VOLVO

A30 Electric and A40 Electric: the brand's new line of large electric articulated haulers in series production

Volvo Construction Equipment (Volvo CE) has started production of the A30 Electric and A40 Electric models at its factory in Braås, Sweden. With this, the brand becomes the first in the world to produce large electric articulated haulers in series production, a historic achievement. The first units will go to customers in the United Kingdom and Norway. Subsequently, there are plans for deliveries to other markets in Europe in the second half of the year.

The A30 Electric and A40 Electric models were exhibited last year at the Bauma trade fair (Germany), one of the most important in the world in the machinery sector. Since then, strong customer interest reveals a growing willingness to adopt zero-emission solutions in the construction and mining segments.

The start of series production of these electric models is a continuation of the legacy of Volvo CE, the brand that invented the articulated hauler concept. Named Gravel Charlie, the first articulated truck was produced in 1966. More than half a century later, the production of electric versions at the same Braås plant highlights both the continuity of Volvo CE's engineering heritage and the pace of the brand's technological evolution.

“Starting series production of large electric articulated trucks is a source of pride for us. It shows that our ambition to lead the transformation in our sector is backed by real execution. Our range of electric solutions meets the demands of heavy-duty and high-productivity applications. It is a significant transition already underway in our sector,” assures Melker Jernberg, President of Volvo CE.

With payloads of 29 and 39 tons, respectively, the A30 Electric and A40 Electric are the largest vehicles in Volvo CE's growing portfolio of electric solutions. In heavy-duty machines like these, electrification offers great potential for reducing emissions, as well as advantages in the total cost of ownership (TCO). Depending on the application, the articulated trucks can operate for up to six hours on a single charge.

“It’s a real source of pride to see this transition, from ambition to reality. Not only because we are the first, but because we are delivering exactly what we promised. Since we presented the machines at the Bauma trade fair, customer interest has been strong. Demand is exceeding our initial production schedule,” says Fredrik Tjernström, sales manager for electromobility solutions at Volvo CE in Europe.

The start of series production of the articulated haulers is aligned with Volvo CE's long-term strategy. The brand has been expanding its offering of electric solutions, meeting customer demand in their journeys towards decarbonizing the sector.

Volvo Construction Equipment’s A30 Electric and A40 Electric are officially in production, making the company the first manufacturer to bring battery-electric articulated dump trucks of this size class to market.

The 29- and 39-metric-ton haulers were unveiled at Bauma 2025, touting the same performance as their diesel counterparts but with fewer emissions, less noise and less vibration on the operator. They are being produced at Volvo CE's Braås site in Sweden — the birthplace of the world’s first articulated hauler, Gravel Charlie, unveiled in 1966.

Commenting on the milestone, Melker Jernberg, president of Volvo CE, said: "Starting serial production of electric articulated haulers of this size is a proud moment for Volvo CE. It shows that our ambition to lead the transformation of our industry is backed by real execution. This milestone proves that electric solutions are ready to meet the demands of heavy, high-productivity applications, and that meaningful change is underway."

The A30 Electric and A40 Electric are among the largest machines in Volvo CE’s portfolio of electric solutions. Additional battery-electric products available to the North American market include:

Excavators: EC230 Electric, ECR25 Electric, ECR18 Electric, EC18 Electric

Rollers: DD25 Electric

Wheel Loaders: L120 Electric, L25 Electric, L20 Electric

Volvo says because haulers are high-utilization, energy-intensive machines, electrification offers the potential for “meaningful emissions reductions alongside attractive total cost of ownership advantages.”

The trucks can run for up to six hours per charge, depending on the task. Their lithium-ion batteries can be fast-charged from 20% to 80% in about one hour, according to Volvo. 

The first machines rolling off the production line will be delivered to customers in the UK and Norway in the coming weeks, with additional deliveries to select customers across Europe planned for the second half of 2026. Volvo previously stated that it plans to expand production “in the coming years.”

Fredrik Tjernström, electromobility solutions sales at Volvo CE, added: "There is a real sense of pride in seeing this move from ambition to reality — not just because we are first, but because we are delivering exactly as promised. Customer interest since Bauma has been strong, with demand extending beyond the initial production schedule."

Volvo CE A30 Electric specs:

-Payload: 32 U.S. tons

-Bed volume: 23.3 cu. yd.

-Max horsepower: 355

-Battery capacity: 245 kWh

Volvo A40 Electric specs:

-Payload: 43 U.S. tons

-Bed volume: 31.4 cu. yd.

-Max horsepower: 469

-Battery capacity: 350 kWh

Autonews

AUTONEWS

Cars are aging faster than ever because the cutting-edge technology that powers them is also their biggest problem

There used to be a rule for conventional cars that they experienced the greatest drop in value in the first few years, and then the curve flattened out and they existed for a number of years without replacing their technology with more modern ones. This logic does not apply to electric cars. Today, models that are only three or four years old already seem technologically outdated, and this is clearly reflected in their price on the used market.

