FORD

Ford enters FIA WEC championship

Ford has released photos of the supercar it is preparing for the FIA ​​WEC (World Endurance Championship), or World Prototype Championship. Its main feature, which distinguishes it from the competition, is expected to be a powertrain configuration unusual for a sports prototype. The car is currently being tested at the Paul Ricard circuit in France, and its racing debut is scheduled for March next year.

Ford will join the top echelon of WEC with a car developed on an Oreca chassis. However, while many of its rivals use 6-cylinder turbocharged engines, Ford has opted for a naturally aspirated V8. The engine displacement is 5.4 liters, with the unit itself based on the production Ford Coyote block, which is used, among other things, in the Ford Mustang. The total power of the hybrid system is limited by racing regulations to 670 “horses”.

The first race of the next season, the debut of the new Ford, is scheduled for March 21 and 22 at the track in Qatar. The crowning glory of the season will be the 24 Hours of Le Mans, scheduled for June 12th and 13th, a race that Ford marked in the second half of the 1960s, recording four consecutive victories between 1966 and 1969.

The timeline has moved quickly. Ford fired up the car's naturally aspirated V8 for the first time on 4 July, and running-in checks began on 5 August. Twelve days later, the prototype turned its first proper laps at Paul Ricard — a circuit picked largely because it sits a short drive from ORECA's factory, which built the chassis. Ford Racing says the team has “methodically followed a comprehensive programme to activate and verify every control system”, and that all of them are now fully operational. Blomqvist and Rockenfeller are due to take over later in the test week, with Nick Yelloly and Sebastian Priaulx also part of the wider driver roster.

“This was the culmination of months of painstaking work,” acknowledged Ford Racing’s FIA WEC Hypercar Programme Manager, Sayers. “It was one of our most significant milestones to-date, and as I reflect upon the journey to this point, I’m proud of the groundwork that was laid long before the engine ever turned over. 

“Its development is already showing great promise on the dynos in Dearborn, where we’ve been pushing the limits of performance and durability and learning a lot at the same time. That dyno work, combined with parallel progress on the chassis side with ORECA, has now converged into a complete package ready for the next phase.

“The firing of the engine is more than a symbolic moment – it’s a critical validation step. We are doing everything from an engine perspective in-house and we’re doing that because we can react faster, learn faster and bring that back to the production side of the business. [The engine] serves as a direct link to Ford’s production performance vehicles as well as accelerating the transfer of technology between the racetrack and the road.

“Hearing the Coyote V8 come alive within its intended home for the first time confirmed that months of integration work between the powertrain and chassis teams have paid off. Looking ahead, we have a lot of laps to turn later this year, but the work has already started and I’m excited for what’s ahead.”

A V8 that refuses to downsize...The engine is the most distinctive part of the story. While most of the current Hypercar grid has gone turbocharged, Ford is racing a 5.4-litre naturally aspirated V8 derived from the unit already used in the Mustang Dark Horse R, GT4 and GT3 programmes. It still runs the hybrid system every LMDh car must carry under the class's shared technical rules, but the base engine is pure Ford, developed at the brand's Dearborn facility rather than bought in. It is a deliberate choice, not a compromise — Ford is betting that a proven, characterful V8 will do more for the brand than a smaller, quieter unit built purely around a lap time.

Visually, the car is still wearing the blue-and-white camouflage it has worn since its unveiling, with “Ford Racing” lettering across the bodywork. The nose sits low, in a style not unlike Ferrari's 499P, with a raised front splitter and aerodynamic flicks along the sides. Unlike other ORECA-built cars on the grid, this one is running without the small front fin usually fitted to the marque's chassis — a detail that suggests Ford and ORECA are exploring their own aerodynamic path rather than simply copying the customer template. Nothing about the final specification is confirmed, and Ford has not released a power figure, weight, or the car's eventual name.

Indeed, next up for Ford’s Hypercar programme will be a comprehensive track testing schedule at various circuits throughout Europe – and later the United States – which is due to begin next month. The focus will be placed on performance, reliability, aerodynamics and hybrid system integration in conditions aimed at simulating the myriad demands of an FIA WEC race weekend. 

Sayers expects the input from all six confirmed drivers – Logan Sargeant, Mike Rockenfeller, Sebastian Priaulx, Matt Campbell, Tom Blomqvist and Nick Yelloly – to play a vital role in the project’s transition from the virtual world to the real world, as the ‘Blue Oval’ bids to hit the ground running come the curtain-raising contest next spring. 

“Of course it’s early days, and we have a huge amount of work ahead of us, but the sim work and dyno numbers give us a great foundation,” the Brit reported. “Still, there’s no substitute for what the drivers feel through the wheel and seat once we’re actually out on-track – that feedback loop is what will truly sharpen this car over the upcoming months. 

