AUTONEWS

The legendary “Stojadin” is back as a dangerous electric beast: See what the new Zastava 102 e looks like

Car enthusiasts in the Balkans often like to reminisce about old domestic models that generations grew up with. You probably remember the story of the Zastava 5700 model, which many in the region thought was a real, secret project from Kragujevac, although it was actually the vision of Slovenian designer Andrej Troha. The same author has now attracted a lot of attention again with a project he called the Zastava 102 e, and it is a modern electric successor to the legendary Zastava 101, or the popular “Kec”.

The photos of this concept look very realistic, as if it is a model that is ready for mass production. Troha took the recognizable lines of the former “Stojadin” and successfully adapted them to today's trends, more precisely the form of a compact electric city crossover. The design of the Zastava 102 e combines striking details from the 1980s with modern solutions in the automotive industry. 

The front grille features a black honeycomb grille with a large orange ZASTAVA inscription. The round LED headlights with a light ring are directly reminiscent of the first series of the Kragujevac-based “Kec”, while the robust bumper and intakes give the vehicle a more stable and powerful stance.

When the car is viewed from the side, the rear end and the sloping trunk are immediately noticeable, which was the main trademark of the original Zastava 101. On the roof are integrated rails with powerful LED reflectors for night driving, while the rear end is adorned with futuristic arrow-shaped light clusters, a discreet black spoiler and a diffuser with attractive orange tow hooks. The whole story is rounded off by massive rims with orange details that blend perfectly with the metallic copper body color. Also, the car’s ground clearance has been significantly raised compared to the original, which was not that difficult.

The letter “e” in the name clearly indicates that the designer envisioned this model as a fully electric car. Although these are three-dimensional renderings and an artist’s vision, the images immediately sparked discussions on internet forums, and the main question that arises is: would you drive a modern “Kec” on electricity? The European and regional markets currently lack affordable, yet strikingly designed electric cars. If an investor were to emerge ready to revive such a concept in Kragujevac’s facilities, the Zastava 102 e would likely be a serious competitor to models like the Dacia Spring and would attract a huge number of buyers in the region.

 

AUTONEWS

Physical pressure could make EV batteries last twice as long and reduce environmental impact

Electric vehicle batteries could last more than twice as long if they are assembled in away to control the pressure inside them more accurately, according to new research published (Monday 29 June).

The team discovered that keeping batteries under the right amount of pressure as they charge and discharge significantly slows the damage that causes them to lose capacity over time.

The findings could one day mean fewer phones are thrown away only because their batteries no longer hold enough charge, while also helping electric cars and renewable energy storage systems last longer.

Heng Wang, first author of the study published in Nature Energy, and a postgraduate student at St John's College and the University of Cambridge's Department of Engineering, said: " Much of today’s battery research focuses on improving materials and chemistry.

“We've shown that simply controlling how the battery is compressed can have a huge impact on how long it lasts. That could help manufacturers build batteries that last much longer without fundamentally changing what's inside them."

Researchers led by the University of Cambridge studied the role of physical pressure on the lifetime of lithium-ion batteries and found that keeping batteries under constant pressure could double their lifespan. 

Such gains are unheard of in battery development, where tweaks to battery composition usually result in gains of five to 10 percent. Extending the lifetime of electric vehicle (EV) batteries would not only reduce the rate at which they end up in landfill or recycling, but would also reduce the environmental pressures associated with nickel or cobalt mining. 

Applying the right amount of physical pressure to lithium-ion batteries could double their lifespan, reducing battery waste and easing demand for critical minerals used in electric vehicles, according to a study led by researchers at the University of Cambridge.

The study released on Tuesday suggests that extending battery life may not require new materials or complex chemical innovations, but rather a carefully controlled mechanical design that maintains consistent pressure on batteries throughout charging and discharging cycles.

"Batteries don't tend to like this cycle of stress and release," said Professor Michael De Volder from Cambridge's Department of Engineering, who co-led the research.

"Much of the work on improving lithium-ion batteries is done by chemists and physicists, but as a mechanical engineer, I also wanted to look into the role that mechanics play," he said.

