DUCATI

Ducati Formula 73: a modern tribute to the 750 SS Desmo at a surprising price

Ducati is celebrating its centenary. In 1926, the Bologna-based company manufactured radios and electrical components, soon establishing itself in Borgo Panigale. After World War II—during which its facilities were destroyed by bombing—the company returned, but this time producing something far better suited to Italy at the time: small combustion engines designed to be fitted to ordinary bicycles. The initiative was a success, marking Ducati's transition into a motorcycle manufacturer.

To mark its centenary, Ducati is launching a very special motorcycle that revives one of the happiest moments in its history. It embodies the spirit of a bike and an era that helped forge the Ducati legend and inspired the principles that still guide the company today. The Ducati Formula 73 pays tribute to the Ducati 750 Super Sport Desmo, the first street-legal Ducati V-Twin equipped with a valve actuation system that positively controls both opening and closing—meaning the closing phase does not rely on spring action.

This prevents unwanted valve float—a phenomenon occurring at high RPMs where the valve fails to return to its seat in time and is literally struck by the piston during its upward stroke. One can easily imagine the resulting engine damage.

The name "Desmo" is short for "desmodromic," a term derived from two Ancient Greek roots: *desmos* (meaning bond or link) and *dromos* (meaning course or track). The Ducati 750 Super Sport was, in fact, a road-going replica of the Ducati 750 Imola Desmo ridden to victory by Paul Smart and Bruno Spaggiari at the 1972 Imola 200—the first European race for production-based motorcycles, a formula that would eventually give rise to today's Superbike racing in the 1980s. That historic victory at Imola—with Smart finishing first and Spaggiari second—and the subsequent birth of the 750 Super Sport Desmo marked the first pivotal chapter in Ducati’s saga of production-based motorcycle racing, a journey that has since achieved a world-record tally of over 400 race wins, sixteen riders' titles, and twenty-one manufacturers' titles.

The Ducati 750 Super Sport Desmo emerged during a decade of great change and contrast, defined by intense cultural creativity. It was a period marked by societal transformation and a widespread desire for renewal. Extraordinary artistic vitality influenced music, cinema, fashion, and thought, making the 1970s a complex and deeply significant era.

The Ducati Formula 73—a contemporary reinterpretation of the legendary 1973 750 Super Sport Desmo—was created as a tribute to that era and that motorcycle, embodying the values ​​of style, sophistication, and performance that have inspired Ducati ever since. The Ducati Formula 73 is dedicated to the brand's enthusiasts. Its silver and teal livery draws inspiration from the original 750 Super Sport Desmo; the vertical gold stripe on the tank echoes the unpainted strip found on the Ducati 750 Imola Desmo—a transparent section of the fuel tank that allowed the team to quickly check fuel levels during endurance races without complicating the bike or adding extra instrumentation. Like all limited-edition Ducati motorcycles, the Formula 73 features its model name and serial number on the upper triple clamp; each bike comes with a certificate of authenticity, as well as a collection of period-style images and sketches created by the Ducati Style Centre, presented in a special box.

The new livery revives the silver and teal color scheme of the 750 SS Desmo, along with a vertical gold stripe on the tank inspired by the 750 Imola Desmo. Rounding out the package are clip-on handlebars with bar-end mirrors, a small windscreen, a sporty tail section, and various machined aluminum components—such as levers, foot controls, and the fuel cap—manufactured by Rizoma.

The Ducati Formula 73’s 803 cc Desmodue engine is an L-twin—effectively a 90° V-twin—featuring desmodromic valve actuation and two valves per cylinder. Euro 5+ compliant, it remains true to the technical standards upon which Ducati built its legend during the 1970s and 1980s. Delivering 73 hp at 8,250 rpm, this authentic engine defines the Formula 73’s character, serving as a fundamental element of both its styling and the riding experience.

Buyers of the Ducati Formula 73 who wish to complement their look with technical gear inspired by the collector bike's original aesthetic can choose a helmet and sports jacket that echo the Formula 73’s livery. The Ducati Formula 73 will be produced in a numbered series limited to 873 units; it will be available in Europe within a few months, reaching the rest of the world shortly thereafter.

Each unit will feature an identification plate with its serial number and come with a certificate of authenticity, as well as a special box containing historical images and sketches created by the Ducati Style Center. The brand has also developed a helmet in collaboration with Arai and a sports jacket featuring the same livery as the motorcycle.

The Ducati Formula 73 will be produced in a limited run of 873 units and priced at €17,290; it is set to arrive in Europe in the spring of 2026, with sales in other markets beginning later that same year.