“With the engine now firing within the chassis and a circuit debut just weeks away, our Hypercar programme is entering its most visible and consequential phase yet – one that brings Ford Racing another step closer to its ultimate ambition.”

Ford is stepping into arguably the toughest era the top class of endurance racing has ever seen. Porsche, Ferrari, Toyota, Cadillac, BMW, Peugeot, Aston Martin and McLaren already build or race Hypercars, and Genesis is circling the category too. Starting later than a rival such as McLaren is not being treated as a problem internally — Ford's programme management has said publicly that it is not concerned about the timeline, and 2027 remains the target for a full FIA WEC campaign built around a real assault on the 24 Hours of Le Mans.

Autonext take...Ford choosing a naturally aspirated V8 for a 2027 Hypercar is not a nostalgia play. It is a brand decision. Every rival on this grid has already accepted some form of turbocharging or hybrid-heavy downsizing to chase efficiency numbers; Ford is betting that sound, character and a direct line back to its road-going Mustang programme matter just as much to the people who will actually watch this car race.

That said, running without a front fin while everyone else on the ORECA customer platform keeps theirs is the kind of detail that either ages very well or gets quietly reversed within a season. We would not read too much into it yet. What matters more right now is that the programme is hitting its own dates — engine fired in July, running-in in August, laps on track before the month is out. For a manufacturer that has not fought for outright Le Mans victory since the GT40 era, simply being on schedule is itself the story.

Ford's Hypercar programme continues to build on the momentum from its July V8 first-start, as the WEC's current era keeps delivering — Toyota's latest 24 Hours of Le Mans win among the proof that the Hypercar class has never had this much depth.

 

Autonews

BMW

BMW M3 40th Anniversary Limited Edition

The BMW M3 E30 is 41 years old, having debuted at the 1985 Frankfurt Motor Show. However, production didn't begin until the following year. That's why BMW has been busy this year celebrating four decades since the M3 hit the streets, according to BMWblog.

China is another market that has received a limited edition M3 to mark the anniversary. Available as a sedan and wagon, the car gets a predictable name: the BMW M3 40th Anniversary Limited Edition. Production is limited to 20 units for each body style, but the vehicles wear different colors. The G80 sedan comes in a retro Laguna Seca Blue. The more practical G81 gets a striking Wildberry exterior.

As you can imagine, there’s plenty of “40 Jahre M3” badging inside and out. You’ll notice it on the center console, front headrests, side sills, and even the roof. The latter comes in carbon fiber on the sedan but not on the wagon, as BMW still doesn’t sell the Touring with a carbon roof. It’s not going to happen as reworking the assembly line for a niche model would be too costly. The G81 has already entered the last part of its life cycle anyway, so it’s not worth the hassle.

While most of the BMWs sold in China are built locally and are therefore considerably cheaper than their global counterparts, it’s the other way around for the M3. The G80 and G81 come from Munich and cost the proverbial arm and a leg in this new 40th Anniversary Limited Edition. The xDrive-equipped sedan is a Competition model that goes for RMB 1,038,000. The wagon, which BMW only builds in the all-wheel-drive Competition configuration, retails for RMB 1,068,000.

At current exchange rates, that works out to approximately $154,000 and $159,000, respectively. Yikes. To sweeten the pot, BMW throws in the M Driver’s Package as standard equipment. It unlocks an 180 mph (290 km/h) top speed for the sedan and a slightly lower 174 mph (280 km/h) for the wagon. Buyers will only be able to test it out on a track since China doesn’t have the equivalent of an Autobahn.

The M3 Touring looks bolder than the sedan, replacing the black-look 826M wheels with a bronze finish. These 19-inch front and 20-inch rear wheels come with blue calipers on the G80 and red on the G81 to complement the body color.

In addition, BMW is giving the Chinese special edition a completely blacked-out grille for an even more serious look.

There’s also plenty of “40 Jahre M3” badging inside and out. They’re found on the center console, front headrests, side sills, and even the roof. The latter comes with carbon fiber on the sedan, but not on the wagon, as BMW doesn’t yet sell the Touring with a carbon fiber roof.

While most BMWs sold in China are built locally, the M3 is the other way around. The G80 and G81 come from Munich and cost a fortune in this new limited edition 40th anniversary edition. The sedan equipped with xDrive is the Competition model, which retails for 1,038,000 yuan. The station wagon, which BMW only produces in Competition configuration with all-wheel drive, sells for 1,068,000 yuan. At current exchange rates, that’s roughly $154,000 and $159,000, respectively.

