver can close it again to avoid wasting air.

The temperature inside the car depends on the climate control system. In the vast majority of cars, the air reaching the glove compartment or armrest is the same temperature as the air exiting the cabin air vents. There is no independent control. If the driver sets the air conditioning to a very low temperature, the car will also cool down more. If the temperature is higher, the effect will be less pronounced.

This means the system has a clear limitation. When the air conditioning or climate control is off, the compartment stops receiving cold air. In other words, it doesn't generate cooling on its own. The duct simply uses a resource the car is already producing to cool the cabin. Without this airflow, the glove compartment behaves again like any other storage space.

Forgotten and found...This simplicity explains why many users discover the function years after buying the car. There are countless cases of owners finding the air vent control by chance or during cleaning. From that moment on, the glove compartment or armrest transforms into a kind of mini-fridge, a welcome relief in the summer.

The practical benefits go far beyond simply keeping a can of soda cold. Keeping water cold during a trip can significantly influence the driver's perception of comfort. Our bodies use various mechanisms to regulate internal temperature, especially when it's hot. Drinking cool water contributes to an immediate feeling of relief and helps combat fatigue caused by the heat.

This sensation has a very simple physiological explanation. When a cold drink comes into contact with the mucous membranes of the mouth and throat, thermal receptors send signals to the brain that translate into an instant perception of coolness. The body doesn't cool down drastically when taking a few sips of water, but the subjective feeling of well-being increases considerably. On a long trip, especially during a heat wave, this difference is quite noticeable.

In addition, proper hydration helps maintain concentration. Numerous studies have shown that even mild dehydration can impair cognitive performance, increase feelings of fatigue, and reduce attention span. Having fresh water available encourages drivers to drink more frequently and arrive at their destination in better condition.

AUTONEWS

Mercedes CLA 200+ EQ could worry rivals with its price and range

When Mercedes introduced the new generation of CLA, one of the most interesting pieces of information, between the lines, was the announcement that some electric versions would be priced very close to the Tesla Model 3. That is why the latest CLA 200+ EQ is attracting special attention.

Mercedes is finalizing the pricing of the electric CLA for the rest of Europe, and the emphasis is on the new version that combines lower power with the largest battery in the range, creating a recipe that could pose a serious challenge to Tesla and other competitors.

The CLA 200+ EQ uses an electric motor on the rear axle with a power of 218 hp, while the maximum torque remains 335 Nm. Acceleration to 100 km/h takes 7.6 seconds, and the maximum speed is 210 km/h, which is more than enough for everyday use.

However, the key advantage of this model is not in performance but in range. Instead of a smaller 58 kWh battery, Mercedes has installed a larger 85 kWh NMC battery, the same one used in the more powerful CLA 250+. The result is an estimated range of as much as 730 kilometers, which places it among the electric cars with the longest autonomy in its class.

Mercedes has apparently assessed that for a large number of customers it is not crucial whether they have 220 or 300 horsepower, but how many kilometers they can travel between two charges. That is why the new CLA 200+ EQ seems like a model designed for drivers who value efficiency and range more than sports performance.

Even more interesting is that this version is expected to be significantly more affordable than the more powerful electric CLA models. Earlier information indicated that Mercedes wants to bring certain versions of the new CLA closer in price to the Tesla Model 3, a car that has been a reference in this segment for years.

If Mercedes can really offer an electric car with a range of around 730 kilometers at a price close to the Tesla Model 3, it could gain one of the most powerful weapons in the battle for electric car buyers.

Another trump card is fast charging. The CLA 200+ EQ supports DC charging with a power of up to 320 kW, which allows the battery to be recharged from 10 to 80 percent in approximately 22 minutes.

At a time when most manufacturers are still struggling to find the right balance between price (around 49,000 euros in the EU), range and performance, it seems that Mercedes is trying to offer exactly what customers are looking for most – a range on par with luxury electric sedans, but at a price closer to the mass market.

The Mercedes CLA 200 EQ is worrying mainstream EV rivals (like the Tesla Model 3) by pairing a highly competitive base price with exceptional range and ultra-fast charging capabilities. Mercedes achieved this by prioritizing segment-leading efficiency rather than just stuffing the car with expensive batteries.