Lithium-ion batteries naturally expand and contract as lithium ions move between the anode and cathode during charging and discharging. According to the researchers, these repeated volume changes generate mechanical stress that gradually damages battery components and shortens battery life.

To investigate the effect of pressure, the research team developed a laboratory device that uses pneumatic bellows-small air-filled cushions-to apply a constant pressure to commercially available pouch-cell batteries. Sensors continuously monitored tiny changes in battery volume during operation.

The researchers found that the pressure must remain within the "Goldilocks" zone of about 12.5 bar. Higher pressure can cause lithium plating to form on the anode, while lower pressure can cause the cathode to crack, both of which shorten battery life.

"We found that when you keep the pressure on them relatively constant throughout each charge and discharge cycle, it's much better for the overall lifetime of the battery," De Volder said.

The technology has been tested at a laboratory scale and will require further development before it can be applied in commercial battery applications.

However, the pressure needs to be just right – too much or too little will cause the batteries to fail. The researchers built a custom device to keep the pressure on the battery in this ‘Goldilocks’ zone, without the need for any specialised chemistry. Their results are reported in the journal Nature Energy.

At their most basic level, lithium-ion batteries are composed of an anode, a cathode and an electrolyte. As the battery goes through each charge and discharge cycle, lithium ions shuttle from the anode to cathode and back again. This causes the battery to physically expand and contract, almost like breathing. 

“Batteries don’t tend to like this cycle of stress and release,” said Professor Michael De Volder from Cambridge’s Department of Engineering, who co-led the research. “Much of the work on improving lithium-ion batteries is done by chemists and physicists, but as a mechanical engineer, I also wanted to look into the role that mechanics play.” 

To study this, De Volder and his colleagues built a device that squeezes a type of battery known as a pouch cell using pneumatic ‘bellows’: small air-filled cushions that act like a self-adjusting clamp. The bellows maintain a continuous pressure, while a sensor monitors tiny volume changes as the battery charges and discharges. 

“We just bought commercial batteries and tested them for lifetime under different pressures,” said De Volder. “We didn't have to change anything about their electrolyte or electrode composition.”

They found that the pressure from the bellows needs to be in the ‘Goldilocks’ zone: about 12.5 bar, or roughly four times what’s standard in conventional coin cell batteries. Outside this zone, the batteries fail faster. If the pressure is too high, it can cause lithium plating to form on the anode, and too little can cause the cathode to crack. 

“We found that when you keep the pressure on them relatively constant throughout each charge and discharge cycle, it’s much better for the overall lifetime of the battery,” said De Volder. “If you press too hard, the anode is unhappy. If you don't press hard enough, the cathode starts degrading. Our experiments identified where the ‘happy place’ is for batteries when it comes to pressure.” 

The results, while early stage, could have important implications for the fast-growing EV market, especially in the second-hand market. “The longer your product will last, the fewer the number of times you’ll have to recycle the materials,” said De Volder. “And we are very bad at recycling batteries at the moment.”

In addition, longer-lasting EV batteries could reduce the volume of raw materials that need to be mined, often in extremely poor conditions, to produce new batteries. “We’ve produced a solution for cleaner electric cars, but we have to make sure that on the back of it, we are not creating new ecologic disasters in other parts of the world,” said De Volder. “If we can reduce the pressure on these mining operations a bit, that would be another important benefit.” 

The technology has been tested at a laboratory scale, but will need to be scaled up for commercial battery applications. A patent has been filed by Cambridge Enterprise, the University’s innovation arm. 

The research was supported in part by the European Research Council, the Faraday Institution, and the Engineering and Physical Sciences Research Council (EPSRC), part of UK Research and Innovation (UKRI). 

Michael De Volder(St John’s College, Cambridge)

 

AUTONEWS

ZF presents software-defined systems for trucks

ZF unveiled a new generation of safety systems, motion control technologies, and electronic architectures for commercial vehicles at CV Tech Day 2026, held in Germany. These solutions preview technologies that will take center stage at IAA Transportation 2026 and reflect the company's strategy to address the evolution toward software-defined vehicles, connectivity, and artificial intelligence.