The main culprit is the pace of development. While diesel and gasoline cars evolved gradually, electric models are undergoing technological leaps of a kind. For example, early models such as the first generations of electric compact SUVs or sedans offered a range of 200 to 300 kilometers and relatively slow charging. Today, even the middle class can easily exceed 500 kilometers, with significantly shorter charging times.

The problem of infrastructure and charging speed is even more pronounced. Older models often support maximum charging powers of 50 kW or 100 kW, while newer ones can easily go over 200 and even 300 kW. In practice, this means the difference between waiting 40 minutes and half as long, and the market is certainly feeling that.

And then there's the software, which is becoming just as important as the mechanics. Newer cars are getting regular OTA (over-the-air) updates, more advanced driver assistance systems, and better integration of digital services. Older models, even when mechanically perfect, simply can't keep up.

Because of all this, the used electric car market is behaving differently than ever before. The value isn't just falling because of mileage and age, but because of "technological obsolescence." Buyers are increasingly bypassing older models because for similar money they can get a significantly more modern car with better performance and longer range, because today's new electric cars are equipped with the latest generation technology and are significantly more affordable.

So, the trend of ever-better and more advanced technology is accelerating. Thus, solid-state batteries are already seriously developing and promise a new level, higher capacity, lower weight, and even shorter charging times. However, even without them, technology is advancing at an incredible speed. Already today, some manufacturers offer batteries that can be charged to 80 percent in just fifteen minutes, which until recently sounded like science fiction.

In such a context, it is clear why the first and second generations of electric cars are losing value enormously, because the technological momentum that is driving the EV industry is simultaneously accelerating their obsolescence.

Conventional cars, with several redesigns and improvements, have had almost the same technology for 7 to 10 years, however, electric cars age much faster in terms of batteries and software, and sometimes three years without improvements and updates is a lot.

In the end, one thing is certain: for owners of older generations of EV models, reality is harsh because an electric car is no longer just a means of transportation, but a technological product that ages at a pace almost like smartphones, and this is precisely the key to the whole story, which is that the electric revolution is not linear, but constantly accelerating. Especially with Chinese manufacturers.

The problem is, therefore, that you can't replace an electric car worth 40, 50 or 60 thousand euros in a few years like you can replace an old smartphone when a new and better one arrives, so on average an electric car loses half of its value on the used market after just three years...

by Autonews and Mundoquatrorodas

VW

Volkswagen ID. Polo 2027: the 100% electric production version of the Polo's successor

When it arrives in European stores later this year, the ID. Polo will have direct competitors such as the Renault 5 E-Tech, Peugeot e-208, and the future electric Ford Fiesta, as well as the Chinese BYD Dolphin and MG4. Volkswagen plans to sell the model with a starting price of 25,000 euros.

In terms of design, the ID. Polo follows the identity adopted by the brand for electric cars, but with an extra touch of boldness compared to other models in the ID line. At the front, the highlight is the horizontal LED strip that connects the main headlights, passing through the illuminated logo. In profile, the rear door handles are integrated into the pillars, while at the rear the taillights are narrow and positioned horizontally.

In terms of size, the ID. Polo will be 4.05 meters long, 2.60 m wheelbase, 1.81 m wide and 1.53 m high, in addition to a 440-liter trunk and another 50-liter luggage compartment located under the rear seat. For comparison, the standard gasoline-powered Polo is 4.07 m long, 1.75 m wide, 1.47 m high, and has a wheelbase of 2.56 m.

One of the key selling points of the ID.2 is its size. Designed with city environments in mind, the ID.2 offers a compact footprint that makes it easier to navigate through tight city streets and squeeze into roadside parking spaces. Yet, despite its smaller size, the ID.2 won’t skimp on interior space. Volkswagen has made clever use of the MEB platform’s design, which allows for a longer wheelbase and short overhangs. This means that the ID.2 will offer more interior room than you might expect from a car of its size. Just as the ID.3 offers as much interior space as the Passat, the ID.2 is expected to be as roomy inside as the current combustion-engined Golf.

Inside, the ID.2 carries forward the minimalist and tech-forward design language that has become synonymous with the ID. range. The cabin is expected to feature a clean and uncluttered layout, with a focus on digital interfaces. The central infotainment screen will likely dominate the dashboard, providing access to a range of features including navigation, entertainment, and vehicle settings. Volkswagen’s commitment to user-friendly technology means that the ID.2’s systems should be intuitive and easy to use, even for those new to electric vehicles. New Volkswagen design boss Andreas Mindt has put on record his preference for physical buttons rather than touchscreen controls, so expect the ID.2 to be a little more ‘analogue’ than the ID.3 when it comes to switchgear. 

One of the traditional challenges with compact electric cars has been battery range, but Volkswagen seems determined to address this with the ID.2. The car will be offered with two battery size options: 38kWh and 56kWh, with the smaller battery pack expected to offer around 200 miles of range and the larger 56kWh pack delivering nearer to 280 miles. Those figures would put it on level pegging with the best offerings in the sector. 

