AUTONEWS

Neuromorphic chip lets autonomous vehicles dodge hazards 4x faster

On a dark night, a person suddenly appears in front of a moving car. It is a scene that often appears on programs that show the moment of a crash through dashcam footage. Even an Autonomous Driving car equipped with an advanced computer system can hardly avoid such an accident, but that could change. A technology that mimics the principle by which humans detect moving objects has been developed to dodge obstacles much faster than before.

Shuo Gao, a professor at Beihang University in China, and the research team said in Nature Communications on the 11th that they had "succeeded in capturing moving objects four times faster than conventional computer vision systems with a neuromorphic chip that mimics nerves." If Autonomous Driving cars, unmanned aerial vehicles (drones), and robots are equipped with this chip, they are expected to operate safely even in rapidly changing environments.

Mimicking the neural principle that detects moving objects...Autonomous Driving cars and drones have computer vision systems that serve as human eyes. They look for moving objects in camera footage and estimate where they will move. This is the process of detecting optical flow, the pattern of motion of objects within the video.

The problem is that processing optical flow causes the amount of information the computer software must compute to surge. That is because every pixel in every video frame must be processed. Even an Autonomous Driving car traveling at 80 kph can take up to 0.5 seconds to react to a hazard ahead. That is the time it takes the vehicle to travel about 13 more meters before coming to a complete stop.

For artificial systems to operate safely at home, on roads, or in operating rooms, their vision must be upgraded. Instead of improving software, the research team developed hardware that mimics human visual principles to solve the problem. The human brain can react to a danger in front of the eyes in just 0.15 seconds.

The reason the brain reacts to object motion faster than a cutting-edge computer is that it works on the principle of selecting and concentrating on information processing. A computer processes all the information captured by the camera, but the brain does not detect everything it sees. Visual information sent from the retina goes to the thalamus, which integrates sensory information. There, a part called the lateral geniculate nucleus delivers only signals about regions of interest where there is motion to the cerebrum. As visual signal processing speeds up, it becomes easier to catch or dodge an incoming ball.

The research team developed a synaptic transistor, a neuromorphic chip that remembers and processes information like a neuron (synapse). Instead of sending an entire scene to the main computer, this chip identifies key changes in the scene. If the brightness of any area changes over time, it is considered a region of interest where an object is moving. Because the computer needs to examine only this region of interest instead of the entire image, the whole vision system operates faster. It is similar to tracking only a friend's movement in a crowded street.

Proven effectiveness in Autonomous Driving cars, drones, and robots...The neuromorphic chip that processes visual information is fast. By detecting image changes within one ten-thousandth of a second, it is expected to dramatically improve the safety of Autonomous Driving cars and drones. Because it computes only regions of interest, it also consumes less power. That means longer battery life.

The research team said that equipping systems with the neuromorphic chip made video processing speeds on average 400% faster than conventional computer vision systems. Reaction speed increased fourfold. The team verified the effectiveness of a vision system equipped with the neuromorphic chip in various real-world environments.

In one experiment, for example, the time it took an Autonomous Driving car to detect a pedestrian, predict their movement, and react fell from 0.23 seconds to 0.035 seconds. At 80 kph, a 0.2-second reduction in reaction time can shorten the braking distance by 4.4 meters. Not only speed but accuracy also improved. In Autonomous Driving driving scenarios, accuracy improved by more than twofold (213.5%).

A drone also detected and avoided obstacles in the air using the same method. A robot hand immediately figured out how to grasp an object even when it moved. The success rate of catching fast-moving objects improved by as much as 740.9%. The research team said that with the neuromorphic chip, even small objects that move quickly, like a ping-pong ball, can be captured, making it highly useful in sports.

Researchers from Tsinghua University and Beijing Institute of Technology in China, the University of Hong Kong, the University of Cambridge in the United Kingdom, Northeastern University in the United States, and King Abdullah University of Science and Technology in Saudi Arabia also took part in this study. The team plans to move beyond laboratory settings and develop chips at scale for use in Autonomous Driving cars and industrial robots.

Professor Gao said, "If real-time video processing is possible, autonomous systems can efficiently perform complex tasks such as collision avoidance and object tracking," and noted, "Further research is needed to evaluate this vision system in a wider range of environments for commercialization."

Recent breakthroughs in neuromorphic (brain-inspired) chips have enabled autonomous vehicles (AVs) to detect and react to hazards up to four times faster than humans. Unlike traditional processors that analyze every pixel in a video frame, these chips are event-driven, activating only when they detect motion or changes in light.