Aggressive Pricing: The CLA EQ undercuts traditional luxury EV premiums, starting competitively (e.g., around €49,421 in Europe) and bringing genuine Mercedes-Benz luxury into the direct crosshairs of Tesla Model 3 and Polestar 2 pricing.

Massive Range: Despite being an entry point, the CLA 200+ boasts a large NMC battery (up to 85 kWh), delivering a massive WLTP-estimated range of up to 730 to 780 kilometers (roughly 450 to 480 miles) depending on the region.

Hyper-Efficiency: The vehicle sips energy, recording impressive consumption numbers (as low as 12.5 kWh to 13.0 kWh per 100 km).

Ultra-Fast Charging: Utilizing the new MMA platform's 800-volt architecture, the CLA supports up to 320 kW DC fast-charging. It can add hundreds of kilometers of range in roughly 10 minutes.

S-Class Tech Inside: It features Mercedes' newest MBUX operating system, incorporating integrated AI assistants and premium styling that elevate it above cheaper-feeling EV competitors.

 

AUTONEWS

Vehicle miles traveled: An improved, but imperfect, traffic metric

Opponents of new developments often argue that more construction will bring more traffic, frequently convincing developers to reduce the scale of their projects or seek out less densely populated areas to build. Although such compromises may lead to less congestion on the road, they don't necessarily reduce driving and driving's associated environmental effects. But what if how much a community actually drives provides a better measure of how a new development stands to affect a neighborhood?

Although it's not a silver bullet, research from Northeastern University published in the Transportation Research Record, finds that that new approach—called vehicle miles traveled (VMT)—is a better way to measure a development's environmental impacts related to transportation.

"We replaced something that was counterproductive with something that makes a lot more sense," said Serena Alexander, an associate professor in civil and environmental engineering and public policy and urban affairs at Northeastern. "But it doesn't mean that it's perfect."

Alexander explained that for years, developers and planners used a measure called "level of service" to evaluate the environmental impacts of a development on transportation infrastructure. The higher the congestion, or overcrowding, on railroads, streets or shipping lanes, for instance, the worse the level of service.

Planners and developers historically had two main solutions to improve worsening levels of service, Alexander said, widening and building new roads, and increasing construction in more remote places where there was less traffic.

Unfortunately, both make people drive even more, she said.

"As you widen the road, people think that, "Well, there's no traffic, so we can drive,'" Alexander said.

Meanwhile, reducing the level of service by building housing or retail in remote, low-density areas can lead to subdivisions that you can only get to and navigate by car, Alexander said.

"Every time that you build something, you potentially generate more driving," Alexander said. "But when you build something that's near transit or in a dense urban area, the extra driving that you generate is a lot less than when you build homes in a suburban or exurban area."

The metric sounded promising to planners and environmentalists. Instead of encouraging developers to build 15 miles (24 kilometers) beyond city limits to reduce traffic, projects were incentivized to build closer to transit infrastructure, municipal hubs and amenities to reduce driving.

The state of California implemented VMT in 2013. The state even proposed incentives where developers could mitigate higher levels of projected VMT by providing money for local transit projects, issuing public transportation vouchers and more, Alexander said.

Other states, including Washington and Oregon, now use VMT in transportation projects and to meet transportation goals, and Massachusetts is also considering using the metric.

But the metric has not been without critics, who worry that it punishes rural or suburban housing, or even personal mobility and freedom.

In her research, Alexander found a few challenges with VMT.

First, there is limited legal precedent and data that establishes VMT as a valid metric.

"Cities struggle to push for this because they are afraid that they'll be sued by developers and there's not enough evidence to back up what [planners] are saying," Alexander said.

For instance, if a builder is asked to mitigate the driving that their development produces by adding an expensive bike lane, they may challenge the use of VMT as an effective measure.

Similarly, there are many tools for measuring VMT, but few standards, Alexander said.

"Some cities have their own VMT tool. States have tried to develop their own metro-level tools," Alexander said. "So, they use different tools to see if they will get the same numbers, and the numbers don't match up."