Charging is another area where the ID.2 is expected to perform well. Volkswagen has invested heavily in its charging infrastructure, and the ID.2 will be compatible with fast-charging networks. This means that drivers will be able to add a significant amount of range in a relatively short period, making the ID.2 more convenient for longer trips. The car will likely support DC fast charging, which could see the battery reach 80% charge in around 30 minutes, depending on the charger used.

Volkswagen ID.2 performance...Unlike all other ID models launched to date, the 2 will be the first to be front-wheel drive with a single motor on the front axle. This makes it simpler and cheaper to make. Indeed, such is the drive to reduce costs that Volkswagen will move the charging port to the front wing to save on expensive cabling though the car. We’re yet to hear about motor outputs, for the final production version but the ID.2all concept car (upon which the final car will be heavily based) came with a 223hp motor which delivered a sub-seven second 0-62mph time. We’d expect the production model to prioritise range and efficiency over performance and power output of around 200 bhp. That said, a GTI version is understood to be in the works and could well appear with the concept’s 223hp drive system. 

The ID.2 is expected to come equipped with a suite of advanced driver-assistance systems (ADAS), including features like adaptive cruise control, lane-keeping assist, and emergency braking. These systems are designed to enhance driver confidence and reduce the likelihood of accidents, particularly in busy urban environments where the ID.2 is likely to spend much of its time.

How much will the Volkswagen ID.2 cost? Pricing is a crucial factor for the ID.2, as it is positioned to be a more affordable option in the ID. range. Volkswagen has made it clear that the ID.2’s main task is to bring electric vehicles to a wider audience, and this will be reflected in its pricing. While final prices are yet to be announced, it’s expected that the ID.2 will be priced competitively against its rivals with the small battery, entry level model expected to go on sale for around £22,000. The higher spec, large battery model is likely to start from £26,000. Volkswagen will be keen to steal market share away from cars like the Peugeot e-208 and Vauxhall Corsa-e, along with Chinese rivals such as the BYD Dolphin and is expected to price the ID.2 aggressively. 

The Volkswagen ID. Polo is the 100% electric production version of the Polo's successor, based on the ID.2all concept presented in 2023. Scheduled for release in the European market in 2026, the model marks a change in the ID line's nomenclature, returning to using iconic brand names instead of just numbers.

Main features of the ID. Polo(below):

Platform and Drivetrain: Uses the new MEB+ (or MEB Entry) architecture, focused on compact models, with front-wheel drive, a first for the ID line.

Range and Battery: Two battery options will be offered:

-37 kWh (LFP): Focused on urban use, with an estimated range of 300 km.

-52 kWh (NMC): Long-range version with up to 450 km (WLTP).

-Performance: Power outputs range from 116 hp (85 kW) to 211 hp (155 kW) in standard versions.

-Fast charging: Capable of recharging from 10% to 80% in about 20 to 25 minutes on chargers up to 130 kW DC.

Interior Space: Despite being compact (4.05m), it offers interior space comparable to that of a Golf, with a generous 435-liter trunk.

GTI Version (Launch in 2027):

-The sporty ID. Polo GTI variant is expected to hit the streets in early 2027.

-Power: Approximately 226 hp (166 kW).

-Acceleration: 0 to 100 km/h in less than 7 seconds.

Differentials: More aggressive look with the classic GTI red line, exclusive wheels and electronic differential on the front axle for greater dynamic control.

Autonews

 

DOSSIER

AUTONEWS

Drones and AI help cities combat traffic congestion

Traffic jams are a problem in large urban areas. How can they be solved without expanding the road network? This is a challenge that researchers are attempting to address.

According to the latest global ranking by GPS manufacturer TomTom, Geneva is the city in Switzerland where commuters lose the most hours in traffic jams: 141 per year. It is among the global top 20, ahead of Zurich (116 hours) and far outstripping Lausanne (86 hours), Basel (83 hours) and Bern (43 hours). The average speed in Geneva is also Switzerland's lowest at 19.1 km/h, compared to 27 km/h in Lausanne and 42.4 km/h in Bern.

Smart traffic management is one key to improving traffic congestion, particularly in urban areas. At EPFL, the Laboratory of Urban Transportation Systems (LUTS) is using novel technology to analyze urban traffic. Drones are one such technology, and have been added to cities' existing arsenal of cameras, loop detectors and other sensors.

"The problem with conventional methods is they focus mainly on cars and often have temporal and spatial limitations," says Manos Barmpounakis, a postdoc at LUTS. "But with drones, we can overcome many of the obstacles created by sensors. Drones offer a much broader, more comprehensive and more detailed view of a road network's condition."

In 2018, engineers from LUTS conducted a pioneering experiment by flying a group of drones over Athens to collect vast amounts of data and analyze traffic patterns. Because the drones couldn't distinguish license plates or faces, they complied with data protection laws. The engineers used the data to develop algorithmic methods for identifying vehicle types (cars, trucks, buses, motorcycles, bicycles, etc.) and their trajectories.

Predicting how a network will react..."We can use AI and advanced machine learning to accurately recognize, locate and track almost all pockets of congestion in wide areas," says Weijiang Xiong, a Ph.D. student at LUTS who is studying methods for traffic congestion forecasting.