BMW is also adding the M Driver’s Package as standard equipment. It unlocks a top speed of 290 km/h for the sedan and a slightly lower 280 km/h for the station wagon.

Autonews

TESLA

Tesla Semi electric truck for Europe to be unveiled in September

Although it has taken a long time, Tesla's electric Semi truck is finally coming to the European market.

Tesla's electric truck will be unveiled at the Hanover Fair in September, where specifications and details of the European version will be revealed, which could potentially mean a market launch in 2027.

The fair will take place from September 15 to 20 and is considered the world's most important commercial vehicle show.

First unveiled in 2017, the Semi is set to go on sale in the US in 2022, but its availability in Europe has been in doubt until now, and it is still unclear what Europeans will actually get.

Tesla will be hoping that the Semi can invigorate the electric HGV segment in the same manner as it did with passenger cars a decade ago. Electric lorries from mainstream manufacturers are few and far between, and hauliers remain concerned about their range, charging and carrying capacities. To that end, Tesla claims the Semi is more powerful, more efficient and cheaper to operate than traditional lorries.

In the US, it is offered in two specifications. The Standard Range is claimed to be capable of covering 325 miles between charges and its tri-motor powertrain combines to send up to 1073bhp through its dual rear axles.

Tesla says it can replenish 60% of its range in 30min when connected to one of its Megachargers, which deliver up to 1200kW.

The Long Range version has the same powertrain, but an extended rear section of the cab holds additional batteries that boost its range to a claimed 500 miles.

It remains to be seen whether both versions of the Semi will be offered in Europe, but Tesla’s UK website quotes figures for only the Standard Range.

For reference, the 40-tonne MAN eTGX has power outputs of between 328bhp and 536bhp, ranges of up to 358 miles and the ability to recharge at up to 1000kW. The Mercedes eActros 600 has a range of 311 miles and is due to gain megawatt charging capabilities in the future.

The Semi was first revealed in 2017 but faced a stunted development cycle, and the first examples entered operation with PepsiCo in the US five years later. Tesla has yet to disclose how many Semis it has delivered but recently sold 500 examples to Swedish transport firm Einride, which is claimed to be the biggest single order for the lorry yet.

In the US, the Semi is offered in Standard Range and Long Range versions. The base version has a range of 523 km, while the second version increases that range to 805 km. Both versions use three electric motors that develop up to 1,088 hp.

To achieve these range values, huge batteries are needed, so a 548 kWh battery is in the Standard Range truck, while the Long Range model is powered by an 822 kWh battery. Trying to charge them even with a 250 kW car charger would take forever, so the Semi can be charged with up to 1.2 MW, which potentially allows it to "inject" a significant amount of energy into the battery during a simple coffee stop and a trip to the toilet. Tesla moved from trial production to full-scale production of the redesigned Semi truck at its factory in Nevada in April of this year, and hopes to produce 50,000 vehicles annually when production reaches full capacity. 

Tesla confirmed that its Semi electric truck is coming to Europe, and that it will reveal the specs and launch details next month at IAA Transportation, the continent’s largest commercial vehicle show.

The Tesla Semi account posted that “specs & launch details for Semi in Europe” will be “unveiled at IAA Transportation in Hannover, Germany,” which runs September 15-20. A Semi will be on display at the show.

The announcement is short on detail by design. Tesla isn’t giving European range figures, pricing, or an on-sale date yet. It’s committing to bring the truck to Hannover and put numbers on the board there.

Tesla has been publicly gearing up to sell the Semi in Europe since last year, and at IAA 2024 it brought a truck but said almost nothing about an actual market plan. This time it’s framing Hannover as the launch venue, which is the clearest signal yet that Europe is happening rather than being perpetually “coming.”

What Europe will get, at least mechanically, is the truck Tesla is already building in Nevada. Tesla revealed final specs in February for two trims: a Standard Range rated at 325 miles (523 km) and a Long Range at 500 miles (800 km). Both run an 800-kW tri-motor drivetrain rated at 1,072 hp and charge at up to 1.2-MW Megacharger speeds.

Tesla is quoting $290,000 for the Long Range Semi and roughly $260,000 for the Standard Range in the US — the lowest-priced Class 8 battery-electric tractor on that market. What those trucks cost in euros, and where they’ll be built for Europe, are open questions the reveal will need to answer.

Production is finally real...A European launch gives some credibility to Tesla finally achieving volume production of the long-delayed truck.

Tesla rolled the first Semi off its high-volume production line at Gigafactory Nevada in April. That dedicated 1.7-million-square-foot plant is designed for 50,000 trucks a year, and it’s what turned the Semi from a nine-year “coming soon” into something fleets can order.