Autonews

HONDA

Honda Jazz e:HEV: The Japanese vehicle celebrates its 25th anniversary as one of the smartest utility vehicles on the market

Some cars succeed because they hit the market at the perfect moment, others because they benefit from an unstoppable marketing campaign, and some because—without fanfare—they end up forging their own unique identity. The Honda Jazz belongs to this latter group. It has never been the best-selling subcompact in Spain, nor the cheapest, nor the most popular—qualities that went to strong competitors like the Dacia Sandero, Toyota Yaris, Renault Clio, or Seat Ibiza.

These models achieved much more prominent positions on sales charts, whether due to price, tradition, sales networks, or simply a more established image among consumers. The Jazz, on the other hand, has always played a different game: one that seeks to convince not through volume, but through practicality.

Now, at 25 years old, it may be time to view it from a new perspective. Born in Japan in 2001 as the Fit and launched that same year in Europe as the Jazz, the small Honda arrived with a then-unusual concept: offering the space and practicality of a larger car within a compact body designed for urban use. It wasn't just about creating a spacious hatchback, but about completely rethinking how every centimeter, every inch of interior space, and every cargo configuration could be utilized. This approach explains why, a quarter of a century later, it remains one of the most distinctive options in the B-segment.

The Jazz’s silhouette has never tried to hide its design philosophy. Compared to other hatchbacks with more traditional styling, Honda has always prioritized a tall body, a large glass area, and a forward-positioned windshield. This silhouette shapes its aesthetic but also defines one of its greatest strengths: visibility. Behind the wheel, the Jazz conveys a sense of control rarely found in compact cars, featuring a wide field of vision, slim A-pillars, and a comfortable driving position from the very first meters. For this latest generation, the 2026 update is subtle. Details such as the 16-inch wheels, certain badges, exterior trim, and body colors have changed, but Honda hasn't altered the car's essence. The Jazz doesn't need to look like a mini-SUV (even though a crossover version now exists); its charm lies elsewhere—specifically, in the interior.

Magic Seats: the unique solution... The Jazz's interior remains a masterpiece of space optimization, as we discovered during the event (we had to fit as many cardboard boxes as possible inside, in true Grand Prix style). It doesn't boast the largest trunk in its class—its 304-liter capacity falls short of the Ibiza, Fabia, and even the Clio—but thanks to its regular shape and, above all, a low load lip, stowing your belongings is easy.

However, when it comes to versatility, the Jazz retains one of its signature features from the very beginning: Honda's Magic Seats. It is one of those solutions that seem obvious once you use them, yet very few manufacturers have managed to replicate them with the same effectiveness. Thanks to the central fuel tank position and a well-designed interior, the rear seats can flip up—like cinema seats—or fold down to create a virtually flat cargo area. In other words, the Jazz allows you to transport tall, bulky, or awkwardly shaped items without having to step up to a larger vehicle segment.

This is a key quality for understanding the model, as every centimeter counts in this category. With the Jazz, Honda manages to make the interior feel considerably more spacious than the exterior dimensions would suggest. The rear seats are spacious, access is easy thanks to a rear door that opens 90 degrees, and the overall feel is more akin to a compact minivan than a traditional B-segment car. Furthermore, the front cabin area also features various practical solutions, such as a dual glovebox on the passenger side, bottle holders at the ends of the dashboard, and a well-organized center console.

A hybrid, back when no one was thinking about it...Another aspect of the model's history is the efficiency of its powertrain. While talk of hybrid cars—including mild hybrids—is commonplace today, back in 2011, it was a rarity. That year saw the launch of the second generation, the main innovation of which was the incorporation of IMA technology. This solution wasn't as sophisticated as today's systems—in fact, it was a precursor to what we now know as mild hybrids—but it foreshadowed the direction Honda would reinforce years later with the fourth generation.

This latest version revives that concept with the e:HEV system, becoming the first European Honda to incorporate this two-motor hybrid technology. The current setup combines a 1.5 i-VTEC gasoline engine with two electric motors, a battery pack, and a fixed-gear transmission that allows for automatic switching between electric, hybrid, and combustion modes, depending on driving conditions. Total output is 122 hp, with 253 Nm of electric torque—more than enough to move the car with agility in the city and safety on the highway.

But the best part of the system is how it operates. The Jazz always starts and runs in electric mode for the first few meters, using the gasoline engine as a generator and driving the wheels when necessary for maximum efficiency. The driver doesn't need to choose anything; they simply drive while the car makes the decisions.

Where it really stands out is fuel consumption. Honda claims 4.6 l/100 km on the combined cycle for the Jazz e:HEV and 4.8 l/100 km for the Crosstar—figures that align with our real-world driving experience. It is relatively easy to achieve figures close to 5 l/100 km on the combined cycle and below 4 l/100 km in city driving. This level of efficiency is hard to match among most competitors and, once again, deserves recognition.

