AUTONEWS

Winter could cut electric air taxi range by up to 22%, simulations suggest

Freezing temperatures can steal a surprising chunk of an EV's range. Here's what's really happening when the mercury drops.

Lithium-ion batteries work through chemical reactions that slow as temperatures fall. Cold conditions increase resistance inside the battery and can temporarily reduce how efficiently it delivers power. Once the pack warms, much of that lost performance returns. This is different from permanent battery degradation, which develops over time and depends on factors such as age, use and heat exposure.

In a petrol car, waste heat from the engine can warm the passenger cabin. Electric vehicles produce far less waste heat, so they must use electricity for cabin comfort. Some rely on resistance heaters, while others use heat pumps that can provide warmth more efficiently in many conditions. Defrosting windows, heating the battery and keeping passengers comfortable all add to winter energy demand.

The US Department of Energy has explained that low temperatures affect both battery performance and the energy required to heat the cabin. The exact impact varies widely with vehicle design, driving speed, trip length, weather and heating settings. A single percentage quoted online should not be treated as a reliable prediction for every model.

Short journeys can be particularly inefficient...A driver making several five-minute trips may see a bigger winter penalty than someone travelling steadily for an hour. Each departure can require another burst of energy to warm the cabin and battery. On a longer drive, those initial heating costs are spread over more distance. Highway speed, strong headwinds and wet or snowy roads can further increase consumption, regardless of whether a car is electric or petrol-powered.

Preconditioning makes a practical difference...One of the simplest ways to improve winter comfort is to warm the vehicle while it is still plugged in, if the model supports that function. Scheduled departure settings can prepare the cabin and, on some vehicles, the battery before the journey begins. Using electricity from the charger rather than the battery for part of this work may leave more stored energy available for driving.

Drivers should consult their owner’s manual because battery...preconditioning, charging limits and departure scheduling work differently across manufacturers. Some cars automatically prepare the battery when a fast charger is selected in navigation. Others require specific settings or do not offer the feature.

Small changes can protect useful range...Heated seats and steering wheels can sometimes keep occupants comfortable while allowing a lower cabin temperature, although clear windows and safe visibility must come first. Maintaining manufacturer-recommended tyre pressures also matters: pressure typically falls as ambient temperatures drop, and underinflated tyres increase rolling resistance. Smooth acceleration and moderate speed can reduce consumption on cold roads.

It is also wise to plan charging stops with a buffer rather than relying on the dashboard’s range estimate as a guarantee. That figure responds to recent driving patterns and can change quickly after a motorway stretch or a shift in weather. Public fast charging may initially be slower when the battery is very cold, especially if the vehicle has not preconditioned its pack.

What buyers should compare before choosing an EV...Official range ratings are useful for comparing vehicles under standardised test conditions, but they are not promises of real-world winter performance. Shoppers in colder climates should look beyond the headline figure and consider whether the car includes a heat pump, battery thermal management, departure scheduling and dependable charging-route planning. Independent cold-weather tests can add context, provided the conditions and test methods are clear.

The important distinction is between temporary seasonal range loss and long-term battery health. Winter usually changes how much energy the car can use efficiently on a particular trip; it does not automatically mean the battery has worn out. With realistic expectations, a charging buffer and a few adjustments to daily routines, most drivers can manage the colder months without treating every falling range estimate as a warning sign.

If you've ever started an EV on a freezing morning and wondered where all those missing miles went, you're not imagining it. Electric vehicles can lose a substantial amount of driving range in cold weather, sometimes enough to make a familiar trip suddenly require a charging stop.

The battery is part of the reason, but it is not the whole story. Cold temperatures affect the battery's chemistry, while heating the cabin and bringing the battery up to its preferred operating temperature also consume electricity. Put all of that together, and winter can be a serious hit to an EV's efficiency. So why does cold weather have such an outsized effect on an electric car?

Cold temperatures make the battery less efficient...An EV's battery doesn't stop working when temperatures drop. Instead, the chemical reactions that allow it to store and release energy become less efficient.

Lithium-ion batteries rely on the movement of ions through an electrolyte. When the battery gets cold, that process becomes more difficult, limiting how quickly and efficiently the battery can deliver energy.

The U.S. Department of Energy's research found that battery chemistry is one of the factors behind reduced EV range in cold conditions. Its analysis found that battery-electric vehicles could see range reductions of around 41 percent at 20°F under the tested conditions.

That's also why an EV may behave differently immediately after being parked outside overnight than it does after you've been driving for a while. As the battery warms up, some of that performance penalty can diminish. Importantly, this doesn't mean the battery has suddenly lost 40 percent of its permanent capacity. Much of the winter range reduction is temporary.

Heating the cabin takes energy from the battery...Here's the part that can surprise people. A gasoline engine produces plenty of waste heat while it's running. A conventional car can use some of that heat to warm the passenger compartment.

An EV doesn't have a hot internal-combustion engine producing the same readily available supply of waste heat. Instead, it has to use electrical energy to heat the cabin. And when it's really cold outside, that heater can run for a significant portion of the trip.

AAA's 2019 testing found that operating an EV's HVAC system at 20°F reduced average driving range by 41 percent compared with its 75°F baseline.

The Department of Energy similarly identifies HVAC energy use as a primary reason cold weather affects EV range. Its analysis says the power required for heating rises as outside temperatures move farther from a comfortable cabin temperature. That's why an EV can use considerably more energy simply keeping its occupants warm than it would on a mild day.

It would be easy to assume that turning off the climate control would solve the problem. It wouldn't. Cold weather affects several parts of the vehicle at the same time.

-Battery chemistry: A cold battery is less efficient at delivering usable energy

-Cabin heating: Electricity is required to keep passengers warm

-Battery conditioning: The vehicle may consume energy warming the battery to an appropriate operating temperature

-Regenerative braking: Some EVs reduce regenerative braking when the battery is too cold

-Tires and roads: Cold temperatures, snow and slush can increase rolling resistance

-Driving conditions: Winter winds, precipitation and slower traffic can further increase energy consumption

AAA's latest testing specifically found that battery conditioning and cabin heating represented a dominant share of energy consumption during cold operation, particularly in urban driving. That combination explains why winter range loss can be so noticeable even when the battery itself hasn't suffered any permanent damage.