Key performance benefits(below):

-Reduced reaction latency: In recent tests, detection and reaction times for pedestrians dropped from 0.23 seconds to just 0.035 seconds.

-Improved accuracy: Motion-related tasks and perception accuracy in self-driving scenarios improved by over 213.5%.

-Energy efficiency: These chips can reduce the energy required for data processing by up to 90% compared to traditional GPU-heavy systems, extending the range of electric autonomous vehicles.

-High-Speed tracking: The technology allows vehicles to capture and track small, fast-moving objects (like a ping-pong ball) that standard vision systems might miss.

How the technology works(below):

Inspired by the human lateral geniculate nucleus (LGN), these chips prioritize rapidly changing visual elements(below):

-Event-based cameras: Instead of scanning full frames, they deliver data only for individual pixels that change, drastically reducing data volume.

-Spiking neural networks (SNNs): Information is processed via discrete electrical "spikes," mimicking how biological neurons communicate.

-Local processing: By handling data "at the edge" (directly on the vehicle), they eliminate the need for cloud-based analysis, which is too slow for high-speed driving.

Industry adoption(below):

Major manufacturers and research teams are actively integrating this technology:

-Mercedes-Benz has partnered with Intel to use the Loihi 2 neuromorphic chip for faster traffic sign and lane recognition.

-Honda is collaborating with Mythic to develop analog neuromorphic systems-on-a-chip (SoCs) for next-generation safety.

-Tsinghua University and international researchers recently demonstrated these chips in various real-world autonomous scenarios, including drones and robotic arms.

by: Lee Young-wan

 

LAND ROVER

560 HP Land Rover Freelander ''made in China'' 2027 reveals the future

Land Rover is bringing back a familiar name, and this time it could change the direction of the brand in a big way. The Freelander is set to return, but it is not just a nostalgic revival. It is shaping up to be a modern crossover that blends British design with Chinese engineering, and that combination alone makes it worth paying attention to.

Recent spy images suggest that the upcoming Freelander shares some visual DNA with the current Defender. At first glance, the boxy proportions and upright stance feel very Defender like. But look closer and the differences start to stand out. The new model appears lower and more compact, especially in height, giving it a slightly more urban focused presence. The windshield pillars remain cleverly disguised, creating that floating roof effect Land Rover fans recognize, yet the side glass looks slimmer and more tightly packaged.

There is speculation that the rear design will include wide body colored pillars behind the back doors. That detail would echo earlier generations of the Freelander and even connect visually to models like the Discovery Sport. Push button door handles and mirrors mounted on dedicated bases reinforce its clean, modern direction. 

Up front, heavy camouflage hides most of the details, though narrow horizontal lighting elements are clearly visible. Around back, the upright tailgate and low mounted lights keep the overall design simple and squared off.

Under the skin, the story becomes even more interesting. The new Freelander is being developed in partnership with Chery. It will reportedly ride on the E0X platform, which already underpins models such as the Exlantix ET, Exlantix ES, Luxeed S7, and Luxeed R7. That architecture opens the door to electrified powertrains, and Chinese media reports suggest a hybrid setup delivering up to 560 horsepower. If that figure proves accurate, this would not just be a compact crossover. It would be one of the most powerful models ever to wear the Freelander badge.

The official debut is expected later this year. If Land Rover and Chery get the balance right between heritage styling and next generation performance, the Freelander could quietly become one of the most important crossovers in the brand’s modern lineup.

by Autonews

AUTONEWS

Stellantis: Controversial PureTech goes down in history, replaced by this engine from the group

After long-standing problems and a damaged reputation related to PureTech engines, Stellantis is making a clear move – the French engines are taking a back seat, and the Italian so-called FireFly engines are becoming key to the group's future in the face of Euro 7 standards.

The group has decided to definitively distance itself from the PureTech name, which has already been removed from commercial use. Although the engines developed in the French part of the company are now simply designated as "Turbo", internally they are still the same EB2 family. However, in practice, Stellantis no longer wants to associate the future with that name.

The new CEO Antonio Filosa is determined to close the chapter marked by controversies from the time of his predecessor Carlos Tavares. Filosa, who avoids media conflicts and negative publicity, has already taken concrete steps to restore the confidence of customers affected by problems with PureTech engines, but also with AdBlue systems. Compensation measures have been introduced for the affected owners, and now a strategic shift in the engine range itself is coming, writes Motor.es.