However, its limitations must also be acknowledged. The transmission can produce some noise during hard acceleration, and the car may exhibit some understeer on winding roads. On the other hand, the steering is light, the suspension prioritizes comfort, and the car moves very naturally in the city, where the electric motor's immediate response and ease of maneuvering are truly appreciated. On back roads, it behaves well—without sporting pretensions, but with enough composure to travel at a good pace without feeling unsafe. The Honda Jazz marks its 25th anniversary while remaining true to its roots—a remarkable achievement in a market that seems to change almost daily. It hasn't compromised on design or interior space; instead, it has evolved, proving that a small car can be exceptionally practical when designed from the inside out.

Perhaps that is why it has never been the top choice in Spain. It is a car that requires a certain sensibility to appreciate; the more you drive it, the more you understand its virtues—a rare quality in a segment where buyers are often swayed by habit, tradition, and, of course, price.

Although the current lineup remains straightforward—featuring the Advance, Sport, and Crosstar (the SUV-styled version) trims—Honda Spain is announcing special promotions to celebrate the model's 25th anniversary. The Jazz e:HEV Advance is available with monthly payments of €115 (based on a price of €28,800), while the Crosstar starts at €25,050 (MSRP €30,050). It may not be a cheap hatchback, but it is a car that boasts an ECO label, full hybrid technology, extensive equipment, and a warranty that can extend up to eight years, subject to the manufacturer's terms.

 

Autonews

SUZUKI

Real-world test: Suzuki Swift consumes less fuel than other petrol cars, even with all-wheel drive

The compact Japanese hatchback with mild hybrid drive and AllGrip all-wheel drive proved to be the most fuel-efficient petrol car tested in the first half of 2026 by the Italian website Motor1.

Suzuki has once again confirmed its reputation as a manufacturer of economical compact cars, and its usual test, on the 360-kilometer route from Rome to Frosinone, was conducted by Motor1.

The new Suzuki Swift won the title of the most fuel-efficient petrol car in tests conducted during the first six months of 2026, confirming the brand's long-standing philosophy focused on low fuel consumption.

However, how does a car that is only 3.86 meters long, with a 1.2L mild hybrid engine and AllGrip Auto all-wheel drive, manage to achieve such good results?

The Swift’s new 1.2L petrol engine combines outstanding fuel efficiency with impressive low-end torque for quick, responsive acceleration. It is also equipped with a number of advanced features that help suppress emissions.

The 1.2L, 3-cylinder Z12E engine used in the Suzuki Swift and Dzire Boostergreen models.

The engine incorporates mild-hybrid technology to reduce CO2 emissions and improve fuel economy.

The unit generates approximately 81 hp and 107 Nm of torque, with additional support from a 3 hp electric motor.

The image highlights the engine's new design, which focuses on efficiency and urban performance.

Low weight and efficient engine...One of the key reasons is the very low weight of the vehicle. The Suzuki Swift 1.2 Hybrid 4WD AllGrip in the Top equipment package weighs only 995 kilograms, which gives it a great advantage over the competition.

The combination of low weight, a naturally aspirated 1.2-liter three-cylinder engine with 83 hp, a 12-volt mild hybrid system and a five-speed manual transmission enabled an average consumption of only 4.05 l/100 km in the real consumption test with a petrol cost of 25.21 euros on the test route.

The Japanese philosophy of efficiency, even with all-wheel drive...Suzuki emphasizes that the car was developed according to the Japanese principle of "Sho-Sho-Kei-Tan-Bi", which implies that the vehicle should be compact, light, simple and maximally efficient.

That is why the Swift uses a simple five-speed manual transmission and technical solutions that reduce weight, energy losses and fuel consumption, without compromising functionality.

The AllGrip Auto four-wheel drive system attracts special attention. It is a mechanical system with a cardan shaft and a viscous coupling that automatically transfers part of the torque to the rear wheels when the front ones lose grip. In extreme situations, the power distribution can be as high as 50:50.

Although the four-wheel drive version has 2.5 cm more ground clearance than the front-wheel drive model, this has almost no effect on consumption.

For comparison, the Swift with the same engine, but with front-wheel drive, achieved an even lower consumption of 3.9 l/100 km, which also places it among the most economical petrol cars tested in the last twelve years.

The weather also played a role...The excellent result was partly influenced by favorable weather conditions. The test began at a temperature of 13 °C, when there was no need for intensive use of heating or air conditioning.

In addition, the drive was carried out on a dry road. It is known that wet asphalt can increase fuel consumption by 5 to 10 percent, so the ideal weather conditions further helped the Swift achieve an exceptionally low result.

Fuel economy explained...Once you are ready to buy a new car, how do you find out which one is the most economical? It’s good to know you can compare apples with apples. Every new car sold has a fuel rating displayed as X.X Litres per 100km. This means the car uses so many litres of fuel for every 100 km travelled. So, the lower the fuel figure the better the fuel economy.