His work has shown that by integrating drone measurements into classical congestion-monitoring techniques such as fixed sensors (called loop detectors), engineers can significantly improve traffic forecasting by 15% to 20% in many cases. This is crucial for designing and implementing more accurate control strategies, such as adaptive traffic signal control and signal coordination.

"Current regulations create challenges for the technological implementation of drones, but with effective prediction methods and reliable data, we can introduce preventative measures and, for example, regulate traffic lights half an hour before a traffic jam reaches an area. We won't be able to predict an accident, but if one does occur, we'll be able to predict how the network will react," says Xiong.

To adapt models to a given city, engineers must first collect local data in order to adjust and refine the models accordingly. "While traffic congestion is a universal problem, what causes it varies from place to place. That's where the data entered into a model are crucial," says Barmpounakis. Thanks to drones, engineers can supplement existing data and deploy the technology in any city in an efficient, economical, environmentally friendly and optimal way—and thus feed more data into the model.

Measuring decibels...Drone data can also be used to analyze driving behavior while maintaining drivers' confidentiality. "We've conducted studies on lane changes and interactions between drivers," says Xiong. "Drones are the only instruments capable of providing us with this information. Individual data can show us that a vehicle braked hard, for instance, but they don't tell us why. With drones, we can see whether it's because a motorcycle cut off the vehicle, a pedestrian entered the road or the traffic light turned red."

Drones are used for safety, for analyzing multimodal traffic and driving behavior, and for measuring air quality and assessing noise pollution. This latter issue is the subject of research conducted by Jasso Espadaler Clapés at LUTS.

"By knowing the kinematic profile of vehicles, such as their position, speed and acceleration, and whether they have an electric or combustion engine, we can estimate their noise and emissions," he says. "Compiling this information lets us estimate how many decibels the vehicles will produce and, with certain algorithmic models, compare this to the noise we actually hear on the street."

Taking technology from the lab to market..."Our goal is not to develop a direct solution that can be implemented overnight," says Barmpounakis. "Instead, we're studying upstream issues: to what extent can drones be useful for traffic control? What quantitative advantage does this data give us for forecasting? And what opportunities does AI provide? Practical cases will then follow."

The LUTS engineers have conducted several pilot tests, not only in Athens but also in Nairobi, Manchester and Songdo, always for research purposes. The laboratory has also given rise to a spin-off, MobiLysis, which expands the scope of implementation and real-world case studies to urban mobility systems, integrating pedestrians, active transport modes, parking and public transport into a more sustainable and human-oriented perspective.

The municipality of Pully and the canton of Geneva have already worked with MobiLysis to address their urban mobility challenges. MobiLysis has also conducted experiments in the U.S. and is involved in major European projects. For instance, the firm measured various parameters (vehicle trajectories, speeds, acceleration, traffic flows, etc.) in Helsinki as part of the Acumen project. These data will be used to calibrate the traffic simulation software for the city's digital twin.

When mathematics helps make better predictions...While sociology can help us understand the reasons why we behave in a certain way, mathematics lets us model that behavior in order to better conceptualize, predict and prepare for future needs—including in the area of transportation. But how can we turn a quick run to the supermarket, a trip to a piano class or the daily commute into an algorithm? Conventional transportation models look only at the individual journeys people make to get from point A to point B, considering the purpose of the trip, the chosen mode of transportation and the itinerary.

But engineers at EPFL's Transport and Mobility Laboratory (TRANSP-OR), headed by Michel Bierlaire, are exploring another approach—one that considers people's everyday activities (work, errands, leisure pursuits, etc.) and those of others in their household over the course of a single day as well as their entire lives.

In 2024, Janody Pougala—then a Ph.D. student at TRANSP-OR—developed a model based on this approach. Her program accounts for people's activities and how people respond to the unpredictable events that inevitably form part of our daily lives. These factors are particularly important given today's increasingly diverse lifestyles. Commuting patterns have changed considerably, as more people work from home or carpool, and infrastructure improvements enable employees to live farther away from their employer.

Pougala's model was tested successfully on a pilot prediction system at the Swiss railway company (SBB) and in an urban planning project for Zurich that involves envisioning what the city would look like if half its transportation were human-powered.

Another thing to consider is that our transportation decisions are generally made not individually, but within the context of our overall household. This is important because it means we tend to carefully plan out when and how we travel with a view to optimizing the trip.

The TRANSP-OR engineers therefore incorporated household interactions into the model, enabling it to predict things like which family member gets to use the car, how household tasks are divided up, when family members are accompanied to a certain activity, when they take part in shared activities and when they turn to carpooling. The model can thus be applied to many different types of households and available transportation methods.

"Our research shows that the hourly distributions produced by models calibrated at the household level better reflect actual data than those produced by models calibrated at the individual level," says Negar Rezvany, who just defended her thesis on this topic. "What's more, our model can generate realistic distributions of everyday activities and crunch through data to estimate key variables, while anchoring its calculations in behavioral theory."