At its proving ground near Hanover, Germany, ZF is showcasing its latest innovations in safety and motion control systems ahead of IAA Transportation 2026. These technologies support customers on their specific journeys toward cleaner, safer, smarter, and more efficient commercial vehicles, enhancing operational efficiency today while enabling future-proof architectures driven by software-defined commercial vehicles and Artificial Intelligence (AI). With technology adoption progressing at varying degrees, paces, and scales across regions, ZF emphasizes that the transition to next-generation commercial vehicles is not linear—despite a clear long-term vision—a complexity further compounded by the growing diversity of global regulations. Enabling customers to develop their specific businesses and technological evolutions with maximum flexibility is the core objective of ZF’s Commercial Vehicle Solutions division. To achieve this, ZF focuses on flexible system architectures and onboard intelligence that enhance safety, efficiency, and Total Cost of Ownership (TCO), while simultaneously protecting existing investments.

Rather than focusing solely on disruptive changes, ZF pursues an evolutionary approach based on scalable platforms, flexible E/E (electrical/electronic) architectures, system intelligence, and digital ecosystems. This allows OEMs and fleet operators to continuously improve efficiency, safety, uptime, and TCO throughout the vehicle's entire lifecycle, while ensuring the sustainable utilization of existing investments.

The company is focusing on integrating systems that enhance safety, operational efficiency, and vehicle uptime, while enabling the gradual adaptation of current fleets and platforms to meet new technological demands in the transport sector.

According to the company, the sector's transformation is progressing at different speeds across the globe, requiring flexible solutions that allow current and future technologies to coexist.

The strategy of ZF’s Commercial Vehicle Solutions division relies on scalable architectures, electronic integration, and onboard intelligence, enabling OEMs and fleet operators to modernize their vehicles without the need to completely replace existing platforms.

“The direction toward the commercial vehicle of the future is taking shape, but the path is neither linear nor simple,” stated Andreas Moser, member of the ZF Board of Management and Head of the Commercial Vehicle Solutions division.

“At CV Tech Day, we demonstrated how we support our customers with practical solutions that create value today and enable a scalable, cost-efficient transition toward zero accidents and zero emissions,” the executive added.

The Software-Defined Vehicle (SDV) concept involves using software as the core element to control, update, and expand vehicle functionalities throughout its lifecycle.

According to ZF, this architecture enables over-the-air updates, the integration of driver assistance systems, predictive maintenance, and new operational features without requiring significant mechanical modifications. “The software-defined vehicle is already a reality—and Brazil is directly contributing to this transformation. At ZF, we don’t wait for the future to arrive: we develop globally and deliver locally, with an engineering team capable of calibrating, customizing, and validating technologies for commercial vehicles that meet the real needs of each market, including South America,” stated Silvio Furtado, Vice President of Commercial Vehicle Solutions and Industrial Technology at ZF South America.

One of the highlights presented by the company is a new driver assistance architecture based on sensors distributed throughout the truck and trailer.

The system combines radars, cameras, electronic control units, and communication between the tractor unit and the trailer, creating continuous perception around the entire vehicle combination.

How does ZF’s new safety architecture work? According to the manufacturer, the system enables 360-degree monitoring with no blind spots, integrating braking, steering, and driver assistance into a single ecosystem.

Functions demonstrated include:

Comprehensive monitoring of the area around the truck and trailer;

Advanced reversing assistance with automatic braking;

Warning systems for urban turns;

Detection of pedestrians and vulnerable road users;

Recognition of emergency vehicles via sirens;

Monitoring of driver fatigue and distraction.

The Driver Monitoring System (DMS), for example, continuously monitors driver behavior and issues alerts in the event of signs of drowsiness or distraction.

Technologies for city buses...ZF also presented solutions aimed at urban public transport. Among them is City Bus Assist, a system that aids buses in approaching bus stops using sensors and active steering assistance.

The technology aims to reduce damage to tires, wheels, and urban infrastructure, while also improving accessibility during passenger boarding and alighting. Another highlight is Continuous Damping Control (CDC Skyhook), a software-controlled damping system that continuously adjusts suspension behavior based on vehicle operating conditions.