Heat pumps can make a big difference...Not every EV handles winter temperatures exactly the same way. One of the technologies that can help is a heat pump. Rather than relying entirely on electrical resistance to create heat, a heat pump transfers available thermal energy, allowing the vehicle to heat the cabin more efficiently under appropriate conditions.

That's one reason newer EVs can perform differently from older models in cold weather. There are still limits, though. A heat pump can't completely eliminate the effects of cold battery chemistry, and extremely low temperatures can make thermal management more demanding.

Drivers can also reduce some of the penalty by preconditioning the vehicle while it's plugged in. Instead of using battery energy to warm the cabin and potentially the battery after leaving home, the vehicle can draw that energy from the electrical grid before the trip begins.

Winter range loss doesn't mean your battery is dying...Perhaps the most important thing for EV owners to understand is that a dramatic winter range reduction is not necessarily a sign of battery degradation.

Cold weather can temporarily reduce how much energy the battery can use efficiently, while heating the cabin and conditioning the battery consumes additional electricity. Once temperatures return to more moderate levels, much of that lost range returns.

The numbers can be significant. In AAA's 2026 testing, three EVs experienced range reductions of 25.3, 44.8 and 47.0 percent, respectively, when tested at 20°F versus 75°F. The overall average reduction across the EVs tested was 39 percent.

That's a wide spread, and it illustrates an important point: there is no universal winter range penalty for every EV. Battery size, thermal-management system, heat-pump configuration, vehicle efficiency, speed and climate-control settings can all change the result.

So if your EV normally shows 300 miles of range and winter turns that number into something much lower, don't immediately assume something is wrong with the battery. Cold weather is essentially making the car spend more of its stored electricity just to operate normally.

Simulations indicate that winter conditions could reduce the range of electric air taxis (eVTOLs) by up to 22%, due to the impact of low temperatures on the aircraft's total energy consumption.

Why does cold weather reduce the range of eVTOLs?

• Interconnected thermal management: In electric vertical take-off and landing (eVTOL) aircraft, the propulsion system, batteries, and cabin subsystems all draw from the same limited energy source.

• Heating demand: Low temperatures require additional energy to heat the battery—maintaining its efficiency and performance—and to regulate the temperature in the passenger cabin, thereby reducing the energy available for flight.

• The need for planning: The study suggests that future urban air mobility operations will require temperature-sensitive flight planning, incorporating heating and cooling requirements into the scheduling of routes and flight distances.

Cold weather reduces the effective flight range of electric air taxis (eVTOLs) by up to 22% because the aircraft must balance a limited energy supply across interlinked propulsion, battery, and cabin heating systems.

Why cold weather reduces range:

• Sluggish Battery Chemistry: Lithium-ion batteries rely on chemical reactions to generate electricity. Lower temperatures increase internal resistance and slow down ion movement through the electrolyte, meaning the battery delivers less usable energy.

• Competing Thermal Demands: Unlike gas-powered aircraft or cars that produce abundant waste heat, electric aircraft must use stored battery power to heat the passenger cabin and manage component temperatures.

• Interlinked Subsystems: In an electric vertical takeoff and landing (eVTOL) aircraft, the propulsion, battery, and cabin subsystems share the same restricted energy pool. Diverting energy to thermal management directly shortens the distance the aircraft can fly.

• Thermal-Aware Planning: According to research published on U.S. Department of Energy, modeling thermal-management architecture is critical, and future operations will require "thermal-aware flight planning" rather than calculating range strictly by distance.

 

AUTONEWS

Volkswagen ID.Polo vs Cupra Raval

The electric B-segment is about to witness one of its most interesting showdowns within the Volkswagen Group itself. The Volkswagen ID. Polo and the CUPRA Raval share the MEB+ platform, a 211 hp engine, and very similar battery capacity, but each plays its own game: one prioritizes practicality and affordability; the other, the emotional and sporty component. If you're looking for an urban electric vehicle from the German group, this duel is for you.

Wolfsburg and Martorell have made a smart move: leveraging the new MEB+ platform to launch two electric city cars that share a basic structure but offer different experiences. The ID. Polo replaces the e-up! and democratizes the urban electric car within the Volkswagen range. The CUPRA Raval , meanwhile, is the group's sporty and youthful offering, with a sharper design and a more premium feel.

Both are designed for the city and everyday use, with compact dimensions (around 4,05 meters) and seating for five. 

The MEB+ platform is the evolution of VW's modular electric architecture, optimized for smaller, more affordable cars. This translates to:

-RWD in both models.

-Underfloor battery, which improves the center of gravity.

-Common Mechanics of about 160 kW (211 hp).

-Fast DC charging prepared for short sessions.

On this common base, each brand applies its own filter: the ID. Polo seeks comfort and efficiency; the Raval, a more lively response and a slightly firmer suspension setup.

With 52 kWh batteries (ID. Polo) and 51,5 kWh batteries (Raval), the range figures are virtually identical, around 420-450 km WLTP. In real-world urban driving, both should easily exceed 300 km, making them perfect companions for those who charge at home and only need a car for everyday use.Compare EV Models

In DC fast charging, both accept enough power to make a coffee break (10-80%) in about half an hour.

The CUPRA Raval and VW ID.Polo take two very different routes to the same goal: an urban-friendly, long-legged small EV. In this CUPRA Raval VS VW ID.Polo matchup, the CUPRA leans into hot‑hatch attitude while the VW majors on calm, clarity and everyday ease. Both pack unusually big boots and five-door practicality, but they serve up very different flavors from the driver’s seat. Think of the Raval as the extrovert with substance, and the ID.Polo as the quietly confident type that makes your routine feel effortless. Your preference will likely hinge on whether you want your commute to feel energetic or soothing.

The CUPRA Raval feels keener and more playful, with punchy responses and front-end traction that lets you lean on it out of tight city corners. In sportier trims its adaptive chassis widens the gap: taut when you want it, relaxed when you don’t. The VW ID.Polo counters with a more measured demeanor, prioritizing smooth inputs and tidy body control over theatrics. It’s instantly easy to drive well, with an intuitive, unflustered flow that suits dense traffic and longer slogs alike. If you value a little sparkle every time you dip into the throttle, the Raval delivers; if you’d rather arrive calm, the ID.Polo has your back.