Data hard to come by...One sticking point for transportation models is being able to draw on enough data—it's hard to measure people's activities due to the amount of resources required to do so, as well as for confidentiality reasons. To get around this problem, engineers use synthetic populations, which are statistically derived populations having the same characteristics as the real population.

"For example, in a project with SBB, we're analyzing their data in order to build synthetic populations and use them to outline future scenarios," says Bierlaire. Other organizations interested in this approach include the Swiss Federal Office for Spatial Development, which handles issues related to Switzerland's transportation policy. Synthetic populations can also be used to model scenarios in the event of another pandemic or an economic crisis.

"The trick is to find the right variables for generating predictions for spatial distributions as well as temporal ones," says Bierlaire. "Transportation habits should be evaluated over a person's entire lifetime since fundamental choices are generally made at pivotal moments during someone's life."

To that end, Rezvany analyzed urban dynamics and long-term transportation decisions in her thesis, using cross-border commuting in Luxembourg as a case study. She created a framework incorporating different time horizons: the choice of a transportation method (short term); residential relocation (medium term); and infrastructure development (long term).

As Rezvany explains in her thesis: "By tracking the evolution of key indicators, the framework serves as an indicative tool to understand system behavior, anticipate future trends, and assess the long-term impacts of policy interventions."

Provided by Ecole Polytechnique Federale de Lausanne

 

AUTONEWS

Don't wait until the last minute - check if your car's air conditioning is working properly

A few simple checks can save you money, prevent breakdowns and ensure a more pleasant summer drive.

With the first warmer days, many drivers notice that the air conditioning in their car is not working as well as before - it cools less, spreads an unpleasant odor or is simply not as efficient as in previous seasons. This is why preparing the air conditioning in your car should not be left for the first heat wave.

A few simple checks can save you money, prevent breakdowns and ensure a more pleasant summer drive.

In addition to comfort, proper air conditioning is also important for safety. Driving in hot weather without a cooled cabin increases fatigue, reduces concentration and places an additional burden on the driver, especially on long journeys and in city traffic jams, reports T portal.

The air conditioning in your car is not only for cooling. It also helps remove moisture from the cabin, reduces window fogging and contributes to the quality of the air in the vehicle. If the system is not maintained regularly, it can lead to reduced cooling performance, unpleasant odors, the accumulation of bacteria and mold, and increased strain on key system components.

The most common mistake drivers make is to start using the air conditioning only when temperatures are already seriously rising. This is when problems are usually discovered and service centers are overwhelmed. It is wiser to check the system in time, while there are fewer crowds and potential repairs are easier and cheaper.

What to check first...The first sign that the air conditioning is not working properly is poor cooling. If the air coming out of the air vents is not cold enough or the cabin is cooling too slowly, the system may be lacking refrigerant or have some other malfunction. You should also pay attention to unusual sounds when turning on the air conditioning, as well as unpleasant odors spreading through the ventilation.

The cabin filter is also very important. It traps dust, pollen, and other impurities, and when it is dirty or clogged, the air conditioning works less well and the air quality in the vehicle decreases. Replacing the cabin filter is one of the basic and often overlooked steps in preparing your car for the warmer months.

Experts also recommend disinfecting the evaporator and ventilation ducts, especially if the air conditioner smells musty or musty. Bacteria and fungi can easily grow in such an environment, which is not harmless, especially for allergy sufferers, children and people with sensitive respiratory tracts.

When is it time for service...If the air conditioner is not cooling well, the device should be checked at a service center. There, the pressure in the system, the amount of refrigerant and any leaks are checked. If necessary, the gas is topped up, the oil in the compressor is changed and the operation of the entire system is checked.

It is important to know that the air conditioner naturally loses some of the refrigerant over time, so occasional checks are not a luxury, but part of regular maintenance. If the problem is ignored, the driver may end up with a more serious and expensive breakdown, for example in the compressor.

It is good practice to turn on the air conditioner during the winter, at least occasionally. This keeps the gas and oil circulating through the system, lubricates vital parts, and reduces the risk of a breakdown when the air conditioner is needed again.

How to use air conditioning properly in the summer...Many drivers immediately turn the air conditioner on to its lowest setting as soon as they get into an overheated car. This is not an ideal solution. First of all, it is a good idea to briefly open the doors or windows to let the hot air out of the cabin. Only then can the air conditioner cool the interior more effectively.

Too much difference between the outside and inside temperatures is also not recommended. In addition to putting a strain on the system, it can be uncomfortable for the body. As a rule, it is best to maintain a comfortable, but not too low, temperature in the cabin.

It is also useful to know that air conditioning consumes fuel, or energy, in electric cars. However, saving should not mean sacrificing basic comfort and safety. A properly maintained system will work more efficiently and with less strain.

What many forget...Drivers often think that just “charging the air conditioner” is enough, but this is not always the solution. If there is a leak, blockage or problem with the compressor, simply adding gas will not solve the cause. That is why a thorough inspection is a far better option than a quick and superficial intervention.

Also, unpleasant odors from the ventilation are not just an aesthetic problem. They can warn of accumulated moisture, bacteria and dirt in the system. If this is not resolved in time, staying in the car can become unpleasant and, in the long run, unhealthy.