These opposing numbers mean that VMT and mitigation efforts can be calculated differently for different projects depending on geographic location, leading to potential disagreements, distrust and uncertainty.

"You cannot require the developer to contribute to a VMT bank when you don't know how reliable your VMT estimations are," Alexander said. A VMT bank is a system where developers or project sponsors purchase VMT reduction credits to offset the environmental and traffic impacts of new construction projects. "You cannot also expect that the community will accept that this project will not increase driving tremendously if they cannot trust your tool."

Using VMT and establishing mitigation strategies for it can also prompt equity issues, Alexander said.

"When you require developers to contribute to a bank or even an exchange program, how do you know that the benefits of those projects or programs are actually going to be shared in an equitable way with the community that experienced the development?" Alexander asked.

For instance, Alexander wondered if a new subdivision's increased VMT is offset by a bike lane miles away, will the subdivision residents really benefit. Another thing to consider, she said, is whether more dense development in transit-rich neighborhoods will lead to gentrification.

"It's not that VMT is necessarily a bad tool or that it's not useful," Alexander said. "It's just that it's new, it's developing, and we need to answer all these questions before we can actually do something that makes sense."

Mariela Alfonzo, the CEO and founder of State of Place, a predictive analytics company that evaluates how urban design features impact cities and collaborated on the research, said level of service was a "square-peg-round-hole metric."

But she said that VMT's future as a successful metric depends on more than just the number of car trips. It also depends on information about who is driving, when the trips are made, what alternatives may exist and even the experience those alternatives provide.

"People do not choose whether to drive based only on density or distance—they respond to the actual street-level experience," Alfonzo said. "If the sidewalk is broken, the bus stop is exposed, the crossing feels unsafe, or there is no shade, that changes behavior."

Provided by Northeastern University

 

AUTONEWS

One of only two red Spykers ever made sold for $670,000

After going out of business a few years ago, Spyker Cars is preparing to make a comeback with a revamp of the twin-turbo V8 Preliator. Partly due to renewed interest and media attention for the brand, one particularly impressive example has just sold for $670,000 in the US.

When it comes to classic Spyker models, it’s hard to find a more spectacular one than this one. It’s a 2006 C8 Laviolette that was sold in Scottsdale, Arizona, with just 3,379 kilometres on the clock. It’s painted bright red, and is one of only two Spyker vehicles ever painted in that shade.

The advert states that the car was originally built as a Spyder, but Spyker converted it into a Laviolette coupe in Florida in 2007. The example is completely original, except for the four-spoke propeller steering wheel from later C8 models and LED taillights, which were installed by Jasper den Dopper, a renowned Spyker expert.

Spyker in Red...This particular C8 was a Laviolette Widebody, which is already quite rare, but it was finished in a lovely red. We aren't used to seeing Red C8s come to market, and there's a good reason: only 2 were ever made, and this is 1 of them. This 2006 model was listed on Bring-a-Trailer with 2,000 miles and sold for $670,000, showing just how much value the C8 has picked up over the years.

An interesting thing about this Laviolette is that it was a conversion: it was originally built as a Spyder and later rebuilt into a Laviolette coupe in 2007. Most of the car remains original apart from small upgrades like the LED taillights and four-spoke propeller steering wheel, which featured in later C8 models. The upgrades were done by Spyker expert Jasper den Dopper.

The Spyker C8's exterior is extremely well cared for, but the highlight has always been the interior. Spyker's C8 interior is a design tour de force, mixing 20th-century aviation touches and style. This car's interior was immaculate, featuring beige and some contrasting exposed metal parts, a very one-of-a-kind type of stuff. The C8 was powered by a 4.2-liter Audi-derived V8 that made 400 hp and 354 lb-ft of torque. This particular engine was removed in 2025 to undergo a major service.

While Spyker, as a brand, has technically gone bust and no longer exists, there have been claims that it plans to come back. In fact, the intent seems more serious than we thought, as they already have a model in mind called the C8 Preliator. The car and the brand are set to take the stage during Monterey Car Week, with the Preliator said to be powered by a non-electrified twin-turbo V8 that makes 800 hp.