The VW ID.Polo rides with an adult calm that stands out in this class, remaining hushed and composed even on larger wheels. The CUPRA Raval is firmer by character, yet its softer modes take the edge off sharp bumps and keep motorway travel settled. For overtakes at speed the Raval feels a touch more alert, while the ID.Polo prefers a steady, unruffled cruise and even reins in top-end pace to underline that mindset. Efficiency tends to favor the VW, stretching each charge a bit further in mixed use. Neither is a charging champion, but both plan a road trip sensibly if you accept a brief mid-journey stop.

Inside, the VW ID.Polo is all about clarity: real climate buttons, proper window switches and a cleaner interface reduce faff on the move. The CUPRA Raval looks and feels sportier, with bolder lighting and materials and a modern, app‑rich infotainment platform, but its touch sliders demand more attention. Seat comfort also splits the pair: the VW goes broader and plusher, while the CUPRA’s sport seats offer firmer bolstering—and optional buckets can feel snug for wider frames. Perceived quality is strong in both, with the VW aiming for quiet solidity and the CUPRA for a more design-led vibe. If you crave tech-forward customization, the Raval appeals; if you want controls you can operate by instinct, the ID.Polo wins the day.

Both cars punch above their size for practicality, with genuinely generous boots and useful double-floor solutions that swallow strollers, weekly shops or weekend gear with ease. The VW ID.Polo adds thoughtful touches like a big underfloor compartment and the option to power accessories or tow light loads, broadening its use case. The CUPRA Raval answers with smart details, plenty of cabin cubbies and strong parking aids, including surround cameras that take the stress out of tight streets. Rear seating is adult-friendly for short trips in each, with the Cupra’s flat floor helping foot space and the VW feeling a touch airier to see out of. In town, the VW’s visibility and gentle responses are soothing, while the CUPRA’s one‑pedal feel and strong traction make darting through gaps feel natural.

If you’re watching the bottom line, the VW ID.Polo typically undercuts the CUPRA Raval at like-for-like spec and tends to sip a little less energy day to day. The Raval pushes back with stronger performance and a sportier spec sheet that feels more special on a Sunday morning. For commuters and young families who prize comfort, clear controls and low running effort, the ID.Polo is the pragmatic pick. For design‑savvy drivers who want a small EV with hot‑hatch attitude and modern software depth, the Raval feels worth the stretch. With those priorities in mind, the detailed comparison that follows will make your choice even clearer.

The CUPRA Raval vs. VW ID. Polo comparison on EV Guide explains that the Volkswagen ID. Polo and the CUPRA Raval are platform siblings (based on the MEB+ architecture) and share the same assembly line in Spain; however, they offer distinct approaches—one prioritizing rationality, the other sportiness.

Key Differences and Specifications:

• Platform and Foundation: Both are built on the Volkswagen Group’s MEB+ architecture and manufactured at the same industrial facility in Martorell, Spain.

• Batteries and Range:

• They offer battery options of 37 kWh (LFP) for entry-level versions and 52 kWh (NMC) for higher-capacity versions. 

• The VW ID. Polo Life, equipped with the larger battery, achieves a range of up to 454 km (WLTP cycle), while the CUPRA Raval Endurance reaches 445 km.

• Performance and Powertrain:

• The top-tier versions of both models deliver 226 hp (166 kW) of power and 290 Nm of torque. 

• Acceleration from 0 to 100 km/h takes approximately 6.8 to 6.9 seconds. 

• Top speed: The VW ID. Polo reaches up to 190 km/h, whereas the CUPRA Raval is limited to 175 km/h.

• Driving Dynamics:

• The CUPRA Raval features a more aggressive setup, with a suspension lowered by 15 mm compared to the Polo, a 10 mm wider track, and a more direct, spirited steering feel. 

• The VW ID. Polo focuses more on daily comfort, highway efficiency, and greater family-oriented practicality.

• Design and Interior:

• The CUPRA Raval adopts a rebellious urban aesthetic, featuring copper accents, sports seats, and striking lighting elements. 

• The VW ID. The Polo maintains a more sober, traditional identity, staying closer to the heritage of the brand’s compact models.

• Pricing and Positioning:

• The CUPRA Raval is positioned as a more aspirational, urban "hot hatch" option, with launch prices ranging from approximately €25,950 to €33,300. 

• The VW ID. Polo is designed to be more accessible in its entry-level versions (with initial estimates starting at around €20,000 to €21,000, or an approximate equivalent for the global market).

 

MOTO GP

Bezzecchi redeems himself with a win; Marc Márquez could clinch his tenth title as early as the Portimão sprint

Italian rider Marco Bezzecchi redeemed himself following a defeat in the previous final sprint by securing his sixth victory of the season at the Qatar Grand Prix. He dominated the race from start to finish at the Lusail International Circuit, where Spaniard Marc Márquez snatched second place from his compatriot Raúl Fernández, moving one step closer to his tenth world title.

The Catalan rider will head to Portimão with a 60-point lead over Jorge Martín—who finished seventh today—and a 74-point advantage over Marco Bezzecchi. With 74 points still up for grabs, Márquez holds his fate in his own hands; he could be crowned champion as early as the sprint race at the upcoming Portuguese Grand Prix.

Marco Bezzecchi successfully defended his pole position against Marc Márquez, who braked slightly to avoid contact with the Italian. Raúl Fernández took advantage of the situation to overtake Márquez—a move that nearly resulted in a collision with Ai Ogura and forced Fabio Di Giannantonio off the track, dropping him to ninth (though he later regained a spot by passing Jorge Martín).

Bezzecchi and Fernández began to pull away from Márquez. Behind them, Johann Zarco overtook Ai Ogura, while Pedro Acosta seized the opportunity to pass both of them and move into fourth place. Ogura fought back but ran off-track, allowing Enea Bastianini to capitalize and overtake both riders.

Acosta caught up to Márquez and pushed him off the podium on the third lap, but by then, the leading duo had already built a gap of more than two seconds. The race settled into a rhythm until, three laps later, Acosta allowed Márquez to pass him—likely due to issues with tire pressure. Bezzecchi managed to open up a one-second lead over Fernández, while Márquez and Acosta—running wheel-to-wheel—pulled away from a pack that included Bastianini, Ogura, Di Giannantonio, Martín, and Zarco. Within that group, Ogura made an unsuccessful attempt to overtake Bastianini.

Martín eventually managed to get past—moving ahead of 'Diggia'—but only because the Italian had lost significant pace, falling well behind Bastianini and Ogura, who were themselves a second adrift of the battle for the podium between Márquez and Acosta.