Demand has followed the production. This week, Swedish freight-tech company Einride placed the largest Semi order yet at 500 trucks — though notably for its North American fleet, not Europe. PepsiCo now runs close to 100 Semis in California.

Mercedes-Benz’s eActros 600, a long-haul electric truck with about 500 km of range and a 600-kWh battery, is already on the road in 15 European countries. Volvo Trucks, the region’s electric heavy-truck sales leader, unveiled a new generation of electric HGVs in April. MAN, Scania, Renault Trucks, and DAF all have battery-electric Class 8 tractors in production or delivery.

These aren’t concepts. European fleets have been buying and running electric long-haul trucks from domestic brands with established service networks, homologation, and dealer support — the exact infrastructure Tesla still has to build out on the continent.

But in the US at least, Tesla appears to have cost and range advantages. At the unveiling at IAA next month, we should see if these advantages carry over to Europe.

The Standard Range costs $260,000, which corresponds to 222,000 euros, while the Long Range requires about $300,000, or 257,000 euros. However, prices after taxes in Europe could be higher. Mercedes' eActros 600 is sold on the Old Continent for around 300,000 to 400,000 euros, which is 350,000 to 470,000 dollars.

Autonews

AUTONEWS

These are the motorcycles that can already see what you can't

Motorcycles are incorporating a new generation of safety systems capable of detecting vehicles, calculating distances, and anticipating risky situations. These are ARAS (Advanced Rider Assistance Systems)—the two-wheeled equivalent of ADAS in cars—and they are already present in models sold in Spain.

The most impressive technology is radar, installed at the front, the rear, or both. Thanks to its sensors, the motorcycle can detect the presence and movement of other vehicles and use this information to activate features such as adaptive cruise control, collision alerts, blind-spot detection, and lane-change assistance.

The most impressive technology is radar, installed at the front, the rear, or both. Thanks to its sensors, the motorcycle can detect the presence and movement of other vehicles and use this information to activate features such as adaptive cruise control, collision alerts, blind-spot detection, and lane-change assistance.

The goal is not to replace the rider, but rather to expand their field of information and increase their reaction time. These systems can be useful on highways, in heavy traffic, and during lane changes, where a vehicle might remain outside the rider's field of vision.

Motorcycling provides an exhilarating sense of independence, but it also poses significant safety concerns. Unlike four-wheeled vehicles, motorcycles lack physical protection, leaving riders more vulnerable to accidents. Advanced Rider Assistance Systems (ARAS) are changing this reality by equipping motorcycles with intelligent, sensor-driven technology that assists riders in real time. This riding assistant technology is revolutionizing how motorcyclists interact with their environment.

ARAS acts as an electronic co-pilot, continuously monitoring the environment and rider conditions, issuing alerts and interventions to help prevent accidents and improve commuting comfort. In this blog, we explore how ARAS is transforming the two-wheeler riding experience, making it safer, smarter, and more confidence-driven. Leading OEMs such as Yamaha and Honda have already begun developing and integrating ARAS features into their premium two-wheeler models.

What is the Advanced Rider Assistance System (ARAS)? Advanced Rider Assistance Systems (ARAS) represent a paradigm shift in motorcycle safety and riding intelligence. Designed specifically for two-wheelers, these systems integrate smart sensing, control, and communication technologies to actively assist riders in crucial situations, enabling enhanced situational awareness and proactive safety measures.

ARAS leverages radar, lidar, and video detection, along with AI-driven decision-making, to enable precise environmental mapping and object recognition in all conditions and deliver real-time awareness of traffic dynamics, blind spots, lane borders, and approaching vehicles.

These capabilities extend beyond simple collision alerts to include:

Adaptive Cruise Control – Maintaining safe following distances automatically

Lane-Keeping Assistance – Improved highway stability through gentle guidance

Rear Collision Warnings – Detecting fast-approaching vehicles from behind

By continuously monitoring the environment and evaluating rider behavior, ARAS transforms ordinary motorcycles into intelligent, responsive vehicles that anticipate and alert to hazards before they materialize. This comprehensive riding assistant functionality operates as a seamless extension of the rider’s capabilities.

Just like cars, motorcycles are also increasingly equipped with rider assistance systems(image above) Bosch

Why ARAS matters...Unfortunately, motorcycles, by default, due to their physical design, expose riders to serious dangers, including poor stability, limited visibility, and vulnerability in crashes. Despite accounting for fewer vehicles globally, motorcycles are responsible for more than one-third of all global road traffic fatalities. This stark disparity highlights the vulnerability of riders and the urgent need for enhanced safety measures.