All manufacturers put their new cars through international standardised testing to find out what this fuel economy figure is. In addition, every car sold in New Zealand at a dealership is required to display this figure on the car, making it easy for you to compare between vehicles.

Before deciding on what vehicle is right for you, it’s important to understand fuel economy ratings and what they mean.

The official fuel economy tests...All Suzukis are tested to the internationally agreed standards and guidelines to determine their official fuel economy and CO2 emission figures. Tests are conducted in controlled conditions using a machine called a dynamometer which simulates different driving environments. The tests produce results for the following types of driving:

-Urban: Simulates driving in traffic, including a combination of idling, acceleration, steady driving and deceleration.

-Open Road: Simulates open-road driving with a sustained period of steady driving at higher speeds (average speed: 63km/h, maximum speed: 120km/h).

-Combined Cycle: The combined figure is the average of the two tests, weighted by the distance covered in each part of the test. This is the result quoted as the vehicle’s fuel consumption figure.

But how will your Suzuki perform in the real world? Noted independent New Zealand Motoring journalist Donn Anderson has undertaken numerous real-world fuel economy runs with Suzuki models in New Zealand – all of which bettered the official combined cycle fuel tests. Completed with two occupants and luggage and no special preparation, the results were remarkable.

-The Baleno 1.0 RS Turbo bettered the official figures by 24%

-The S-Cross 1.4 Prestige Turbo bettered the official figures by 23%

-The Ignis 1.2 bettered the official figures by 12.8%.

However, it is important to remember that your fuel consumption may vary compared to the official figure. Factors such as your vehicle’s condition, your driving style, and traffic and road conditions all have a bearing on how efficiently your car performs.

Below you will find a few helpful driving and vehicle tips to keep in mind.

Understanding fuel economy labels...All vehicles for sale through a registered motor vehicle dealership in New Zealand must carry a government-authorised fuel label. This lets you compare the fuel economy and running costs of any vehicle using a star system.

The star rating gives up to 6 stars for the most fuel efficient vehicles based on a standard distance travelled over 12 months and a uniform cost per litre. This information must also be available on the seller’s website.

The label also gives the cost per year to run the car based on the published fuel economy figure. It is expressed as litres of fuel the vehicle will use while travelling 100kms (L/100km), with an average fuel price of $2.80/litre and driving 14,000km per year.

The Suzuki Swift achieves exceptional fuel efficiency—even with its AllGrip all-wheel-drive system—due to its ultralight HEARTECT platform, a highly efficient small-displacement 3-cylinder engine, and a self-charging 12V mild-hybrid system that reduces engine load during acceleration.

Core efficiency technologies:

Lightweight HEARTECT platform: Weighing significantly less than standard hatchbacks (often under 950–1,000 kg), the Swift requires far less kinetic energy and engine strain to get moving.

Mild-hybrid assist (SHVS): An Integrated Starter Generator (ISG) captures energy during deceleration and uses a small lithium-ion battery to provide torque-assist when pulling away from a stop.

Optimized ALLGRIP auto AWD: Unlike heavy, permanent 4WD setups that constantly waste energy, Suzuki’s automatic all-wheel-drive system engages the rear wheels only when it detects front-wheel slippage, keeping drag low during normal driving.

Autonews

 

AUTONEWS

Are modern motor oils shortening engine life? Engineer claims thinner oils have their price

Changes in the automotive industry in recent years have also brought changes in recommendations for motor oils. While in the past, new vehicle specifications often included oils such as 10W40, 10W30 or 5W30, today manufacturers increasingly recommend oils with lower viscosity, such as 0W30, 0W20, and in some markets even 0W16 or 0W8.

According to the former automotive engineer, it is precisely these increasingly rare oils that could have an impact on engine longevity.

The engineer, who runs the YouTube channel Broken Clutch Garage, claims that his conclusions are based on years of work in engine testing programs, during which the durability and wear of new power units were checked. The tests involved completely disassembling the engines after a certain number of kilometers in order to analyze their condition in detail.

In his opinion, the main reason why manufacturers are switching to lower viscosity oils is not to extend engine life, but to meet increasingly stringent fuel consumption and emissions standards, writes HAK revija.

Namely, thinner oils create less internal friction in the engine, which can contribute to better efficiency and fuel savings of about one to two percent. However, the engineer claims that such oils can also have a weaker ability to maintain a protective layer between metal parts during operation.

When this protective film is occasionally interrupted, direct contact between metal surfaces occurs, which can accelerate their wear.

Testing showed a difference...The engineer states that during testing he noticed a significant difference when oils such as 0W20 appeared in the programs.

As an example, he cites the testing of a V6 engine for an American car manufacturer, where, according to him, the switch to a lower viscosity oil led to a shortening of the expected engine life. Instead of the previously projected values, the service life during testing was reduced to around 130,000 to 160,000 kilometers.