Therefore, it is worth taking a little time to check the air conditioning before the summer season. A properly functioning system means a more pleasant drive, less stress on the road and a lower likelihood of experiencing an expensive breakdown in the middle of the hottest weather.

Checking if your car's air conditioning (AC) is working properly involves a few simple tests you can do from the driver's seat and under the hood. A healthy system should deliver consistent cold air, maintain steady airflow, and operate without unusual noises.

1. The performance test (Driver's Seat),,,Start with a basic check to see if the system is reaching optimal temperatures.

Settings: Start your engine, set the AC to the coldest temperature, turn the fan to the highest speed, and engage the "Recirculate" or "Max AC" button.

Temperature reading: After 5–7 minutes, use a digital thermometer in the center vent.

Normal: The air should be between 35°F and 45°F (approx. 2°C to 7°C).

Rule of thumb: The vent temperature should be roughly 30°F to 40°F lower than the ambient outside temperature.

Airflow: Test all fan speeds. If airflow is weak or doesn't increase with higher settings, your cabin air filter might be clogged.

2. The visual & sound check (under the hood)...Open the hood while the engine is running and the AC is on.

Compressor clutch: Locate the AC compressor (a cylindrical component with a pulley). You should see the center hub—the clutch—spinning along with the pulley.

If it never engages or clicks on and off every few seconds, the system likely has low refrigerant or an electrical fault.

Pipe temperatures: Look for the two metal AC lines.

Thicker pipe (low pressure): Should feel icy cold and may have condensation on it.

Thinner pipe (high pressure): Should feel warm but not dangerously hot.

Cooling fan: Ensure the electric cooling fan near the radiator is running while the AC is active.

3. Red flags to watch for...If you notice these signs, your system may need professional service:

Unusual noises: Grinding, squealing, or loud buzzing can indicate a failing compressor or worn-out drive belt.

Bad odors: A musty smell often means mold or bacteria in the vents, while a sweet, chemical scent could indicate a refrigerant leak.

Visible Leaks: Look for oily or greasy residue around hose connections or the compressor; refrigerant often leaves an oily slick where it escapes.

Cabin leaks: Water pooling on the passenger-side floorboard usually means a clogged drain tube.

Autonews

DOSSIER

TESLA

Tesla's Full Self-Driving: Learn what works and what's...less good

It was with surprise that the Dutch National Road Traffic Service (RWD) approved the latest version of Tesla's Full Self-Driving (FSD) to circulate on all public roads in the country, without the driver being required to put their hands on the steering wheel. The driver only needs to remain minimally attentive—not taking their eyes off the road for periods longer than a few seconds—and as long as they keep at least one hand capable of taking control of the steering wheel, if necessary. This is why this Full Self-Driving system is called Supervised, since it is the driver who is responsible for supervising the vehicle.

Tesla Netherlands FSD system...The Netherlands is the first country in Europe to approve Tesla's Full Self-Driving system. FSD could be translated as fully autonomous driving, but the system is just a more advanced driver assistance system and still requires the driver's full attention.

Tesla and the Dutch RDW (official traffic organization) confirmed the news. Tesla has been fighting for a year and a half to get the technology approved on European roads.

The system allows for autonomous vehicle movement in many scenarios, but it is necessary for the driver to be active and to be able to take control at any time. Also, FSD is only legal in the Netherlands and cannot be used in the rest of Europe. Tesla points out that the risk of an accident can be up to seven times lower per kilometer than if the car was driven by a driver. That, of course, is what Tesla claims. Now, the FSD system will be installed (over the air) in all Dutch Teslas that meet the requirements.

The announcement was made on April 10th, so since then all Tesla models equipped with this driver assistance system can now circulate everywhere, without the driver needing to put their hands on the steering wheel. From roads and highways to large cities like Amsterdam — where traffic is particularly complex due to the presence of pedestrians and, above all, many cyclists, which is expected in a country with 17 million inhabitants and more than 22.5 million bicycles — the authorities in the Netherlands decided that it was safe to entrust the driving of Teslas to a machine, albeit supervised, this being the first and, for the moment, the only system authorized to operate in all types of situations and on all types of roads, without human intervention. There are competitors that offer similar systems, but only capable (and authorized) to take over driving the vehicle in specific areas and always on highways.

The homologation of the FSD Supervised was far from being done lightly by the RWD, an entity that needed 18 months of testing and the consequent analysis of data before allowing the models of the American automaker to share the public road with other vehicles, with humans at the wheel. But the authorization for Tesla's autonomous driving system to continue operating freely on Dutch roads will remain subject to mandatory supervision until the manufacturer can prove that FSD is reliable in all types of situations. Even the most unpredictable ones.

Five days after the homologation of FSD Supervised in the country we have known as the Netherlands for decades, Tesla invited Observador to travel to Amsterdam and, exclusively, verify the effectiveness of the new autonomous driving system. Simply leaving the hotel parking lot sitting behind the wheel and activating only FSD Supervised, without touching the pedals or the steering wheel, allowed us to see the evolution compared to the already known Autopilot, because, despite the tight space and the little room to perform the maneuver, FSD proceeded with surprising ease, which led me to crane my neck to make sure we wouldn't "rub" against the car next to us, or hit the one parked in the second row in front of us.