Electrification advances with diverse solutions...The company emphasized that the transition to low-emission vehicles will follow various technological paths, depending on the application and region of operation. For this reason, ZF maintains a strategy based on multiple propulsion technologies.

Which electrification solutions were presented? The systems demonstrated include:

TraXon 2 Hybrid automated transmission;

CeTrax 2 and CeTrax 2 Dual central electric motors;

AxTrax 2 electric axles;

Systems for electrifying implements and trailers;

E-Comp Scroll electric compressor for electrified vehicles.

According to the company, these technologies allow manufacturers to adapt existing platforms for electrification with minimal structural impact.

Software expands logistics integration...Another topic addressed during the event was the growing digitalization of transport operations.

ZF presented solutions that connect trucks, trailers, operators, and logistics infrastructure through service-oriented architectures.

Demonstrated features include the automatic configuration of operational zones, remote vehicle access, integration between truck and trailer, and emergency stop systems triggered by Bluetooth devices used by yard operators.

Strategy aims to protect fleet investments... ZF’s approach to software-defined commercial vehicles is based on the gradual evolution of electronic and digital systems, enabling carriers and manufacturers to incorporate new technologies without disrupting established operations.

According to the company, the integration of software, onboard electronics, safety systems, and electrification is expected to play a central role in transforming freight and passenger transport in the coming years, enhancing vehicle connectivity and creating new possibilities for operational management, maintenance, and safety.

 

AUTONEWS

Citroën C3 Aircross Marine Nationale 2026

Among the countless special editions launched by the European automotive industry, few carry as striking a symbolism as the Citroën C3 Aircross Marine Nationale 2026. Developed in partnership with the French Navy, this exclusive edition celebrates the historic bond between the military institution and national engineering, transforming Citroën’s versatile compact SUV into a model rich in references to the maritime world and French pride. The launch is part of the brand's strategy to create themed versions that reinforce its local identity and pay tribute to key national institutions.

Based on the standard C3 Aircross configuration, the Marine Nationale edition retains the characteristics that made the vehicle a key player for Citroën in the segment: a robust body design, a spacious cabin, and a focus on ride comfort. However, the special edition stands out through exclusive aesthetic elements, including badges referencing the French Navy, specific bodywork finishes, and naval-inspired decorative details, lending it an appearance that is both elegant and understated.

Inside, the customization continues with unique upholstery, embroidered logos, and exclusive trim details that reflect the Marine Nationale identity. Depending on the market and configuration, the series may incorporate comfort and connectivity features found in the model's top-tier versions, such as a touchscreen multimedia system, smartphone integration, electronic driving aids, and automatic climate control. The aim is to combine everyday practicality with a distinctive, collectible character.

Mechanically, the C3 Aircross Marine Nationale does not seek radical changes compared to the standard production model. The priority remains efficiency and ease of use, retaining the powertrains already available in the lineup sold in the respective market, as well as the comfort-oriented suspension tuning that is a hallmark of Citroën vehicles. More than just a limited edition, the Citroën C3 Aircross Marine Nationale 2026 pays tribute to French heritage and the collaboration between two of the country's iconic institutions. By combining exclusive design, national identity, and the functionality of a modern SUV, this special version reinforces Citroën’s tradition of creating vehicles that go beyond mere transportation, incorporating cultural and historical elements that make every launch memorable.

AUTONEWS

Mapping trade-offs to help build better EV batteries

Battery production has scaled at an extraordinary speed, supported by rising demand for electric vehicles and stationary storage, with demand for lithium-ion phosphate batteries totaling almost 1.6 terawatt-hours in 2025. This scale-up has delivered one of clean technology’s most dramatic cost reductions: Utility-scale battery storage costs have fallen by about 93 percent since 2010, driven by growing industrial scale, deepening supplier ecosystems, and relentless factory learning. Battery production is highly concentrated in Asia, which produces more than three-quarters of advanced batteries. As decarbonization efforts continue and battery costs continue to come down, demand for batteries is likely to more than double by 2030 to 4.2 terawatt-hours and quadruple by 2035 to 6.8 terawatt-hours, according to analysis by McKinsey Battery Insights.