According to the latest decision, Stellantis is gradually abandoning the production of the disputed engines from the factory in Duvrino and is shifting its focus to the Italian FireFly family, which is produced in Termoli. These are engines that were once planned to be discontinued in the European market – Tavares even planned to withdraw them in favor of the PureTech, while they remained present primarily in Latin America. However, due to their proven reliability, plans have changed.

In the European range, the FireFly is currently installed in three models – the Alfa Romeo Tonale, the Fiat Pandino and the new Fiat 500 Hybrid, which is already available in some EU markets. The hybrid 500 was originally developed to alleviate the weaker sales of the fully electric version.

Stellantis has confirmed that it will extend the life of the FireFly engine and is already working on the technical improvements needed to comply with the Euro 7 standard. The first phase is planned to implement 48-volt mild hybrid (MHEV) technology. This is a significant investment that could ensure that the Italian engines remain on the market beyond 2030. An electrified dual-clutch automatic transmission is also being developed in parallel.

The FireFly engines, also known under the GSE designation, are available in a three-cylinder 1.0-liter engine version with 70 hp, as well as in a more powerful 1.5-liter turbocharged four-cylinder version that develops 130 or 160 hp – exactly the one installed in the Tonale.

It remains an open question whether Stellantis will go a step further than mild hybridization with the adaptation of the FireFly engine to the Euro 7 standard. Future developments are also possible in the direction of self-charging hybrids and even plug-in hybrid systems, which could compete with the most advanced powertrains on the market in terms of efficiency and performance.

Looking at the broader context, the decision to retain and modernize classic gasoline engines comes at a time when some manufacturers are slowing down full electrification due to weaker growth in demand for electric vehicles in Europe. Extending the life of the FireFly can also be seen as a pragmatic move in the transition period towards full electrification.

Emanuele Cappellano, Head of Enlarged Europe and European Brands at Stellantis, speaking at the automotive roundtable underway at the Ministry of Business and Made in Italy, confirmed that the GSE (Global Small Engine), known as FireFly, will be updated to the Euro 7 standard to ensure production beyond 2030.

This represents a breath of fresh air for the Termoli plant, following the end of the battery gigafactory project, and good news for a family of FCA-originated engines.

The GSE are a family of modular gasoline engines, featuring an aluminum structure and MultiAir technology.

They began their operational career in 2016 with their commercial debut in the South American markets and then in 2018 in Europe.

The versions on our market include the 1.0 T3 3-cylinder: turbocharged or naturally aspirated, the 1.3 T4 4-cylinder turbocharged, also used in plug-in hybrid systems, and the 1.5 T4 4-cylinder specifically for e-Hybrid systems (48V Mild Hybrid).

FireFly for Euro 7: Lower fuel consumption, lower emissions...The first pillar of the plan is updating the FireFly engine to meet Euro 7 requirements. The package includes, among other things, a reduction in displacement, more advanced combustion control, and the addition of a 48V mild hybrid system. The goal is clearly stated: reduce fuel consumption and emissions, especially in city traffic, while maintaining performance and reliability. The Euro 7 issue isn't just a matter of paper.

The plan assumes meeting emissions requirements in real-world driving conditions and the need for more advanced emission control solutions. This is the moment when the engine will run cleaner, not just in the laboratory (where everyone excels).

Termoli as an e-DCT center: production from 2026 and a target of over 300,000 units per year...The second pillar is reshaping the role of the Termoli plant, which is intended to become a production center for new e-DCT (dual-clutch) transmissions for the group's electrified models. Production of these components is scheduled to begin in 2026, with a target of over 300,000 units per year. This volume is intended to ensure business continuity and strengthen the plant's position in the automotive supply chain in Italy and Europe.

In practice, this isn't just a "new production line," but an attempt to refocus the factory on components needed for electrified vehicles. The more hybrids are introduced into the product range, the more important transmissions, electronics, and drivetrain integration become.

Why 48V: Offer flexibility instead of playing the game...The third pillar is commercial flexibility, which results from combining a modernized combustion engine with a hybrid drivetrain. Stellantis aims to maintain a competitive offering where demand for hybrids remains high, without completely abandoning combustion technology in favor of exclusively electric vehicles. This approach is also intended to reduce risk at a time when the energy transition is causing uncertainty throughout the industry.

The 48V system is presented here as a pragmatic choice: it offers tangible benefits in terms of energy recovery and reduced fuel consumption, while not requiring as large an investment as a direct transition to full hybrids or fully electric platforms. In short: fewer revolutions on the slides, more impact on everyday driving (especially in cities).