As Marc Márquez began to feel more comfortable, he clocked the fastest lap with nine laps to go, pulling away from Acosta and overtaking Fernández. Two laps later, Ogura finally succeeded in passing Bastianini and set his sights on Acosta; with five laps remaining, Acosta allowed the Japanese rider to go by. Further back, Diogo Moreira and Brad Binder were the first to retire from the race.

Márquez caught up to Fernández and overtook him at the start of the penultimate lap, while Acosta also had to let Bastianini through, dropping to sixth place. Fortunately, Martín was already well behind, having lost touch with the lead group.

Marco Bezzecchi kept everything under control to secure his sixth victory of the season, while Marc Márquez managed to hold off Raúl Fernández to claim 20 points. This puts him in a position where, heading to Portugal, his championship fate rests entirely in his own hands—with the title potentially within reach as early as Saturday’s sprint race.

Ai Ogura fought for fourth place, and Enea Bastianini successfully defended his spot in the top five against Pedro Acosta, with Jorge Martín finishing seventh at the end of a memorable weekend. The top 10 was rounded out by Fabio Di Giannantonio, Johann Zarco, and Iker Lecuona, while Fermín Aldeguer finished twelfth and Maverick Viñales thirteenth.

Márquez recovers positions to finish second...Marc Márquez faced a tougher battle to reach the podium.

In the very first corners, Raúl Fernández overtook the Ducati rider, putting an Aprilia in the top two.

Shortly after, Márquez also lost third place to KTM’s Pedro Acosta.

However, the Spaniard managed to reclaim the position a few laps later when Acosta’s pace dropped.

The situation was similar to what had been seen previously in Mandalika, raising the possibility that the KTM rider was managing his tire pressure.

After getting past Acosta, Márquez picked up his pace and began closing the gap to Fernández.

In the final laps, the championship leader managed to complete an overtake and secure second place.

Despite this recovery, the result was not enough to clinch the world title.

Martín finishes seventh and loses ground...Jorge Martín also faced a difficult race in Lusail.

The Spaniard—who is still recovering from an injury—was unable to replicate his performance from the Sprint, where he had surged through the field to contend for the top spots.

In the main race, Martín lost ground during the opening laps and had to work his way back up.

He ultimately crossed the finish line in seventh place.

Although he didn't achieve the desired result, the Spaniard was applauded by the Aprilia team for his efforts throughout the weekend.

Nevertheless, the outcome increased his deficit to Márquez in the championship standings.

Márquez will have another chance to claim the title...Heading into the race, Márquez needed to win—and hope that Martín would score no points—to mathematically secure the championship in Qatar.

As it turned out, Bezzecchi prevented the Spaniard from taking the win, while Martín managed to finish inside the top ten.

Consequently, the battle for the title will now be decided in the final races of the season. Furthermore, Bezzecchi’s victory keeps the Italian mathematically in the hunt, though Márquez remains in a favorable position.

The race also saw some significant retirements. Diogo Moreira and Brad Binder were unable to complete the event, opening the door for Jake Dixon to secure his first-ever MotoGP points.

The British rider, who is standing in for a Honda HRC rider, finished in 14th place.

The grid was already thinned out before the start. Yamaha did not participate in the GP, while Francesco Bagnaia was sidelined following a crash in the Sprint.

Additionally, Luca Marini withdrew from the race after the warm-up session due to persistent fatigue.

As a result, only 16 riders took the start in Lusail.

MotoGP heads into a break before the final races... Unlike the Sprint—where some riders opted for the soft rear tire compound—every participant used medium-compound tires on both the front and rear wheels for the main race.

This choice provided greater consistency over the 22 laps and played to the pace shown by Bezzecchi.

MotoGP will now take a weekend off before the final two races of 2026, held in Portugal and Valencia.

These races will also mark the end of the 1000cc engine era and the use of Michelin tires in the category.

With this, Márquez will have further opportunities to clinch the world title, while Bezzecchi and Martín will look to keep their own title hopes alive until the very end of the season.

by Autonews

 

AUTONEWS

Electric auto rickshaws reshape India’s roads

Every 90 seconds, an electric three-wheeler rolls off the production line at an Indian factory, a sign of the shift that has made India the world’s largest market for battery-powered auto rickshaws. At the plant run by Mahindra Last Mile Mobility, workers and robots fit cells into battery packs, attach body panels to frames and fix wheels in place to meet demand.

The e-rickshaw revolution in India refers to the rapid growth of electric rickshaws (e-rickshaws) in urban and rural areas, which has been a cultural phenomenon in recent years. A country known for its busy roads and honking cars, India is home to some of the world’s most congested cities and some of the highest levels of air pollution worldwide. The crisis does not affect all social groups equally.

Those who spend more time outdoors, including children, people without homes, street vendors and manual laborers, are more exposed to air pollution. These groups, therefore, are more likely to suffer its harmful effects. In addition, economically vulnerable groups are often less physically healthy and less able to withstand the harmful effects of air pollution.

For instance, outdoor manual workers are often not employed on formal contracts. They are less likely to take sick leave due to the risk of reduced wages, which often results in poor or compromised health. With the rise in popularity of “greener” modes of transport, the e-rickshaw has particularly proved life-changing for many across India, including those at risk of poverty.

In September, more than half of all new three-wheelers sold in India were electric, compared with about 8.5 percent of cars and 11.6 percent of two-wheelers. “Our company has grown six times in its EV penetration in the last five years,” said Mahindra LMM chief executive Suman Mishra. She said government subsidies, better vehicles and lower running costs had sped up adoption over the past two years.

E-rickshaws first appeared in New Delhi more than a decade ago, often built in roadside workshops by fitting Chinese-made batteries to modified pedal tricycles. The sector has since taken market share from sturdier fossil-fuel models. Across northern India, e-rickshaws now queue outside railway stations and markets, replacing the thumping noise of traditional “tuk-tuks”. Mahindra is one of 15 finalists for the Earthshot Prize, which Prince William will award in Mumbai on Nov 17.

For many drivers, though, earnings matter more than the environment. “Money is coming straight into my pocket,” said Afroz Alam, 31, a driver in Hyderabad who switched from a gas-powered model this year. He said cheaper charging saves him several hundred rupees a day, which helps him repay the loan he took out for the more expensive electric vehicle (EV).