Accompanied by one of Tesla/Europe's technicians, the company responsible for adapting the system to Dutch legislation, the same as that in force in the Old Continent, we continued on a route mostly through the capital — which made sense since this is traditionally the area that presents the most difficulties for autonomous driving systems. But the hands-free experience also included some road and highway routes, introduced by our companion who, sitting in the seat next to us, seemed quite confident.

To avoid the chosen route being pre-mapped specifically for the event, facilitating the work of the FSD, we requested the introduction of new waypoints in the navigation system. One that would take us to the Red Light District area, Amsterdam's nightlife center full of narrow streets along the canals, crowded with people and where even bicycles have difficulty circulating, and from there to the Johan Cruijff Arena, Ajax's football stadium, with conditions closer to those of large traditional urban centers. The first difficulty came at a T-junction, where we were going straight and a bus entered the main lane, turning 90º to the left. It was obvious that, given the width of the street we were on, the front of the bus would have to encroach on our lane and, curiously, this was also the "perception" of the FSD (presumably a vehicle or vehicle), which began to swerve to the right even before the heavy vehicle posed a threat. This without ever reducing speed, which was always at the level of the more "aggressive" vehicles with whom we shared the streets of the capital.

 The FSD easily detected all the traffic lights we encountered. But, unlike flesh-and-blood drivers, it brakes on yellow lights, which led us to question "our" technician about the humans who had taught the system to drive. The answer came quickly: "The FSD has the ability to learn, like humans, with the contribution of all vehicles in circulation, but also with the experience collected by Tesla technicians, like myself, but always prioritizing safety."

One of the most difficult situations we encountered was in the Red Light District, when we were driving on one of the one-way streets near the canal, where the driver has to swerve a little to accommodate the pedestrians and cyclists they encounter, when the navigation system told us to turn right, into an even narrower alley. There we came face to face with a truck that seemed to be carrying out its morning deliveries to the cafes, bars and restaurants in the area. We hadn't yet recovered from the surprise when the FSD was already reversing and turning left onto a street that, because it was uphill, limited visibility, always respecting pedestrians and cyclists, but without wasting much time. I (a human), under those conditions — with the visibility problems, the number of people around the car and a total lack of knowledge of the intersection in question, especially with other cars behind, one of which didn't want to wait and forced its way through — would have performed the maneuver more slowly and carefully.

There were several situations in which the FSD impressed, for its agility and efficiency, but none like the one that happened on a street in Amsterdam, with the necessary width for two traffic lanes, one in each direction, but which the city decided to complicate — and even make dangerous — by allowing parking right up against the sidewalk on both sides. In practical terms, this means that whenever two vehicles cross paths, the drivers need to negotiate and reach an agreement between the interests (and priorities) of one driver and the other, which I thought would be complicated if one were human and the other controlled by a chip. Sitting behind the wheel, I felt for the first time like I was in the dead man's place, because as the supervisor of the FSD I wanted (and needed) to see how far it was capable of going. But, on the other hand, I was already imagining myself engaging in a conversation with one of the Dutch police officers who, besides seeming to have (even) less of a sense of humor than ours, speak the language of someone who, apparently, has a huge thorn stuck in their throat. But "our" FSD, with me supervising but without moving hands or feet, found a way to dare to advance when it understood that the traffic rules gave it that right, only to then "shrink" to let the other vehicle pass when it concluded that the other had the right. The truth is that we drove down the long street without problems and at a good pace, without hesitation. I felt a bit like those proud parents with the ease shown by their child taking their first (successful) steps behind the wheel of the family car.

What surprised us negatively and what still needs to evolve...Despite the frankly positive outcome during our test, with the FSD Supervised revealing great ease on the streets of Amsterdam, the experience also served to detect the system's difficulties in dealing with less frequent situations, but which an experienced driver can still solve better than the machine. This is why this Tesla FSD, now adapted to European standards, embraced by the Netherlands, still needs supervision, although it is expected to continue evolving into an autonomous driving system, as soon as everything is perfect.

We have already stated here that, during the route we took to test the FSD Supervised, under real-world conditions, we never felt the need to grab the steering wheel to replace the "machine" when faced with more complex situations. But the same did not happen with the pedals, namely the accelerator, which occurred on two occasions. One was when the system, after identifying the red light and stopping, as expected, completely failed to identify the green light, which would have allowed it to start moving. We were then forced to briefly tap the accelerator to get the FSD moving again. The explanation given by “our” technician was that the system was not sure if the green light was directed to the lane it was in. “This is something that is already receiving our attention,” he assured us.