An additional problem, according to him, is modern design trends. Manufacturers today use thinner sleeves, lighter pistons and other components that are designed taking into account the specific properties of modern oils.

There are also systems such as variable oil pumps, which can reduce oil flow at lower engine speeds, as well as technologies such as start/stop systems and cylinder deactivation.

According to this engineer, deactivating individual cylinders can lead to a temperature imbalance in the engine, because parts that are not working produce less heat, which further burdens the construction of the unit.

Differences between markets...He particularly highlights the American market, where, as he claims, even thinner oils are often used than in Europe. As an example, he cites that some manufacturers, including Toyota, recommend oils with a lower viscosity in the American market than for European models.

That's why he advises drivers to pay attention to driving conditions and climate. In his opinion, oils like 0W20 can be useful during the winter months, while during the warmer months, oils like 5W20 or 5W30 should be considered.

However, it's important to note that car manufacturers determine recommended oil specifications based on their own testing, and using a different viscosity than prescribed can affect the warranty, engine performance, and long-term reliability of the vehicle. It's recommended to check the manufacturer's recommendations for a specific car model before making any changes.

AUTONEWS

Exploring a smarter way to build climate-resilient roads

Every year from June to September, India experiences the monsoon season. While the visible heavy rainfall often takes the blame for many roads requiring repairs much sooner than expected, a far less visible yet critical force is at play long before the first raindrop falls on the road. 

Rigid or concrete pavements are a type of road construction that uses concrete slabs. They distribute traffic loads over a wide area and exhibit the ability to withstand heavy loads. These pavements are used in places like highways and airports, and are becoming increasingly popular on city roads as well. 

What is interesting is that together with their surrounding environments, concrete pavements form an integrated system. Daily fluctuations in temperatures, such as those due to sunlight and cool nights, along with seasonal changes, result in cycles of heating and cooling of the pavement layers. It is these cycles that create internal stresses within the pavement structure. 

Imagine a chocolate bar. When left outside the refrigerator in summers, it would soften. However, keeping it inside the refrigerator would cause it to harden. Upon trying this process of repeatedly cooling and uncooling chocolate during my childhood, I observed changes in its texture. My chocolate bar became grainy and crumbly! It was due to the thermal stress on the chocolate’s butter and sugar structures.

In a similar manner, the stresses within the pavement structure affect concrete pavements and contribute to progressive fatigue damage, ultimately affecting the pavement’s service life.  

As an effort to tackle this issue, researchers from the Indian Institute of Technology Gandhinagar (IITGN) have used machine learning, a subset of artificial intelligence, to develop a framework that can support the development of tailored rigid pavements in a climate-resilient and region-specific manner. It is a smarter approach that could make roads more durable and reduce maintenance costs. Their study was published in the American Society of Civil Engineering (ASCE) Journal of Transportation Engineering, Part B: Pavements. 

The team worked in India’s fifth-largest state, Gujarat, the coastal regions of which experience humid conditions, while inland areas are prone to summer heat. Different parts of the state with the country’s longest coastline vary in temperature and wind patterns. 

The standard for considering thermal stresses while building rigid pavements in countries like India and Nepal involves providing certain temperature values obtained from data as old as 1974, which may not accurately reflect present-day conditions. Further, the use of broad zones, often spanning hundreds of square kilometres and encompassing diverse climatic conditions within a single zone, fails to capture localised thermal behaviour. It results in an inadequate characterisation of thermal stress behaviour in rigid pavements, influencing the accuracy of pavement performance predictions and design reliability. For example, in the present state of practice, all of Gujarat and Rajasthan are grouped into a single climatic zone.

“We started by thinking that if rigid pavements in different parts of the state experience different levels of thermal stress, it would really not be a good idea to build these roads using the same design recommendations,” remarked Dr Sumit Nandi, a former postdoctoral fellow in the Department of Civil Engineering at IITGN. The first author of this study, Dr Nandi, is currently a Scientist at the CSIR-Central Road Research Institute and an Assistant Professor at the Academy of Scientific and Innovative Research (AcSIR).

“We began by capturing the spatial variability across the state, which led to a final dataset of 126 land-based grid points. Next, we obtained hourly weather data for these grid points using the ERA5 database developed by the Copernicus Climate Change Service,” explained Dr Nandi. The researchers collected this information for the years 1961–1991 and 1992–2022, representing distinct climatic periods. 

This data served as input for thermal modelling of rigid pavement across all 126 grid points. Think of thermal modelling as a technique that uses data and computer calculations to understand and predict how heat would behave in a place, which, in the present case, is the rigid pavement. 