ARAS addresses this challenge by combining cutting-edge hardware and AI algorithms to continuously assess risk, providing early alerts and automated solutions that comparatively exceed human reaction times for unexpected scenarios. The energy efficiency of these ARAS systems ensures minimal power consumption while delivering maximum protection. According to studies, these systems can reduce the likelihood of an accident on equipped bikes, particularly in demanding environments such as interstate cruising, urban stop-and-go traffic, and complex overtaking maneuvers.

Front radar to anticipate traffic...One of the pioneering motorcycles was the Ducati Multistrada V4, which incorporated front and rear radars to manage adaptive cruise control and blind-spot detection. The former maintains a selected distance from the vehicle ahead; the latter alerts the rider to vehicles located in hard-to-see areas.

BMW has further refined this technology. The R 1300 GS can be equipped with the Riding Assistant, while the R 1300 RT uses a radar capable of detecting vehicles up to 100 meters away and adjusting speed to maintain a safe distance. On the R 1300 RS, the Innovation package adds Front Collision Warning, Rear Collision Warning, and Lane Departure Warning. BMW combines sensors to provide the rider with information about situations that might otherwise be outside their field of view.

KTM is pursuing a similar strategy with the 1390 Super Adventure. On the S version, front radar is optional; on the S EVO, it comes as standard, while on the Super Adventure R, it can be added as optional equipment.

Rear radar and environmental monitoring... Triumph uses rear radar on the Tiger 1200 GT Explorer and Rally Explorer models. The system offers blind-spot detection and lane-change assistance. A light located below the rearview mirror alerts the rider when a vehicle is detected in the blind spot or approaching rapidly from behind. This development demonstrates that rear radar is no longer an experimental technology.

Ducati offers several Multistrada models featuring front and rear radar, ACC (Adaptive Cruise Control), and blind-spot detection; BMW and KTM have expanded their systems, while Triumph is focusing on rearward monitoring.

Depending on the model, these systems may come as standard or be part of optional packages. The next step will be to integrate technologies capable of better interpreting the environment and communicating with other vehicles or infrastructure. Motorcycles do not ride themselves, but they can increasingly provide early warnings, maintain distances, detect hidden vehicles, and supply information that the rider's eyes cannot always capture. ARAS systems are paving the way for a more connected, proactive, and safe riding experience, without removing the rider's responsibility.

by: Autonews

 

FIAT

FIAT 238 E Panorama: the evolution of one of the Italian manufacturer's most important light commercial vehicles

In the late 1970s—a time when European utility vehicles still retained a strong, distinctive character and passenger vans were beginning to gain ground as alternatives to conventional cars—FIAT offered a particularly interesting solution: the 238 E Panorama. Based on a design dating back to 1967, the model represented the evolution of one of the Italian manufacturer's most important light commercial vehicles; in its passenger configuration, it combined the practicality of a van with the comfort of a minibus. By 1979, the 238 E Panorama had reached a mature stage in its lifecycle, following updates made in 1977–78.

The story of the 238 began a decade earlier as the successor to the FIAT 1100 T. Its design was quite modern for the time, featuring a transverse front-engine, front-wheel-drive layout technically derived from the Autobianchi Primula. This configuration allowed for a relatively low floor and maximized space for passengers or cargo—a feature that helped explain the design's longevity. Initially equipped with a 1,221 cc engine, the 238 later adopted the 1,197 cc and 1,438 cc engines from the FIAT 124 family.

The 1977 update introduced the 238 E, which featured a restyled front end—including a lower, wider grille that incorporated the headlights—as well as new side trim. The interior was also upgraded with more comfortable seats, a revised climate control system, and a more comprehensive instrument cluster. Among the various commercial configurations available—such as panel van, platform truck, double cab, ambulance, and minibus—was the 238 E Panorama, marketed as a true passenger-oriented touring version. Italian advertising from the era specifically highlighted its ability to transport nine people with a standard driver's license, positioning the model closer to the concept of a large family car.

For 1979, the standout engine was the well-known 1,438 cc inline-four, designated by the code 131 AZ 000. Fed by a Weber carburetor, it produced approximately 52 hp at 4,600 rpm—a modest output by modern standards, yet adequate for the vehicle's intended purpose. It featured a 4-speed manual transmission, and front-wheel drive remained a key characteristic of the vehicle's design. A documented 1979 Panorama model measures 4,590 mm in length, 1,835 mm in width, and 1,927 mm in height, with a wheelbase of 2,400 mm and a weight of around 1,440 kg. Its top speed was approximately 110 km/h.

More important than performance figures, however, was its versatility. The Panorama version could accommodate eight passengers plus luggage—or nine occupants, depending on the configuration—effectively making the 238 a sort of minivan *avant la lettre*. The concept also found a receptive market among companies specializing in motorhome conversions; the front-wheel-drive platform and relatively low floor made it easy to transform the vehicle into a compact home on wheels—a role that would define much of the 238's career.