The exterior looks impeccable, and the red paint is nicely contrasted by the chrome 19-inch wheels, chrome details on the side air intakes, and the brushed silver pillars and roof intake. Aside from Pagani, few niche sports car manufacturers have created interiors that are as detailed as Spyker’s, and this beige leather-clad C8 has a particularly striking interior.

In terms of power, the C8 Laviolette uses a mid-mounted 4.2-liter Audi V8 engine with 406 hp and 480 Nm of torque. This engine was removed in 2025 during a major service and is paired with a 6-speed manual transmission, which sends power to the rear wheels. While you can get a lot more power for that money, it's hard to find a car that blends performance and style like this.

DUCATI

Ducati Desmo450 EDS: Borgo Panigale's first 4-stroke enduro

Tracks, trial sections, trails, against the clock...here's a new enduro motorcycle option. After its foray into motocross with the MX version, the Borgo Panigale manufacturer has revealed the highly anticipated Ducati Desmo450 EDS, a motorcycle that brings all the DNA of competition, passion and technology of Ducati to the demanding and constantly changing terrain of enduro.

The countdown begins to see what the red of Borgo Panigale is capable of in the mud.

Ducati engineers didn't just "soften" their motocross model. They started with the Desmo450 MX as a base and redesigned a structure adapted for off-road use.

The result is a lightweight aluminum perimeter frame, weighing less than 9 kg. Composed of 11 pieces (half the number of pieces of competitors, according to the brand), it offers the perfect balance between flexibility and rigidity. This is complemented by a new 8.5-liter transparent fuel tank that increases range without compromising the bike's narrow profile, and an essential wheel combination: 21 inches at the front and 18 inches at the rear, fitted with Metzeler Six Days Extreme tires.

In terms of suspension, Ducati maintains its confidence in Showa. Developed with the valuable help of multi-world champion Antoine Meo, the new 49 mm forks (with 310 mm of travel and softer springs than those used in motocross) ensure ideal absorption of rocks, roots and other obstacles.

For braking, the brand opted for the latest generation Brembo brakes, combined with Galfer discs, specifically modulated to provide an off-road feel.

Desmodromic engine...The jewel in the crown is its single-cylinder engine with desmodromic valve actuation. It is the only engine in its class with this technology, redesigned to offer smooth and progressive power delivery, as well as traction at low and medium revs.

Ducati incorporated a smaller throttle body (42 mm instead of 44 mm on the motocross bike), lower compression pistons and a crankshaft with greater inertia to prevent the bike from stalling in the most technical sections.

In addition, it has a six-speed gearbox with specific enduro ratios: a very short first gear for technical sections and a long sixth gear for quick transitions. The entire system is thermally protected by higher capacity radiators and a standard electric fan, essential in the extreme conditions of enduro.

The great differentiator of the Desmo450 EDS is its technology. With the Racing Kit (exclusive to competition), the bike unlocks the Ducati Traction Control (DTC), designed specifically for enduro. Unlike other systems, this one reads the actual rear wheel slippage and can detect jumps, automatically disengaging in mid-air.

Another aspect is that Ducati is looking to the future of workshop maintenance with adaptive maintenance. It eliminates mandatory piston replacements based on a rigid number of hours.

The Desmo450 EDS system has an algorithm that analyzes your riding style, the terrain, and engine wear in real time. All this information is sent to the Ducati X-Link app on your mobile device, customizing your maintenance schedule (MID or FULL) based on actual wear.

 

by Autonews

RENAULT

Dacia Sandero 2028

Dacia, the Romanian subsidiary of the Renault Group, is preparing a new generation of the Dacia Sandero for 2028. The highlight of the new model is the launch of a 100% electric version focused on cost-effectiveness, in addition to electrified options with hybrid engines.

Electric Version: The Sandero EV will use the modern AmpR Small platform (or CMF-B EV), sharing components with other entry-level models from the group. The brand promises to keep the vehicle incredibly cheap and accessible.

Design and Technology: The evolution will maintain the brand's contemporary visual identity, with a digital dashboard, multimedia center of up to 10 inches and a design focused on robustness — especially in the crossover line.

 

Autonews