The simulations were conducted for combinations of three slab thicknesses of 200, 250, and 300 mm based on the IRC:58, the Indian Roads Congress guidelines for designing jointed rigid pavements for highways in India. These simulations also considered two surface albedo values of 0.30 and 0.50. Simply put, surface albedo shows the extent to which a particular surface reflects sunlight instead of absorbing it. Hence, while 0.30 would refer to a conventional pavement, 0.50 would be a “cooler” pavement!

After reducing the complexity of their data without losing its essential information, the team used machine learning to identify locations that behaved similarly from a thermal perspective. Think about how Spotify groups songs into playlists based on specific moods or how Netflix and Hotstar recommend movies and series with similar themes. The algorithms grouped locations where roads experienced similar patterns of heating, cooling and the associated stress.

The team finally identified five distinct thermal clusters or microzones in Gujarat based on combining the outputs of different algorithms. The bottom-up linear temperature differentials across these microzones varied from approximately 16.3°C to 17.2°C. In the present context, a bottom-up temperature differential is a gradual change in temperature from the bottom of the rigid pavement to its top, which causes the road to progressively crack over its service life. 

According to Dr Sushobhan Sen, “These findings are interesting and confirm that Gujarat does not exhibit a one-size-fits-all rigid pavement thermal behaviour. Our study shows that the design that performs well in one part of the state may not be robust enough to withstand local climate conditions in another part of the same state.” Dr Sen is an Assistant Professor in the Department of Civil Engineering at IITGN and runs the Built Environment Lab, IITGN. “Extending the proposed framework to a pan-India scale represents a promising avenue for future research, facilitating the development of zone-specific thermal design charts for rigid pavements that can inform better-informed decisions that balance durability, safety and material use. It should be noted that the present study does not take into account the construction materials associated with building the rigid pavements. The quality of such materials may also adversely affect the life span of these roads. Future studies can also explore this crucial parameter,” he continued.

As India moves through another monsoon season, the condition of its roads is again becoming part of everyday conversation. The present research is a reminder that climate is a major player that contributes to the health of roads: not just the rains, but also the scorching summers and the chilly winters! Understanding these invisible thermal processes that occur in rigid pavements can lead to the development of smarter and climate-resilient roads. 

This research is in alignment with PM Gati Shakti, a master plan launched for India's economic growth and sustainable development with roads as its critical component, and the Ministry of Road Transport and Highways’ Bharatmala Pariyojana. The researchers acknowledged the support by IITGN through a Post-Doctoral Fellowship to Dr Nandi.

Building smarter, climate-resilient roads requires moving away from outdated, "one-size-fits-all" engineering standards and embracing localized data, advanced materials, and digital technologies. Road infrastructure is under intense pressure from extreme weather events, making it critical to anticipate risks rather than simply reacting to failures.

The latest frameworks and strategies deployed globally highlight a multi-layered approach to future-proofing our transportation networks.

Data-driven & AI design...Traditional rigid pavement design has often relied on broad geographical weather zones and outdated historical thermal data. Modern smart road engineering leverages artificial intelligence to create highly localized solutions:

Machine learning clustered microzones: In 2026, researchers at the IIT Gandhinagar developed a breakthrough framework using machine learning and thermal modeling. By breaking down large regions into hyper-local thermal "microzones," engineers can now customize concrete slab thickness and joint designs based on precise, present-day local temperature patterns to prevent thermal warping and cracking.

Digital twins: Creating virtual, real-time representations of road networks allows engineers to run stress simulations. This helps identify precisely when and where a road segment might fail due to environmental shifts.

Geospatial AI: Combining AI with Geographic Information Systems (GIS) lets planners scan satellite data to evaluate terrain vulnerabilities, such as areas prone to sudden water-logging or landslide risks.

Material and geotechnical innovation...Roads must survive both scorching heat waves and intense monsoons or freeze-thaw cycles. This demands cutting-edge structural stabilization:

Synthetic geogrids: Used to distribute heavy load pressure across unstable, soft soils caused by heavy rains or thawing permafrost, geogrids prevent the ruts and structural shifts that destroy asphalt.

Water-resistant sealants: Advanced surface-sealing polymers prevent water infiltration into the subgrade, protecting the underlying soil from erosion and heavy multi-season downpours.

Permeable and high-durability materials: Utilizing asphalt and concrete mixes explicitly engineered to resist rutting under extreme heat, alongside porous surfaces that handle intense stormwater runoff.

Nature-based & soft measures...Hard engineering is only part of the equation; integrating natural systems and robust planning provides cost-effective buffers:

Green infrastructure: Planting trees and establishing community green spaces adjacent to urban corridors helps absorb stormwater runoff, lower ambient temperatures, and reduce the urban heat island effect.

Proportional intervention planning: Rather than over-engineering every mile, agencies use risk-informed prioritization. High-altitude stretches may receive fewer interventions, whereas low-lying segments receive heavily reinforced drainage and elevated roadbeds.