This investment case is one of ten used in the research for the McKinsey Global Institute’s report, Catalyzing competitiveness: Where investment happens and why. The report examines how variations in the basic economics of comparable projects influence investment decisions in different regions globally and the impact those decisions can have on the future of competitiveness and growth across the world.

A battery gigafactory is an at-scale plant that produces lithium-ion cells using a standardized manufacturing process to produce fundamental battery components, such as electrodes, and to assemble battery cells that go into battery packs for electric vehicles and stationary energy storage. A 50 gigawatt-hour facility, the scale analyzed here, is typically organized in three to five building blocks, 12 to 20 production lines, and three consecutive manufacturing steps: preparing coated electrodes, assembling cells, and finishing cells through aging and testing.

This analysis focuses on a specific battery chemistry, lithium iron phosphate (LFP). Due to its lower cost and great thermal stability, LFP is commonly used in low- and mid-market passenger electric vehicles (EVs), commercial EVs, and battery energy storage systems. LFP chemistries are projected to account for roughly 60 percent of battery market volume in 2035. The same tools and processes are used for other battery chemistries, for instance, nickel manganese cobalt (NMC), which are commonly used in mid- and upmarket EVs. NMC and related nickel-based chemistries are projected to account for roughly 38 percent of battery market volume in 2035, with other battery chemistries making up the remainder. Some gigafactories process LFP and NMC batteries at the same plant, and the conclusions here therefore broadly apply to both types of batteries.

The battery value chain begins upstream with mining and refining the required raw materials. Lithium, nickel, cobalt, manganese, iron, phosphate, aluminum, copper, and graphite are extracted and then chemically processed into battery-grade inputs. Advanced chemistry turns them into active materials for cathodes and anodes and ensures purity and consistency. Advanced petrochemical processes are applied to manufacture materials for electrolytes and separators. These are then assembled into battery cells. Scale and supplier depth matter at every stage because high volumes and expertise lower unit costs and shorten lead times.

This part of the EV supply chain today is highly concentrated in Asia, especially in China, home to most of the global capacity in lithium refining and a dominant share of LFP and NMC battery cathode materials and graphite anodes. That concentration reduces input prices, logistics, and working capital needs for Chinese battery cell makers, while regions with smaller upstream footprints often pay more for the same materials once transportation, tariffs, and compliance are included.

A new framework has been developed to help stakeholders—from battery and vehicle manufacturers to drivers to battery recyclers—better understand, anticipate and prepare for the entire life cycle of a battery, allowing them to anticipate trade-offs and consequences and make decisions and set priorities.

The research team, which was led by the Center for Sustainable Systems (CSS), housed in the University of Michigan School for Environment and Sustainability (SEAS), worked with car companies, battery developers and policy makers to develop the framework, and assessed economic, environmental and social trade-offs and outlooks from the perspective of stakeholders across the entire battery life cycle.

“I think of it as a break-out story. How do we break out of this complex puzzle where we’re trying to benefit the environment, to help the industry compete and to be cost-effective for consumers?” said Greg Keoleian, a professor at SEAS. Keoleian, who is also the co-director of CSS, is the senior author of the new study.

The assessments also underscored the various challenges facing EVs from various perspectives, including an oil industry with federal support and a vested interest in internal combustion engine vehicles. Still, Keoleian says he is optimistic the framework can help accelerate EV transition.

Working with car companies, battery developers and policy makers, University of Michigan researchers have developed a framework to help stakeholders navigate toward a future with better, more affordable and more sustainable electric vehicles. 

"I think of it as a break-out story. How do we break out of this complex puzzle where we're trying to benefit the environment, to help the industry compete and to be cost-effective for consumers?" said Greg Keoleian, a professor at the U-M School for Environment and Sustainability, or SEAS. Keoleian, who is also the co-director of the U-M Center for Sustainable Systems, or CSS, is the senior author of a new study published in the Journal of Energy Storage detailing the framework.

"You have all of these interested parties that can have different goals and objectives, so how do you align those?" Keoleian said. "Our framework helps stakeholders consider a holistic set of factors to achieve better outcomes for batteries and electric vehicles."