Analysts say economics is the main driver, as battery costs fall and fuel prices rise. Indian think tank CEEW estimated in 2025 that petrol three-wheelers cost more than twice as much per kilometer to run over their lifetime as EVs. The shift has also been welcomed by policymakers in India, which imports most of its oil and gas and has struggled to manage energy costs since conflict erupted in the Middle East in February.

Hurdles remain. E-rickshaws are common in cities such as Lucknow but rare in Mumbai, where parking and charging are limited. “In Mumbai, there is no parking at all,” Mishra said. China’s restrictions on exports of rare-earth magnets last year also forced several Indian automakers to cut or suspend production. New Delhi has responded by promoting domestic manufacturing, including battery cells, most of which are still imported from China and South Korea.

For drivers who have switched, the case is simple. “They keep saying the battery will fail,” said Mohammad Ali, 26, who bought an e-rickshaw this year. “Do a trial, take the vehicle and do it for a day. They don’t know yet how much money we are saving.” — AFP

Electric auto-rickshaws are reshaping India's roads by offering a low-cost, high-efficiency transport model that has made India the world's largest market for electric three-wheelers.

• Dramatic fuel savings: Running an electric three-wheeler costs roughly $0.01 per kilometer on the Indian grid compared to about $0.06 per kilometer for CNG vehicles, slashing daily fuel expenses by up to 80%.

• Faster loan repayments: Drivers keep more money in their pockets, allowing them to quickly offset the higher initial purchase price of an EV against monthly fuel savings.

• Massive scale: India has roughly 7.5 million auto-rickshaws carrying an estimated 40 million passenger trips every single day, meaning electrification at this level hits the core nervous system of urban daily transit.

Environmental and policy push:

• Lower emissions: Replacing noisy, fossil-fuel-fueled "tuk-tuks" directly targets urban air pollution, especially in heavily impacted cities like New Delhi where transport accounts for a massive share of winter smog.

• Government subsidies: National and local incentives—alongside mandates requiring new three-wheelers in key metro zones to be electric—have accelerated adoption from major players like Mahindra Last Mile Mobility, Bajaj, and Piaggio.

Infrastructure and urban reality:

• Simple charging: Unlike electric cars, e-rickshaws do not require heavy fast-charging networks immediately; many can be plugged into a standard 250-watt domestic socket overnight or charged near roadside chai stalls.

• Persistence of hurdles: Major challenges remain, including a lack of organized parking and charging infrastructure in dense cities like Mumbai, localized supply chain bottlenecks (such as past export restrictions on Chinese rare-earth magnets), and the need to scale up domestic battery cell manufacturing.

A mass transformation is silently rewriting the future of transportation in India from the bottom up: the rapid electrification of its iconic three-wheelers. Driven by massive fuel savings and favorable policies, more than one in two new three-wheelers sold in India is now electric.

The economic and social shifts reshaping India's urban landscape can be understood through the following key dimensions:

⚡ The economic explosion:

• Vertical Market Growth: India sold over 700,000 electric three-wheelers in 2023—surpassing the combined sales of all electric cars, buses, and trucks. In September 2026, electric vehicles captured a record 64.9% of the total three-wheeler retail market.

• Massive Fuel Savings: Traditional diesel and CNG (Compressed Natural Gas) drivers spend roughly 30% to 40% of their daily earnings on fuel. Running an electric rickshaw costs a mere $0.01 per kilometer on the Indian grid, compared to $0.06 for CNG.

• Immediate Income Boost: Drivers report that lower operating costs save them several hundred rupees daily, offsetting the higher upfront purchase loans and funneling profits directly back into their pockets.

🛠️ Industry leaders & infrastructure:

• Manufacturing Speed: At major plants like Mahindra Last Mile Mobility, an electric three-wheeler rolls off the production line every 90 seconds to keep pace with demand.

• The Major Players: Legacy automotive titans like Mahindra, Bajaj Auto, and TVS Motor have heavily scaled production. Concurrently, newer tech-backed startups like Euler Motors have emerged to dominate the last-mile urban logistics and cargo space.

• Organic Charging Infrastructure: Unlike electric cars, which demand expensive fast-charging networks, auto-rickshaws can fully charge overnight using standard 250-watt domestic sockets. Charging spots have built up organically around the social hubs of driver culture, popping up effortlessly at local tea stalls, chai shops, and roadside parking lots.

🛑 Roadblocks to tull adoption...Despite the momentum, the segment faces distinct structural hurdles:

• Geographic Disparities: While highly popular in sprawling cities like New Delhi or Lucknow, e-rickshaws remain rare in cities like Mumbai due to extreme parking limitations and a lack of roadside charging real estate.

• Supply Chain Vulnerabilities: India remains heavily reliant on imported battery cells from China and South Korea. Geopolitical hurdles—such as international restrictions on rare-earth magnets—have previously forced automakers to temporarily cut or suspend production.

🌿 Environmental mandates...The environmental stakes are pushing regional governments toward strict mandates. For instance, cities like New Delhi have implemented rules requiring all new three-wheelers to be electric to combat severe winter air pollution, given that the transport sector accounts for up to half of the city's toxic air.

 

JAGUAR

Jaguar S-Type 2.7 D Sport: British elegance with the power of a V6 turbodiesel

The 2006 Jaguar S-Type 2.7 D Sport represents an important phase in the evolution of British executive sedans—a time when the brand’s luxury tradition began to incorporate modern turbodiesel engines, blending vigorous performance and long-range capability with the refinement required for extended journeys. Featuring design cues inspired by classic Jaguars, yet built upon a structure and technology conceived for the 21st century, the S-Type offered a distinct alternative to German rivals such as the BMW 5 Series, Mercedes-Benz E-Class, and Audi A6. The Sport trim added a more dynamic character to the formula, all while preserving the comfort and sophistication that defined the model.

The S-Type’s design, originally unveiled in 1998, combined historical Jaguar references with contemporary proportions. Its rounded front end, oval headlights, upright grille, and long hood evoked the brand’s sports sedans of the 1960s, while a high waistline and short rear deck gave the car an elegant presence. A 2004 update modernized the bumpers, grille, and various body details, while maintaining the visual identity that set the model apart from its competitors. In the Sport configuration, alloy wheels, unique trim elements, and a suspension tuned for more dynamic handling reinforced its character without compromising the understated elegance typical of Jaguar.