Grassroots proactive maintenance: Allocating structured funding for hyper-local maintenance teams ensures that gutters, drainage channels, and culverts stay clear of debris during volatile weather, extending the road’s lifespans significantly.

Indian Institute of Technology Gandhinagar

 

AUTONEWS

Lexus ES vs Mercedes CLA, an electric luxury sedan comparison

The Lexus ES and Mercedes-Benz CLA are two luxury sedans you might be familiar with. The ES is Lexus’ comfort-oriented midsize sedan, while the CLA is a relatively affordable entry point to getting a new Mercedes. Notably, both are redesigned for 2026 and come in both gas-powered and fully electric versions. These new EVs represent the latest in electric technology and are significantly less expensive than other luxury EVs. But which one should you choose? Edmunds’ auto experts compared them to find out.

Space and comfort...The choice is clear if interior space is a priority. The ES is not only larger than the CLA; it’s also longer and taller than relatively big electric sedans like the BMW i5 and Lucid Air. That space allows for a massive amount of rear legroom. You can even get reclining rear seats with adjustable footrests if you want. The ES also has a larger trunk.

You’ll also prefer the ES if you want a cushy ride. It glides more smoothly over bumps and ruts in the road than the CLA does. Edmunds drivers found the CLA’s front seats to be a little more comfortable than those in the ES, but overall the ES is the literal and figurative big winner here>>>Winner: Lexus ES

Range and charging...The CLA 250+, which has a single electric motor, gets an EPA-estimated 374 miles of range on a single charge. It traveled a whopping 434 miles in its Edmunds’ real-world testing. The dual-motor all-wheel-drive CLA 350 has an EPA-estimated range of 312 miles, and it went an outstanding 385 miles in Edmunds’ testing.

The Lexus ES is also available in two models of differing performance and range. The single-motor ES 350e gets an EPA-estimated range of up to 307 miles. The dual-motor all-wheel-drive ES 500e has an estimated range of up to 276 miles. Edmunds’ testing of an ES 350e basically matched its EPA estimates.

Charging is a similar situation. DC fast-charging capability for the Lexus tops out at 150 kW, whereas the CLA can accept twice as much power as long as you’re connected to an appropriate fast-charging station. In Edmunds’ testing, the ES needed 13 minutes to add 100 miles of range, while the CLA needed just seven minutes>>>Winner: Mercedes CLA

Performance and driving...While the Mercedes’ compact dimensions and sportier tuning hurt it in the space and comfort category above, they become a benefit here. The ES is pleasant to drive and composed around turns, but the CLA is far more engaging and feels more like a sport sedan.

The 221-horsepower ES 350e is also slow by electric sedan standards. In Edmunds’ testing, it needed 7.6 seconds to get from zero to 60 mph. The ES 500e is more powerful, but you’ll still like the CLA more if you want quick acceleration. Edmunds tested the CLA 350 and found that it could get 60 mph in just 4.5 seconds>>>Winner: Mercedes CLA

In-car technology...While our results thus far have been quite clear, this category is more likely to come down to personal preference. At first glance, the Mercedes may seem to have a landslide advantage. The entire dashboard is basically one gigantic screen housing. The touchscreen graphics are beautiful and responses are lightning quick.

It can certainly be overwhelming, though — both from a usability and visual standpoint. Those who are less technically inclined may prefer the relative simplicity provided by the ES, which, to be fair, features the latest Lexus infotainment system. It’s not as flashy as the Mercedes setup, but it’s also easy to use and hard to fault>>>Winner: Mercedes CLA

Price and value...The Lexus ES and Mercedes CLA are very similarly priced — even their more powerful dual-motor versions align. By electric luxury vehicle standards, they’re surprisingly affordable. The electric 2026 Lexus ES 350e starts at $48,895, including destination fees, while the electric 2027 CLA starts at $49,400.

Ultimately, it comes down to where you see the most value. The ES is much bigger and comes with a few more standard features, such as ventilated seats and a wireless phone charger. For most shoppers, that probably means the ES is the better value. Still, the CLA has superior electric vehicle specs, and not just in comparison to the ES. Its tech, styling and driving experience are pretty compelling too>>>Winner: Lexus ES

Edmunds says...Both of these electric luxury sedans received high ratings from Edmunds, but it’s the Mercedes that ultimately comes out on top with an Excellent score versus the Lexus’ Very Good. The overwhelming strength of its range, charging, and driving experience scores ultimately tipped the scales.

© 2026 The Associated Press. 

AUTONEWS

All-season tires save money, but only if you avoid this common mistake

All-season tires are becoming an increasingly popular choice among drivers because they don't need to be changed twice a year. However, that doesn't mean they don't require maintenance. On the contrary, regular inspection and proper care are key to preventing premature wear and preserving their performance.