Interestingly, even after the larger Fiat 242 arrived in 1974, Fiat decided to keep the 238 in production. While the new model was more spacious and technically more modern, it was also more expensive and targeted at a higher market segment. The veteran 238 thus continued to serve as a compact, versatile utility vehicle, benefiting from more manageable dimensions and a well-proven mechanical setup. This strategy allowed the model to remain in the lineup until 1983, when it was finally replaced by the Fiat Ducato, developed as part of a new generation of European commercial vehicles.

The 1979 Fiat 238 E Panorama may not possess the prestige of a 130 Coupé, a Dino, or a 131 Abarth, but it represents an equally important facet of the Italian industry: the ability to turn simple technical solutions into highly functional products. With its boxy shape, vast glass area, transverse front-mounted engine, front-wheel drive, and enough space to carry practically an entire small family, the Panorama anticipated—in many respects—the philosophy behind future European family vans. It was, in essence, a work vehicle that discovered a second calling: transporting people, not just cargo, with the practicality and mechanical ingenuity that characterized Fiat during that era.

Autonews

AUTONEWS

What is more important in used cars - mileage or age?

One used car is six years old and has covered 150,000 kilometers. The other has only 90,000 kilometers, but is 12 years old. Which is a safer purchase?

The answer is not as simple as is often thought. Data from the Croatian Vehicle Center shows that both age and mileage have a very strong influence on the occurrence of malfunctions, but in different ways, writes Tportal.hr.

For cars under five years old, the malfunction rate for the best brands is only around one to three percent. For example, Volvo had 1.36 percent of defective vehicles in 2025, Mazda 1.38, Suzuki 1.92, Toyota 2.28, and BMW 2.44 percent.

When vehicles enter the age category between five and ten years, the numbers increase noticeably. Honda had 4.75 percent of defective units in that category, Volvo 5.04, Toyota 5.53, Mazda 5.67, while Volkswagen was at 6.59 percent.

After ten years, the difference becomes enormous...For vehicles older than ten years, the picture is completely different. Even the brands with the best results have a double-digit percentage of defective vehicles. Mercedes-Benz was at 14.35 percent, BMW at 17.41, Volvo and Audi at around 18.3, Toyota at 19.01, while for some brands, defects exceeded a quarter of the inspected units.

Mileage also increases the risk, but there is a catch. A car that covers 150,000 kilometers in six years has often spent a large part of its life on the highway, where the engine, transmission, clutch and brakes are exposed to a different operating mode than in a vehicle that covers short city distances every day.

On the other hand, a low number of kilometers is no guarantee of good condition. Time equally affects rubber seals, hoses, corrosion, fluids, battery, brakes and numerous other parts that age even when the car is driven little.

So, if you are choosing between a younger car with 150,000 kilometers and a much older one with lower mileage, a well-maintained younger car can often be a safer purchase. This is not a universal rule, but a conclusion that stems from the fact that CVH data very clearly shows a strong increase in malfunctions with the age of the vehicle, writes Autonews.

The most important thing is therefore not to buy mileage or year, but a specific car. Service documentation, chassis inspection, cold start, engine and transmission condition, as well as a history check, can be more valuable than five digits on the kilometer-hour.

Car miles – all you need to know...When people choose to buy a used vehicle, they often go with the idea that the lower the mileage the better. But what is ‘good’ mileage for a used car? Answering this question is a little trickier than you might think.

Generally speaking, the more miles a car has driven, the more likely its moving parts are worn. However, mileage is not necessarily an indicator of quality, nor of the car’s actual state. Let’s see why.

Assume we’re looking at two used cars of the same age, but one has a much higher mileage. The car with the higher mileage definitely requires serious consideration, and the one with lower mileage would often be preferable. However, there are several complicating factors:

Cars are meant to be driven. Many parts in a car self-lubricate while the vehicle is running. This means that a car which is being regularly taken out on the road will likely be in a better condition than one kept stationary for months on end on a driveway. A car sitting and doing nothing over long periods of time will deteriorate faster, with parts like the engine clogging up.

The kind of miles. Certain kinds of driving can affect cars in different ways. It all depends on the road surface, the driving conditions, and the type of driving – a car can rack up what is known as ‘good’ and ‘bad’ mileage. Those driven mainly on nice smooth motorways will usually be ‘healthier’ than those bumping over urban potholes and endless sharp turns.

So, does mileage matter? Yes…and no! You’ll need to find out a bit more about the car and how it’s been used, to decide on the state of the vehicle.