Consequences for the region and a predictable dispute...For the local industry, combining the continuity of production in Termoli with the launch of e-DCT transmission production is crucial. The plan emphasizes that this will strengthen employment stability and support a network of local suppliers, which is important at a time when the transition to electric drives is raising concerns in regions traditionally associated with the automotive industry. Reactions are described as highly polarized.

Environmental organizations and some politicians express concern that extending the life of combustion technology (even in its electrified version) could slow the decarbonization of the vehicle fleet. Trade unions and local authorities, on the other hand, view the decision positively, viewing it as a tool to protect jobs and maintain specialized industrial skills.

Models that use them...Global Small Engines are important for several Group brands. Fiat has used or uses them in the 500 (1.0 Mild Hybrid), Panda (1.0 Mild Hybrid), 500X (1.0 T3 and 1.5 e-Hybrid), and Tipo (1.5 e-Hybrid).

Jeep uses them in the Renegade and Compass (1.0 T3, 1.3 T4 Plug-in, and 1.5 e-Hybrid), and Alfa Romeo uses them in the Tonale (1.5 e-Hybrid and 1.3 T4 4-cylinder turbo).

With the new prospects, the FireFly could replace the less-than-favorite (by customers) French-made 1.2 PureTech engines on a larger scale within the group. A new lease of life in the medium term that could change the balance of power within Stellantis.

by Autonews

 

AUTONEWS

Rethinking rush hour with vehicle automation

It's often the worst part of many people's day—bottlenecked, rush-hour traffic. When the daily commute backs up, drivers lose time, burn fuel and waste energy. Researchers at the U.S. Department of Energy's National Transportation Research Center at Oak Ridge National Laboratory are tackling this problem with cooperative driving automation (CDA), an emerging technology that allows vehicles and traffic infrastructure to communicate, keeping traffic flowing efficiently and safely.

Working in partnership with Argonne National Laboratory, Lawrence Berkeley National Laboratory and the National Laboratory of the Rockies, ORNL brings a unique advantage with the Connected and Automated Vehicle Environment Laboratory (CAVE lab). This immersive facility allows scientists to place real vehicles into virtual traffic scenarios, aiming to represent a digital twin of the real-world interaction between drivers and the environment.

Paired with ORNL's Real-Sim anything-in-the-loop (XIL) platform, a system that connects vehicle hardware and sensors to virtual traffic environments, researchers can link vehicle controls directly to realistic traffic simulations. This allows them to model how traffic patterns and infrastructure interact.

"Autonomous driving often brings to mind self-driving vehicles," said Adian Cook, ORNL's lead researcher on the project, "but there's also a significant infrastructure piece, such as intelligent signal control or cooperative infrastructure. For example, traffic lights can have optimized signals that may also interact directly with connected vehicles to keep traffic moving along."

For the project, the four national laboratories divided the research into categories aligned with each laboratory's strengths, based on real-world mobility challenges. ORNL addressed cooperative merging, using the CAVE lab and Real-Sim XIL to develop and test algorithms that smooth the unpredictable stops and starts of human drivers. ANL led car-following studies leveraging a developed XIL framework, with live demonstrations occurring on controlled onsite roadways.

Researchers from ORNL use the CAVE lab to place real vehicles in a virtual simulation, testing merging patterns to improve traffic flow. Credit: ORNL, U.S. Dept. of Energy

Berkeley Lab advanced modeling and field-test integration through Digital Twin and Vehicle-in-the-Loop evaluations to quantify traffic flow and energy impacts. NLR developed a scalable cellular vehicle-to-everything co-simulation framework to assess communication performance and evaluate the energy- and fuel-saving potential of coordinated vehicle operations such as platooning.

"When looking at merging, you get these weird bottlenecks because people are braking and making sudden moves that disrupt the flow," Cook said. "With CDA, infrastructure can coordinate with vehicles and traffic patterns to keep everything moving smoothly."

This collaboration not only focused on the technical challenges but also demonstrated how inter-laboratory teamwork accelerates innovation. "We met regularly and delivered as a team," Cook said. "You can get a lot more done with the same amount of time when each group focuses on what it does the best."

For their efforts, the team earned DOE's Vehicle Technologies Office Team Award for Outstanding Collaboration, presented at the 2025 VTO Annual Merit Review in Arlington, Virginia. They were recognized for collaboration between laboratories and projects to advance the understanding and implementation of CDA.

The payoff goes beyond smoother commutes; it also helps save energy.

"If you're getting through intersections quicker and there's less idle time, you're burning less fuel," Cook said. "Our goal in this project is to optimize energy and overall traffic efficiency."