Selecting suitable tires for your vehicle becomes challenging when you live in a region where seasonal transitions occur without reaching temperatures requiring seasonal tire exchanges. The back-and-forth routine seems unnecessary, so you wonder about alternative solutions. All-season tires represent a practical solution because they have been specifically designed for various weather types. The question remains whether all-season tires would be the most suitable option for your situation. We will examine seasonal tires, beginning with their features and ending with explaining their intended applications and relevant governing rules.

When you need a dependable vehicle for regular driving or plan to embark on a road journey, all-season tires should be considered. Your vehicle needs appropriate tires regardless of your choice of driving conditions. Europcar’s vehicle rental options provide customers with various seasonal vehicles that deliver safe driving experiences.

What exactly are all-season tires? All-season tires function as the multi-purpose tool equivalent for tire use. The tire attributes from summer and winter models blended in all-season types deliver constant, reliable performance throughout the year. During cold weather, the rubber compound maintains enough flexibility for proper grip but retains strength for hot summer driving conditions. The specific tread pattern design works well in water dispersion, which leads to enhanced stability during wet conditions as well as limited contact in light snow situations.

These tires have a drawback because their versatility prevents them from adapting to seasonal characteristics. The tread depth of winter tires goes deeper than that of all-season tires to grab snowy and icy surfaces, and their rubber substance stays flexible for snow and ice. However, all-season tires have reduced effectiveness in freezing conditions. All-season tires lose their durability more quickly during hot summer temperatures because they lack the same resistance levels as summer tires.

The M+S (Mud and Snow) marking on specific tire models indicates their ability to perform well in light winter conditions. The Three-Peak Mountain Snowflake (3PMSF) symbol on tires ensures real winter performance standards because it signifies strict compliance with winter performance standards.

When do all-season tires make sense? Every road and driver presents different characteristics. All-season tires become the best choice for people who reside in areas with mild winters and moderate summer conditions and dislike frequent tire exchanges. These tires function optimally under conditions of minimal snowfall and temperatures above freezing and mostly clear roads.

Winter tires maintain adequate traction on icy surfaces and light snow-covered roads yet dedicated winter tires should be preferred by those who need to drive on dangerous icy roads or steep mountain pass conditions. During the summer season all-season tires deliver safe handling and braking performance yet their lifespan gets reduced when exposed to intense high-temperature conditions than dedicated summer tires made for hot weather.

The all-season tire stands as a practical choice for urban drivers because it needs minimal care. The tire type gives reliable performance all year round so people who avoid seasonal tire swapping will find them useful. Calculating between season-specific tires and all-weather alternatives should begin with analyzing how often you need to tackle challenging driving situations since specific tires provide optimal performance in extreme weather conditions and demanding road conditions.

Car clubs and tire manufacturers emphasize that drivers must not neglect one key rule: regular tire rotation between the front and rear axles.

Why is tire rotation mandatory? The reason lies in the uneven distribution of load on the vehicle's axles. In front-wheel drive cars - which are the most common on our roads - the front tires bear the heaviest load; they are responsible for steering and braking, and transfer engine power to the ground. Accordingly, they wear out much faster than the rear tires. If tires are left in the same positions for years, the difference in the degree of wear becomes drastic, which directly threatens driving safety, reports Fenix ​​​​Magazine.

The German automobile club ADAC recommends rotating all-season tires after approximately 10,000 to 15,000 kilometers. Drivers who frequently drive short distances or in urban conditions, or those who drive heavy vehicles (such as electric cars), should check and rotate their tires even more frequently.

The exact way to rotate tires depends on their construction:

* Directional tires: As a rule, they are rotated only on the same side of the vehicle (front right moves to rear right and vice versa).

* Asymmetric tires: Other rotation patterns are possible with these, but the specific instructions of the tire or vehicle manufacturer must always be followed.

Where should the new tires go - front or rear? If you are only changing two tires and not all four, experts and ADAC offer clear, unanimous advice: new tires should always be mounted on the rear axle. Older tires – provided they still have sufficient tread depth – are moved to the front axle.

This practice helps maintain vehicle stability. The rear axle is crucial for the car’s stability when cornering and during sudden maneuvers. Tires with deeper treads on the rear wheels provide significantly better lateral grip on wet roads, drastically reducing the risk of dangerous skidding and loss of control of the vehicle.

Check tire pressure and tread depth: once a month...Regardless of tire rotation, checking tire pressure should become a monthly habit for every driver, especially before long trips. Inadequate pressure not only accelerates tire wear and leads to uneven wear, but also directly affects the extension of braking distances, as well as increased fuel consumption.

Also, the tread depth should be measured regularly. Although the legal minimum in most European countries is 1.6 millimeters, experts recommend replacing all-season tires – especially before the winter months – well before reaching that limit. As tires wear, their grip on wet roads and snow decreases drastically, so it is safer to invest in a new set in good time.

Photo: ADAC