Another situation where FSD revealed weaknesses occurred in the Red Light District area, just after an intersection where we turned right onto a narrow street near the canal, when we encountered a tour guide leaning against the left and a group of about 15 tourists drinking in the words the guide was shouting from across the street. Even we, who already knew about Tesla's (very) careful approach to the system, were surprised that FSD was torn between moving forward, since everyone was perfectly fine where they were and the street was clear, or stopping to yield to the pedestrians, as if the tourists wanted to cross to the other side. Again, it shouldn't be difficult to "explain" to the system that, in a case where there are pedestrians with no crosswalk in sight and without expressing an obvious desire to cross, the car can proceed. Something our technician agreed with, assuring us that "it's just a small problem to overcome."

Will FSD arrive in Europe and Portugal? And when will it be autonomous? Approved by the Netherlands after 18 months of analysis and testing, there won't be much that the Dutch don't know about the potential of FSD Supervised. In addition to approving the system to circulate on the country's public roads as what it is, an autonomous driving system as long as it is supervised by the driver, the local authorities have made it known that they will propose to the European Union that the system be approved in all member states.

This widespread approval may not happen, at least not immediately, since many European automakers, with emphasis on the German ones, will not fail to fear that FSD, even if supervised, will give Tesla too great an advantage. The most likely path may be for each country to approve FSD separately, if it is convinced of the system's advantages, which is equally valid for Portugal.

As for the evolution of the FSD Supervised approval to just FSD, that is, capable of guaranteeing autonomous driving, everything depends on the performance it manages to demonstrate in the Netherlands. The number of incidents or accidents you are involved in with FSD (even if the driver is always at fault) will determine the future.

by Autonews

 

AUTONEWS

Stellantis to focus on four brands in the future: Jeep, Ram, Peugeot and Fiat

Stellantis, the automotive giant with a portfolio that has more brands than some manufacturers have models, is reportedly changing its strategy and plans to treat only some of them with special attention. Specifically, according to new reports, the new strategy of CEO Antonio Filosa will direct most of the investments towards the Jeep, Ram, Peugeot and Fiat brands.

Such a decision would make sense from a strictly business perspective. Jeep and Ram remain the key source of profit, especially in North America, Peugeot is one of the strongest names of the group in Europe, while Fiat still has a significant influence in several markets and provides Stellantis with a presence in affordable segments, writes Autonews.

The fate of the other brands...The more interesting part of the plan concerns the fate of the others. Stellantis also owns Alfa Romeo, Citroen, Opel, DS, Lancia, Maserati and others, and it seems that none of them will have a decisive influence on important decisions. Not even Dodge gets a seat at the head table. Instead of shutting down completely, the alleged plan is to use many of those brands more selectively, in countries or segments where they still have commercial appeal.

So instead of each brand getting its own expensive and customized future and a significant slice of the investment pie, the second-tier brands could borrow platforms, powertrains and electronics from the favored four. That could mean more model renaming than loyal fans of individual brands would like, and the report suggests that such vehicles, tailored to local tastes, are one possible path.

Delaying the shutdown...However, it seems that these brands will at least survive, as Filosa reportedly does not want to start shutting them down, Reuters reports. Closing a car brand can save money, but reviving it later is difficult, expensive and often impossible.

Names like Lancia or Alfa Romeo, which were at one point considered written off, still carry heritage value, even if that heritage does not always pay the quarterly bills.

Financial pressures...The pressure on Stellantis is real. The company has lost market share in both the US and Europe as Chinese brands continue to expand. Like other manufacturers, it has recently suffered a huge financial blow related to the change in plans for electric vehicles, which highlights how quickly the market has moved away from previous assumptions.

That’s why common, multi-purpose platforms are more important now than ever. Cars that can support gasoline, hybrid and electric powertrains give manufacturers flexibility at a time when customers and regulators are not sticking to one script.

Stellantis' focus on its core brands has been a central theme since the merger between FCA and PSA, but the assertion that the company will only concentrate on Jeep, Ram, Peugeot, and Fiat is a simplistic interpretation of the current strategy.

While these four are the "giants" in terms of global volume and profit, Stellantis' official strategy (Dare Forward 2030 plan) is somewhat more complex:

1. The "global" volume brands...In fact, Jeep, Ram, Peugeot, and Fiat are the pillars of support. They receive the largest investment in marketing and product development because they dominate the world's largest markets (North America, Europe, and South America). Fiat, for example, is the group's number one brand in terms of worldwide sales volume.

2. The 10-Year Commitment...Stellantis CEO Carlos Tavares gave all 14 brands in the group a 10-year deadline (starting in 2021) to prove their viability and profitability. This includes brands that many considered "at risk," such as:

Alfa Romeo and Lancia: Undergoing a renaissance as premium/luxury brands with new electrified models.

Chrysler and Dodge: In full transition to the high-performance and convenience EV (electric vehicle) market in the US.

Opel/Vauxhall: Strengthening their position in Europe as a German design alternative.

3. Threat of Cuts...Recently, Stellantis' stance has hardened. Due to lower-than-expected financial results in the first half of 2024, Tavares stated that "if the brands don't make a profit, we will close them." This puts smaller brands under real pressure, but so far, none have been officially discontinued.

In summary...Although Stellantis focuses its resources where the return is highest (the four brands you mentioned), the group still maintains its plan to sustain a diversified portfolio, as long as each brand can justify its existence financially.