This work positions the U.S. to shape the next generation of intelligent transportation systems, reducing bottlenecks and frustrations on America's roadways.

Provided by Oak Ridge National Laboratory 

 

CATERHAM

2026 Caterham Seven

British carmaker Caterham has announced a series of visual and interior changes for its iconic Seven, while keeping prices the same across the range.

The changes for the 2026 model year focus on keeping the Seven fresh, while improving standard equipment. On the outside, a "Clear Lens Pack" gives the round headlights a more modern look, while their housings and roll bar have a body-coloured finish instead of black.

In addition, Caterham has expanded the colour range with eight new options, which include standard shades Poppy Red and Blacksmith, premium Earl Grade and exclusive Sunset Riot, Heritage Sage, Chainmail Silver, Viola Parsifae and Ice Forest Green. The latter is used for the first time on the all-electric Project V.

The interior is enhanced with a new pair of leather seats for the S-Pack (optional for the R-Pack) with Seven stitching on the backrest. In addition, S and R-Pack models come standard with a black leather roof.

There are a few free options, including a sportier 620 nose cone that can be fitted to all Seven variants, along with amber turn signals, black or chrome headlight housings and rear roll bars.

The powertrain range consists of a turbocharged 660cc Suzuki engine and a 2.0-litre Ford Duratec engine, both naturally aspirated and supercharged. Power output ranges from 85bhp in the entry-level Seven 170 to a whopping 314bhp in the flagship Seven 620.

by Autonews

TUNNING

AC Schnitzer BMW i5

AC Schnitzer also offers a wide range for the BMW i5. The tuning program tailored to the all-electric G60 is shown here on the M Performance model, but is also compatible with the lower-spec versions.

Most of these upgrades can also be installed just as easily on the more practical i5 Touring, whether in M60 edition or not.

AC Schnitzer has unveiled an aerodynamic package for the all-electric BMW i5. This kit is compatible with all versions of the model and focuses exclusively on improving its visual appeal.

The package includes a front splitter, side skirts, a trunk lid spoiler, and an additional roof spoiler. According to the manufacturer, these components are integrated with exceptional care, resulting in a look very similar to the original parts.

These modifications are purely aesthetic; no changes have been made to the electric drive system. For gasoline and diesel BMW 5 Series models, the company offers not only the exterior package but also engine tuning options.

As the BMW blog notes, the Aachen-based tuning company hasn’t gone overboard with the modifications. The front splitter is relatively subtle, while the side skirts stick out enough to make their presence felt. At the rear, the spoiler on the boot lid looks like it was factory-installed. Similarly, the roof spoiler gives the impression of an upgrade straight from the M Performance Parts catalog.

There are also new springs (the car is lowered by 25 mm), which give the sedan a more aggressive stance. For added visual drama, optional spacers widen the front and rear track by 20 mm.

Let’s face it: the rise of electric vehicles is making it increasingly difficult for the aftermarket scene to generate the same profits it enjoyed during the golden age of tuning. Not being able to work on a combustion engine greatly limits a tuner’s traditional areas of expertise. That said, there’s more to a car than its powertrain, and plenty of other components can still be customized by third parties.

Case in point, AC Schnitzer offers extensive support for the BMW i5, even though it obviously lacks a gasoline or diesel engine. The tuning program tailored to the all-electric G60 is shown here on the M Performance model, but it’s also compatible with the lesser versions. Likewise, most of these upgrades can be installed just as easily on the more practical i5 Touring, whether in M60 guise or not.

If you believe less is more, the good news is the Aachen-based company didn’t go overboard with the modifications. The front splitter is relatively subtle, while the side skirts protrude just enough to make their presence felt. At the back, the trunk lid spoiler looks like it was installed from the factory.

New alloy wheels are also offered, with sizes up to 21 inches. There are options with 19 and 20 inches in a two-tone finish. The suspension has been lowered by approximately 2.5 centimeters, which should improve dynamic handling. In addition, spacers can be installed to widen the track by approximately 2 centimeters.

AC Schnitzer also forgoes the stock wheels in favor of its own set of 21-inch wheels, shown here in a silver and black finish. A two-tone option is available on request, as are smaller 19- and 20-inch wheels for those who value comfort over aesthetics.

AC Schnitzer also ditches the original wheels in favor of its own 21-inch set, shown here in silver and black finishes. A two-tone option is available upon request, as are smaller 19- and 20-inch alloys for those who prioritize comfort over outright aesthetics. Suspension lowering springs, dropping the ride height by 25 millimeters, give the sedan a more aggressive stance and should also sharpen the handling. For added visual drama, optional wheel spacers widen both the front and rear tracks by 20 millimeters.