What’s good mileage for a used car? Is there really such a thing as good and bad mileage on a car? Absolutely! It might seem strange at first, but once you break it down it makes total sense.

Basically, motorway miles are better for a car than miles gained from city driving. That’s because motorway driving is easier on the vehicle, which can operate at optimum performance, with less stress on the brakes and clutch, and greater fuel efficiency. City driving is the opposite, wearing the car down more with frequent braking and gear changes.

Motorway-driven cars will likely have more miles on the clock, whereas city-driven cars will probably have fewer miles due to shorter commutes. However, the motorway mileage will be better for the car comparatively. As a result, the number of miles on an odometer is not always an indicator of a car’s ‘health’.

What’s good mileage for a used car?...Is there really such a thing as good and bad mileage on a car? Absolutely! It might seem strange at first, but once you break it down it makes total sense.

Basically, motorway miles are better for a car than miles gained from city driving. That’s because motorway driving is easier on the vehicle, which can operate at optimum performance, with less stress on the brakes and clutch, and greater fuel efficiency. City driving is the opposite, wearing the car down more with frequent braking and gear changes.

Motorway-driven cars will likely have more miles on the clock, whereas city-driven cars will probably have fewer miles due to shorter commutes. However, the motorway mileage will be better for the car comparatively. As a result, the number of miles on an odometer is not always an indicator of a car’s ‘health’.

Car depreciation – mileage vs age...‘Depreciation’ refers to the way cars lose value over time – and this process starts the moment a new car is driven off the forecourt. So does mileage matter more for depreciation, or is the passing of time the biggest factor?

Broadly speaking, age is considered the main influence in depreciation, but that’s partly because it’s assumed that the older a vehicle is, the more miles it will have driven. Typically, the average car will stop depreciating after 8-10 years.

So why is this important in the car mileage vs age debate? Basically, it can help you decide whether a car with high mileage or an old age is well-priced and a deal worth going for.

Example: Emma is a student and wants to buy a car while she’s studying. As a student, she’s not that well-off, so doesn’t want to lose money to depreciation when she comes to sell the vehicle. She finds an eight-year-old car with relatively low mileage. This is smart, because depreciation more or less stops after eight years anyway, so she might be able to sell it again for a similar price in a couple of years’ time without losing much money.

Example: Hamza sees a car he really likes. It’s only two years old so it hasn’t depreciated much. But it does already have 60,000 miles on the clock. He decides to pass on the car – it could end up being a nightmare to sell on due to that high mileage, and will have depreciated even further.

AUTONEWS

Jet engines can’t tell coconut-blend fuel from jet fuel—but the environment can

Air travel’s climate footprint has made sustainable aviation fuel one of the most urgent engineering challenges in modern transportation. Researchers at Osaka Metropolitan University have now reported a coconut oil-derived fuel that can be blended with conventional Jet A-1 without causing a major loss of engine performance. In experiments with a small turbojet engine, the new fuel maintained thermal efficiency comparable to that of standard aviation fuel, while reducing hydrocarbon emissions. The results suggest that discarded or substandard coconuts could become a locally available feedstock for aviation biofuel, particularly in Southeast Asia, where large quantities of coconuts are rejected each year for failing to meet commercial appearance or quality standards.

The fuel was produced using a co-solvent method that combines extracts from coconut oil with acetone and an alcohol. Unlike many biofuel production routes that require substantial heating, pressurization, or multiple purification stages, the Osaka Metropolitan University process operates at ambient temperature and pressure. This can reduce energy consumption during manufacturing and may also help preserve the chemical purity of the resulting fuel. The researchers prepared two types of coconut-derived aviation biofuel: fatty acid methyl ester, or FAME, made using methanol, and fatty acid ethyl ester, or FAEE, made using ethanol. Both belong to the broader family of fatty acid esters commonly associated with biodiesel, but their properties can be adjusted for use in aviation fuel blends.

Coconut oil is considered an attractive source for this purpose because its fatty acids contain relatively short carbon chains compared with many other vegetable oils. Jet fuel, including Jet A-1, consists primarily of hydrocarbons within a particular range of molecular sizes, and the chain lengths found in coconut-derived compounds are closer to this range than those in oils dominated by longer fatty acids. That chemical similarity does not automatically make untreated coconut oil suitable for a turbine engine. Raw vegetable oils are too viscous, thermally unstable, and chemically different from aviation kerosene to be used directly in most aircraft engines. Converting the oil into FAME or FAEE changes its physical and combustion properties, producing a fuel that can be mixed with conventional jet fuel and evaluated under controlled engine conditions.