The most significant innovation lay under the hood. The 2,720 cc AJD-V6 turbodiesel engine—developed through a collaboration between Ford and the PSA Peugeot-Citroën group—featured a compact compacted-graphite iron (CGI) engine block, aluminum cylinder heads, dual overhead camshafts per bank, and four valves per cylinder. Its common-rail direct injection system, utilizing piezoelectric injectors, worked in tandem with twin variable-geometry turbochargers, an intercooler, and an advanced electronic management system. The result was an output of approximately 207 hp at 4,000 rpm, accompanied by an impressive 435 Nm of torque at just 1,900 rpm. This abundant power at low engine speeds allowed for vigorous acceleration and safe overtaking, without requiring the engine to constantly operate at high revs.

The transmission varied depending on the market and the chosen configuration. The S-Type 2.7 D Sport could be equipped with either a 6-speed manual gearbox or a 6-speed automatic transmission, both delivering power to the rear wheels. The manual setup offered a more engaging driving experience, while the automatic prioritized smooth gear shifts and ease of use in traffic. With the automatic transmission, the sedan could accelerate from 0 to 100 km/h in approximately 8.6 seconds and reach a top speed of around 227 km/h—figures that demonstrated how an executive diesel car could combine fuel economy with respectable performance.

Dynamic handling was also a core part of the S-Type’s identity. Its four-wheel independent suspension combined a front MacPherson strut setup with a rear multi-link system—known as the "Z-axle"—engineered to balance stability, body control, and comfort. Rear-wheel drive contributed to an even distribution of loads between the axles, while disc brakes with ABS and various electronic assistance systems further enhanced safety. In the Sport trim, the suspension tuning favored more precise responses, though the vehicle remained designed primarily for swift, comfortable long-distance travel rather than aggressive track driving.

Inside, the sedan maintained the traditional Jaguar atmosphere, featuring spacious seats, high-quality materials, decorative trim, and a dashboard that blended analog instruments with more contemporary-style controls. Equipment levels varied by market but could include leather-upholstered seats with power adjustment, automatic climate control, an upgraded audio system, parking sensors, and Bluetooth connectivity. A wheelbase of 2,909 mm helped provide ample space for passengers, while carefully engineered sound insulation served to mask the diesel nature of the engine. In fact, the refinement of the twin-turbo V6 was one of the most praised aspects in contemporary reviews; its quiet operation—especially at cruising speeds—challenged many of the stereotypes associated with diesel engines of that era.

The S-Type remained in production until 2007, when it was replaced by the XF—a model that introduced a more contemporary design language for Jaguar. The 2.7 D Sport version occupies an interesting place in this transition, as it demonstrated that the efficiency of a diesel engine could coexist with the performance, comfort, and character of a British luxury sedan. More than just an economical option within the lineup, the S-Type 2.7 D Sport was a true executive tourer, capable of covering long distances with abundant power, elegance, and serenity.

 

MotorLand

 

MOTO GP

Marc Márquez wins in Lusail and could become champion tomorrow for the tenth time

Spaniard Marc Márquez won the Qatar Sprint Grand Prix following a collision that caused Italian rider Marco Bezzecchi to crash. His fellow countryman, Fabio Di Giannantonio, secured second place after a fierce battle with Spaniard Jorge Martín, who staged a heroic recovery. With this result, Márquez could clinch the championship tomorrow at the Lusail International Circuit—but only if he wins the race and Martín fails to score any points.

Marco Bezzecchi got off to a strong start, positioning himself well on the inside to defend against Marc Márquez. Márquez, meanwhile, had to fend off an attack from Pecco Bagnaia, who lost third place to Fabio Di Giannantonio midway through the lap. Further back, Raúl Fernández and Ai Ogura made contact, allowing Pedro Acosta, Fermín Aldeguer, and Johann Zarco to overtake Ogura.

Bezzecchi set a blistering pace from the outset, while Fernández overtook Bagnaia to join the lead trio. Before the first lap concluded, Aldeguer attempted to pass Acosta but entered the corner too fast, clipping Bagnaia—who was sent flying in a violent crash. Aldeguer was forced to take evasive action, dropping to the back of the field.

Ultimately, the incident proved moot as the red flag was deployed; Bagnaia was taken away on a stretcher, though he remained conscious. After a short delay, the 10-lap race was restarted, with Aldeguer handed a double long-lap penalty.

Márquez and Bezzecchi involved in a crash... The most controversial moment occurred on the fourth lap of the restarted race, when Márquez—who was leading—ran slightly wide at the first corner.

Bezzecchi seized the opportunity and dived to the inside, attempting to take the lead. However, the two riders collided as Márquez moved back toward the racing line.

The Spaniard managed to maintain control of his Ducati, while Bezzecchi crashed and was forced to retire from the race.

The stewards investigated the incident but decided against imposing any penalties.

This decision drew clear dissatisfaction from Massimo Rivola, CEO of Aprilia Racing, who witnessed his rider’s crash.

Martín stages an impressive recovery...Despite racing while injured, Jorge Martín delivered one of the standout performances of the Sprint.

Starting from tenth position following the restart, the Spaniard quickly carved his way through the field. He also benefited from Bezzecchi’s retirement, moving up into second place.

Shortly thereafter, Martín even challenged Márquez for the lead, ratcheting up the tension in the race.

At that point, a second-place finish for the Aprilia rider would have been enough to mathematically prevent Márquez from clinching the title this Sunday.

However, Fabio Di Giannantonio managed to overtake Martín on the final lap, finishing in second.

Consequently, the result favored Márquez in the championship battle, leaving the Ducati rider in a position to potentially secure the title as early as the Qatar GP.

Crash involving Bagnaia triggers a red flag...The initial start ended dramatically on the very first lap.

Francesco Bagnaia suffered a heavy crash after being struck by Fermín Aldeguer at the circuit’s final corner.

The Italian remained conscious but had to be carried off the track on a stretcher.

As a result, race control halted the event by deploying a red flag. The stewards held Aldeguer responsible for the incident and imposed a double long-lap penalty, to be served following the restart.

Prior to the stoppage, Bezzecchi held the lead, followed by Márquez.

Tire strategies also played a role in the Sprint...The choice of rear tires was another significant factor in the contest.

Most riders opted for the medium compound, mirroring the strategy used by the top nine finishers in the previous year’s Sprint.