With input from experts in academia, industry and government, Keoleian and colleagues assessed economic, environmental and social trade-offs and outlooks from the perspective of stakeholders across the entire battery life cycle. This enabled the team to create a framework that stakeholders—from battery and vehicle manufacturers, to drivers, to battery recyclers—can use to better understand, anticipate and prepare for trade-offs and consequences as they make decisions and set priorities.The assessments also underscored the various challenges facing EVs from various perspectives. That includes an oil industry with federal support and a vested interest in internal combustion engine vehicles that also have more mature cradle-to-grave infrastructure, Keoleian said. But he is still optimistic the framework can help accelerate EV transition.

"There are multiple problems that need to be addressed in this journey, but ultimately these vehicles outperform internal combustion engine vehicles," Keoleian said. "They are quieter. They don't have tailpipe pollution and they're better for the environment. You get better acceleration, you have less maintenance costs, lower operating costs and the lowest total cost of ownership. We know that they are the future."

Trade-offs and chemistry case studies...Looking at the different battery chemistries that are being used and developed for EVs helps provide concrete examples of the types of trade-offs highlighted by the framework. In China, where more than 60% of new car sales are electric, EV manufacturers have come to rely on a battery chemistry using lithium iron phosphate, abbreviated LFP. Compared with another popular battery chemistry known as NMC for its nickel, manganese and cobalt components, LFP batteries are less expensive.

"EV adoption is really influenced by cost and the battery is about 30% of the cost of an electric vehicle," Keoleian said. "LFP is less costly because of the chemistry—it doesn't have the cobalt and the nickel."

But LFPs require more battery mass to achieve the same level of charge storage as NMCs. That translates to less range for an LFP vehicle. And because cobalt and nickel are valuable, there's more incentive to recycle these batteries, which would let battery makers create them more sustainably, by mining less new materials for each new battery.

American automakers, including Ford and General Motors, are also developing what are called LMR batteries, or lithium manganese-rich batteries, that have potential to marry the low cost of LFPs with the longer range of NMCs. Their durability, however, is a work in progress."There are a lot of different trade-offs and this framework helps elucidate what they are from different stakeholder perspectives," Keoleian said. "If you have blinders on, you can think you're really improving sustainability and performance, but you may actually be  causing problems somewhere upstream or downstream."

The research was funded by the Responsible Battery Coalition, and the research team also included Christian Hitt, a CSS research area specialist; Elliot Busta, a research assistant with the CSS and the U-M Electric Vehicle Center; Timothy Wallington, a CSS research specialist; and Hyung Chul Kim, a research scientist with Ford Motor Co. Experts with GM, Ford, Toyota, Dow Chemicals, the U.S. EPA, the U.S. Geological Service and Clarios, a leader in manufacturing batteries for the automotive industry, were consulted on this study.

AUTONEWS

BMW is not hiding its sympathy for the revival of the iconic M1

Although the legendary BMW M1 was only around for a few short years, its impact was enormous. It's been almost half a century since the mid-engined, wedge-shaped supercar entered production, but it seems that it's a model that today's BMW executives are still thinking about. Namely, the head of BMW M has stated that he would like to build a new M1.

"I'm in love with the original M1, but I would like to build a new one," Frank van Meel, head of BMW M, told BMWBlog. Oliver Heilmer, head of design at M, also expressed similar views for the same publication.

Although BMW has never produced a direct successor to the M1, the company has considered it on several occasions. The closest they came to realizing it was with the Vision M Next concept from 2019. According to author and BMW historian Steve Saxty, it was a hybrid supercar with a four-cylinder engine and 600 horsepower that was “95 percent complete.”

This is far from the first time BMW has flirted with the idea of a new halo supercar. In 2008, the company unveiled the M1 Homage concept to celebrate the original model's 30th anniversary. Although that vehicle never entered production, elements of its design later influenced the BMW i8.

BMW also revealed the Vision M Next concept in 2019, showcasing a dramatic plug-in hybrid sports car that many believed previewed a future flagship. Reports later suggested development was halted as the company reassessed priorities during the COVID-19 pandemic and rising development costs.