To determine how the coconut-based fuels behaved, the research team created blends containing different proportions of FAME or FAEE and Jet A-1. They then tested the mixtures in a small turbojet engine, examining fuel consumption, thermal efficiency, and emissions. Thermal efficiency describes how effectively the engine converts the chemical energy in fuel into useful mechanical or propulsive output. Fuel consumption, meanwhile, depends not only on how efficiently the engine operates but also on the energy content of the fuel itself. The researchers expected the coconut-derived blends to consume more fuel because their heating values—the amount of energy released during combustion—differ from those of conventional Jet A-1.

The experiments confirmed that fuel consumption generally increased as the proportion of biofuel rose. This result was attributed primarily to differences in heating value rather than to a dramatic deterioration in engine operation. Even though the engine needed more of the blend to produce a comparable amount of energy, its thermal efficiency remained broadly similar to that observed with Jet A-1. In practical terms, the findings indicate that the engine was still converting the available fuel energy effectively. The result is important because a sustainable aviation fuel must do more than burn: it must deliver reliable energy without causing unacceptable changes in engine behavior, operating stability, or performance.

Researchers at Osaka Metropolitan University have recently demonstrated that a biofuel derived from coconut oil can be blended with standard Jet A-1 fuel without compromising engine performance. In controlled tests using a small turbojet engine, the coconut-based fuel exhibited thermal efficiency on par with traditional aviation fuel while achieving a notable reduction in hydrocarbon emissions(Osaka Metropolitan University)

The emissions results were particularly significant. As the proportion of coconut-derived fuel increased, hydrocarbon emissions declined. Unburned hydrocarbons are released when fuel does not combust completely, and lowering them can indicate more complete combustion under the tested conditions. The researchers observed no significant changes in carbon dioxide or nitrogen oxide emissions compared with conventional Jet A-1. Carbon dioxide is the principal greenhouse gas associated with the combustion of aviation fuel, while nitrogen oxides contribute to air pollution and can affect atmospheric chemistry at cruising altitude. The absence of a significant increase in these pollutants suggests that the coconut-based blends did not create a new emissions penalty in the tested microturbine system.

“Our experiments showed that our fuel blend can operate in existing gas turbine engines without major loss of efficiency or engine performance, and without increasing emissions,” said Dr. Huynh Phuong Uyen Nguyen of Osaka Metropolitan University’s Graduate School of Sustainable System Sciences. The statement reflects the central appeal of drop-in or near-drop-in sustainable aviation fuels: they can potentially be introduced into existing engines and fuel infrastructure without requiring an entirely new generation of aircraft. However, the experiments were conducted in a small turbojet engine, not in a commercial airliner, and the findings should therefore be viewed as an early technical demonstration rather than proof of immediate large-scale aviation readiness.

The researchers also emphasize that combustion performance is only one part of the qualification process. Before a coconut-based fuel could be used widely in aviation, it would need to meet demanding requirements for long-term storage stability, cold-weather behavior, energy density, material compatibility, and safety. Jet fuel must remain stable during storage and transport, resist unwanted chemical reactions, and perform reliably across the extreme temperature range encountered in aviation. The compatibility of FAME and FAEE with seals, pumps, tanks, and fuel-control systems would also require extensive testing. In addition, a full life-cycle assessment would be necessary to determine whether the environmental benefits remain substantial after accounting for cultivation, harvesting, processing, transport, land use, and possible competition with food production.

The opportunity may be especially relevant in Southeast Asia, where approximately 30 percent of harvested coconuts are reportedly discarded because they do not satisfy commercial standards. These coconuts may not be suitable for conventional retail markets, yet they still contain oil that could serve as a chemical feedstock. Converting agricultural waste or rejected crops into fuel could provide an additional revenue stream for producers while reducing dependence on imported petroleum. The region’s vulnerability to fuel-price shocks further strengthens the appeal of locally sourced alternatives. At the same time, using waste coconuts rather than expanding plantations would be essential if the fuel is to avoid creating new environmental pressures through deforestation, excessive water use, or competition with food supplies.

The Osaka Metropolitan University team now plans to improve fuel-consumption performance and investigate technologies capable of operating engines on 100 percent coconut-derived biofuel. The researchers also intend to examine storage stability, material compatibility, and broader environmental impacts before pursuing practical deployment. Their study, published in the journal Fuel, provides evidence that coconut oil converted through a co-solvent process can function as a promising component of aviation fuel blends. It does not yet solve aviation’s emissions problem, but it points toward a potentially scalable pathway in which agricultural by-products become cleaner-burning energy sources for turbine engines. As airlines search for alternatives that can work with existing propulsion technology, an ingredient as familiar as coconut oil may be entering the conversation in a surprisingly technical new form.

Osaka Metropolitan University