However, Márquez and Di Giannantonio—who started on the front row—initially gambled on the soft tire.

Iker Lecuona, Diogo Moreira, and Jake Dixon (substituting for Honda HRC) also selected the softer compound.

Following the red flag, however, some teams adjusted their strategies.

Di Giannantonio abandoned the soft tire in favor of the medium. Martín took the opposite approach, switching from the medium to the soft for the restart.

This choice helped the Spaniard—riding for Aprilia—make rapid progress, though it was not enough to hold onto second place until the checkered flag.

With this victory, Márquez heads into Sunday’s main race with the chance to secure the 2026 MotoGP world title early.

This time, Marco Bezzecchi did not get as strong a start, and Marc Márquez seized the opportunity to take the lead. Fabio Di Giannantonio followed closely behind, with Johann Zarco in fourth, ahead of Raúl Fernández, Pedro Acosta, Jorge Martín, and Ai Ogura. Martín gained confidence and overtook Acosta on the first lap, moving into sixth place. Shortly after, he passed Fernández on his second attempt—at the start of the second lap—while Bezzecchi tried, unsuccessfully, to get past Márquez.

A dramatic turn of events occurred at the start of the fourth lap when Marco Bezzecchi dived into an impossible gap on the inside of Marc Márquez. Márquez, who didn't see him until the last moment, tried to back off but couldn't avoid contact; the result was a crash for Bezzecchi, while Márquez somehow managed to stay upright.

At that point, Martín overtook 'Diggia' and slotted in behind Márquez, though his attempts to pass him proved unsuccessful. Behind the lead trio, Fernández got past Zarco, with Acosta—who suffered the most in that three-way scrap—also remaining in the mix.

Marc Márquez shifted gears and charged toward the win, while Fabio Di Giannantonio snatched second place from Jorge Martín on the final lap. This gives Márquez his first chance to contend for the title tomorrow, though he would need to win the race while Martín fails to score any points.

Raúl Fernández managed to pull away from his rivals to finish fourth, with Johann Zarco placing his Honda in the top five and Pedro Acosta coming in sixth. Ai Ogura and Enea Bastianini followed, while Iker Lecuona took ninth place ahead of Diogo Moreira.

Autonews and MotorLand

 

AUTONEWS

Tires in stores can be up to five years old: Check these four digits before buying

When buying new car tires, you likely assume they were manufactured recently. However, tires offered as "new" in stores can actually be several years old. That is why it is important to know how to check their production date before making a purchase.

The production date is indicated by a four-digit number on the sidewall of the tire. Manufacturers and automobile clubs offer varying recommendations regarding how long an unused tire can still be considered "new," reports Autonews.

How can you check when a tire was manufactured? On the sidewall of every tire, you will find a "DOT" marking, followed by a sequence of letters and numbers. For buyers, the most important part is the final four digits, which are often enclosed in a separate oval-shaped box.

The first two digits represent the week, while the last two represent the year of production. For example, if a tire is marked "4524," it means it was manufactured in the 45th week of 2024.

According to the manufacturer Bridgestone, tires produced before the year 2000 featured only three digits at the end of the DOT code. Such tires would now be over 25 years old—well past the recommended replacement age.

How old can a tire be and still be sold as "new"? According to the company Continental, an unused tire that has been stored correctly—even if it is up to five years old—can be sold as new and used under normal driving conditions, provided that local regulations permit it. To retain their properties, tires must be stored in a cool, dry place, protected from direct sunlight, chemicals, and sources of ozone.

However, some European automobile clubs offer stricter recommendations. The German club ADAC advises that new tires should be no more than two years old and suggests that buyers specify this requirement when placing an order.

The German Tire Dealers Association (BRV) considers tires up to three years old to be "factory new," while those up to five years old may be sold as "new," provided they have been stored correctly.

The Austrian automobile club ÖAMTC states that a properly stored tire retains a quality comparable to a new tire of the same model for up to three years from the date of manufacture.

What happens to tires while they are in storage? Although automotive tires age most rapidly during use, the aging process begins even before they are mounted on a vehicle. Temperature fluctuations, humidity, ultraviolet radiation, and ozone can all affect their characteristics.

According to the German ADAC, the rubber compound hardens over time, which can reduce grip on wet roads and increase stopping distances. The ADAC compared five summer tires and five winter tires against unused, three-year-old tires of the same models. The results showed that certain technical characteristics can deteriorate over time.

When is it time to replace your tires? For tires already mounted on a vehicle, the ADAC recommends that summer tires be no older than eight to ten years, and winter tires no older than eight years. Certain properties of winter tires may begin to deteriorate after as little as six years.

Michelin recommends that tires be inspected by a professional at least once a year after five years of use. They also advise replacing them no later than ten years from the date of manufacture, regardless of their external appearance or tread depth. This recommendation also applies to the spare tire.

Similar recommendations regarding a maximum age of ten years are provided by manufacturers Bridgestone and Continental.

What should you check before making a purchase? Before paying for new tires, pay attention to a few important details. Check the DOT code on each tire. Do not assume that all four tires were manufactured at the same time, as they may come from different production batches.

Ask the seller for the date of manufacture. If you are ordering tires by phone or online, request that the year of manufacture be specified in the offer or on the invoice.

Inquire about storage conditions. Tires should be stored indoors, in a dry and dark environment.

Inspect their condition. Small cracks, bulges, or discoloration may indicate damage and are a reason to reconsider the purchase.

Consider asking for a discount. If the tires are more than two or three years old, the Austrian automobile club ÖAMTC suggests trying to negotiate a lower price or choosing a different model.

It is important to keep in mind that the date of manufacture is not the only indicator of quality. A one-year-old tire that has been exposed to direct sunlight may be in worse condition than a three-year-old tire that has been stored properly.

Therefore, in addition to regularly checking tire pressure and tread depth, you should also look for the four-digit code that reveals when the tire was manufactured.

Your tires can look fine and still be too old. Check these 4 digits...Walk around your car and look at the tires. Decent tread. No cracks you can spot. They look fine. That tells you a lot less than you think.

According to the National Highway Traffic Safety Administration, there’s no way to see tire aging just by eyeballing the rubber. A tire can have plenty of tread left and still be breaking down inside, where you’ll never see it.

The stakes are real. The NHTSA says 511 people were killed in tire-related crashes on U.S. roads in 2024.