Over the years, industry rumors have also linked BMW to several high-performance electric supercar projects, though none have reached production.

The manufacturer had planned to launch the car around 2022. Instead, BMW redirected resources to the XM crossover, which was then promoted as the spiritual successor to the M1.

However, the XM did not achieve the success BMW had hoped for. The company discontinued the base version in 2026 and lowered the price of the XM Black Label model.

Despite the wishes of its bosses, such a car is unlikely to arrive anytime soon. Developing a mid-engine supercar would require a huge investment at a time when the future of the automotive industry is very uncertain. Investing that much money in a model with a small production run does not make business sense at the moment.

The first-generation M1 featured a naturally aspirated inline-six engine mounted behind the driver and became BMW's only production mid-engined supercar. Today, evolving emissions regulations, electrification, and advances in performance technology would likely shape any future successor.

BMW's Neue Klasse architecture has already demonstrated enormous performance potential, and the company's upcoming generation of high-performance electric models could provide the technical foundation for an entirely new flagship.

Whether that flagship ultimately relies on hybrid power, full electrification, or an advanced combustion engine remains unknown.

AUTONEWS

Used cars to become increasingly popular: Black box, infrared camera and breathalyzer coming in a few days

From July, changes to the GSR II regulation will come into force, which will bring mandatory safety equipment to all newly registered cars. The new EU rules introduce more and more electronic systems that monitor drivers and increase the cost of ownership of new vehicles.

Among the most important new devices that will be mandatory in new vehicles are infrared cameras that monitor the driver's eyes and attention, as well as black boxes, devices that record key driving data - such as speed, braking and steering wheel position.

The driver control system can react very strictly: if the driver takes his eyes off the road for a long time (about six seconds), the car first warns with an audible signal, and if the warning is ignored, it can turn on the light signals and even start automatically slowing the vehicle. Critics warn that constant warnings and "digital monitoring" could put additional strain on drivers and make driving more stressful.

In addition, a device called a black box will also be mandatory equipment for new cars from July. And it certainly won't add anything to active safety. Unlike an airplane, it doesn't record calls in the cabin, but it continuously monitors telemetry data such as speed, braking force or steering angle. In the event of an accident, the data from the last seconds before the impact is locked and used by police and insurance companies to accurately identify the culprit.

Add to that mandatory autonomous braking with pedestrian detection and a system that automatically turns on the hazard lights when the brake pedal is pressed suddenly. Also coming are alco-blockers that could prevent the vehicle from starting.

All of this brings a higher cost of purchase, but also of maintaining new cars. Repairs are becoming more expensive due to sensitive sensors, cameras and the need to calibrate the system, and even minor impacts or replacing the windshield can mean serious expenses.

That's why older cars, without complex and somewhat annoying electronic systems and constant monitoring, are expected to become increasingly attractive to drivers looking for a simpler and cheaper alternative to modern vehicles. He expects that the European push for assistants will likely cause a famine in the used car market.

The European Union is set to implement a new requirement starting in July 2024. All newly registered М1 passenger cars in the EU will be required to be equipped with Event Data Recorders - EDRs.

The EDR, often referred to as "black box" in airplanes, will store critical vehicle data. In the unfortunate event of an accident, experts can use this data to gain invaluable insights into the accident's cause and progression.

The driving force behind this requirement is UN Regulation No. 160, which actually has been in effect since July 6, 2022, mandating the inclusion of EDRs in all new vehicle developments. However, starting from July 7, 2024, this requirement will extend to cover not only newly developed vehicles but also all newly registered passenger cars and light commercial vehicles.

EDRs can be found in the airbag control modules and continuously record a multitude of vehicle data. This data is only permanently stored when specific sensors detect an accident or unusual driving conditions that could potentially lead to an accident. The recorded data is preserved within a 300-millisecond window before and after the triggering event.

The recorded data falls into three categories: vehicle dynamics information before the crash, after the crash, and restraint system information. Accessing this data requires specialized equipment connected to the EDR through the OBD interface. However, access to the EDR is subject to stringent restrictions and typically requires a court order due to the General Data Protection Regulation (GDPR) governing data stored within the EU.