We’ve all been trained to check tread. Shops push it, ads push it, and the penny trick has been around forever. Almost nobody tells you to check the date — even though it’s molded right into the sidewall.

Here are five things to know, starting with the four digits that tell you how old your tires really are.

1. Find the four-digit date code...Look on the sidewall for a string of letters and numbers that begins with “DOT.” That’s the tire identification number, or TIN.

The final four digits are the date code. The first two are the week the tire was made, and the second two are the year. The NHTSA’s example: 0308 means the tire was built in week 3 of 2008. That tire would be more than 18 years old today.

Under federal rules for car and light-truck tires, one sidewall gets the full TIN, while the opposite side can carry a shortened version that drops the date code entirely. On a mounted tire, the side with the date may be the one facing under the car, so bring a flashlight.

And if the code ends in three digits instead of four? A 2020 Mississippi State University safety newsletter explains that means the tire was made before 2000. Replace it as soon as you can.

2. The 6-to-10-year rule, even with good tread...Here’s a guideline you may never hear at the service counter. The NHTSA says some vehicle and tire makers advise replacing tires somewhere between six and 10 years after they were made, no matter how much tread is left.

Why a range instead of a hard deadline? Because, as the Mississippi State newsletter puts it, there’s no way to stamp an exact expiration date on a tire. How fast one ages depends on climate, driving and storage.

Now do the math on your own tires.

A date code ending in 20 means the tire was built in 2020, so it’s about six years old — the start of that window. One ending in 16 is about a decade old. Anything ending in 15 or earlier is past the outer edge.

The reason this matters: The NHTSA says that tires become more likely to fail as they age. If it were my car, I’d start watching closely at six years and stop debating at 10.

3. Heat, sun and parked cars age tires faster...Tires don’t age at the same speed. The NHTSA singles out the southern Sun Belt as a region where aging is a bigger worry. Sunshine, hot weather, poor storage and neglect all speed it up, the agency says, and so can long drives on hot days.

The chemistry isn’t complicated. In a 2014 report, the NHTSA explained that tire rubber degrades from heat and from reacting with oxygen, and that higher temperatures make it happen faster.

Much of that oxygen comes from the air you pump into the tire. In other words, a tire on your car is aging every day, whether you drive it or not.

When agency researchers wanted tires that had aged in the real world, they gathered them from cars driven around Phoenix. Their reasoning: The hotter Southern states should produce the worst-case tires in the country.

Here’s the counterintuitive part: Driving less doesn’t save your tires. The NHTSA specifically flags collector cars, RVs, 15-passenger vans and any vehicle you don’t drive regularly.

That motorhome parked beside the house most of the year can be sitting on deep tread and very old rubber at the same time.

4. Your spare is probably your oldest tire...Quick question: When did you last replace your spare? For a lot of drivers, the honest answer is never.

That’s exactly the problem. The NHTSA notes that spares on every kind of vehicle tend to get old because they so rarely get swapped out. Consumer Reports warned back in 2012 that even a spare that’s never touched pavement can become unsafe after enough years.

Picture it. You’ve owned your car for eight years and bought one new set of tires along the way. The four on the ground might be three years old. The spare is at least eight.

So check its date code the same way, and don’t let it become a regular tire. The NHTSA says not to use the spare as a stand-in for a worn tire.

Winter is the worst time to find out your spare is past its prime. While you’re getting ready for cold weather, it’s also worth running these five car insurance checks before the first snow.

5. Check the date before you buy ‘new’ tires...Here’s the one that catches people. “New” means never mounted. It doesn’t necessarily mean recently made.

Consumer Reports pointed out in 2012 that tires can spend a long time in a warehouse before they ever reach your local shop. Its advice: Even with brand-new tires, read the date code and make sure they were built within the last couple of years.

The Mississippi State newsletter gave the same warning in 2020. It added that a tire sitting unmounted on a shelf ages more slowly than one rolling down the highway — but it still ages.

So before the installer bolts anything on, ask to see the sidewall and read the last four digits. If the tires were made more than two years ago, ask for fresher stock.

You’re paying for the whole life of the tire. You should get all of it.

The bottom line...Age is the check almost nobody does. Tread is the one everybody’s heard of, and it still matters.

The NHTSA says a tire is no longer safe once its tread wears to 2/32 inch. The easy test: Slip a penny into a groove with Lincoln upside down and his face toward you. If the top of his head is visible, it’s time for new tires.

AAA thinks that bar is too low. It recommends replacing tires at 4/32 inch because performance falls off significantly at that point.

While you’re down there, check the air pressure, too. The right number is on your door jamb, not the tire. I explain why in “Stop Changing Your Oil Every 3,000 Miles. 7 Car Myths Costing You Money.”

It’s the same lesson as the date on the back of your smoke alarm: Some of the most important safety information you own is printed right on the product, in small numbers nobody tells you to read. Go read four of them tonight. It’ll take you two minutes.

The four digits tell you the exact Date of Manufacture (DOM) of the tire. Even if a tire sitting on a shelf has 100% of its tread remaining, rubber degrades over time through oxidation and environmental exposure regardless of use.   

How to Find & Read the 4-Digit CodeLocate the "DOT" Stamp: 

-Look on the tire's sidewall for a sequence of letters and numbers that begins with DOT (the Tire Identification Number, or TIN).   

-Note: If you don't see four digits at the end of the code, check the opposite sidewall. U.S. federal regulations permit manufacturers to put the full date code on only one side of the tire.   

Identify the Last 4 Digits: 

The final four numbers tell you when the tire was made:

-First 2 digits: The week of the year (01 through 52).   

-Last 2 digits: The calendar year.   

Example:

-Code DOT ... 2422 $\$rightarrow Produced in the 24th week of 2022.   

-Code DOT ... 0325 $\$rightarrow Produced in the 3rd week of 2025.   

Why age matters when buying "new" tires:

-The 6-to-10-year rule: Most major tire manufacturers and safety organizations (like NHTSA) recommend replacing tires between 6 to 10 years from the date of manufacture, regardless of remaining tread. Buying a "new" tire that has been sitting in a warehouse for 4 or 5 years means you are losing nearly half of its safe service life before it ever touches your car.   

-Safety Risks: As rubber ages, it hardens, loses elasticity, and forms micro-cracks (dry rot). This can cause reduced traction, increased stopping distances, or internal tread separation at high speeds.

Autonews