These are all tasteful modifications that stop short of excess, offering just enough to make this i5 stand out from the standard BMW version. If you prefer a combustion-powered 5 Series, AC Schnitzer also offers power upgrades for gasoline and diesel engines to complement the cosmetic changes. And for those fortunate enough to have an M5 G90 or G99 in the garage, the tuner is more than happy to work its magic on the V8.

The i5 M60 xDrive donor car is the most powerful electric version in the 5-Series lineup. Straight from the factory, it’s equipped with dual electric motors delivering a combined 593 hp (445 kW / 601 hp) and 820 Nm (605 lb-ft) of torque.

Still, AC Schnitzer insists that’s “not enough” for its tuning team. Even so, it’s unlikely they’ll venture into performance upgrades for the EV, instead reserving those efforts for the internal combustion models, including the upcoming M5.

As for the cost of dressing up the i5, the upgrades are mostly shared with the standard 5-Series. The front splitter is priced at €1,290 ($1,500), while the side skirts come in at €840 ($1,000). The roof spoiler adds €490 ($580), and the subtle rear lip spoiler another €540 ($640).

Wheels represent the biggest investment, potentially adding up to €5,390 ($7,700) depending on spec. Additional parts include spacers at €486 ($580) and lowering springs priced at €581 ($830).

Overall, this new kit gives an idea of ​​what an electric sports car could look like in 2026, should this stylistic direction move into mass production.

Autonews

AUTONEWS

The psychology of self-driving cars: Why the technology doesn't suit human brains

Cars with self-driving features are supposed to promise a safer and more convenient future. But there's a problem: human brains weren't designed for the strange new role these vehicles demand of us.

According to Professor of Engineering Psychology Ronald McLeod, cars with autonomous features place unprecedented psychological demands on drivers—demands we are currently drastically unprepared for. McLeod is a world-renowned Human Factors specialist, which involves analyzing and understanding how humans interact with various autonomous systems, from industrial machines to aircraft systems.

In his book "Transitioning to Autonomy", Professor McLeod draws on decades of research into how humans interact with automated systems. But it was his personal experience buying a new car with autonomous features that really opened his eyes to the scale of the problem.

"I was handed the keys with no training whatsoever and let loose into Glasgow rush-hour traffic," he recalls. "No research ethics committee would ever allow such an experiment, yet this is happening to drivers every day around the world."

Most cars manufactured today feature at least some level of driver support technology, and in fact some driving assistance technology is now mandatory in new cars, with the intention of reducing accidents caused by human error. These include lane assistance technology to keep cars driving straight without steering, automatic braking and road sign scanning to ensure you are driving at the correct speed.

The driver's dilemma...The issue lies in a fundamental shift in thinking that most of us would not recognize. When autonomous features engage, drivers do not simply become passengers—they become something far more challenging: supervisory controllers. Instead of actively steering and accelerating, they must monitor the system's ongoing performance and stand ready to intervene at a moment's notice.

This creates what psychologists call a "vigilance task"—maintaining attention during periods of low activity. And, it is something humans are notoriously bad at.

"We're not capable of consciously paying continuous attention for more than relatively short periods," Professor McLeod explains. "Yet that's exactly what these systems expect of us."

The cognitive load is actually higher than manual driving in many ways. Drivers must maintain a mental model of what the car is currently doing and is capable of doing and its limits, assess whether the car is aware of hazards the driver can see, and make split-second decisions about when to intervene—all while having minimal direct engagement with the physical driving task.

These challenges are exacerbated by variability in people's abilities, influenced by factors such as age, experience, personality and fatigue.

When trust breaks down...Professor McLeod describes the unsettling experience of approaching slow-moving traffic while his car maintained speed.

"I could see the hazard ahead, but had no way of knowing if the vehicle was aware of it," he says. "That uncertainty creates anxiety—how long should I wait before taking control?"

He uses this example to highlight a crucial design flaw: current interfaces in modern cars often fail to communicate the system's "awareness" to drivers. Critical information about the car's mode, capabilities and its limitations are often buried in dense user manuals or poorly displayed on dashboards.

"Automation changes the role of the people involved. New technology with no training, or even no warning, leaves humans guessing and often failing to adapt—which can cause safety incidents. It is not sufficient simply to rely on a driver's experience of driving manually as the basis for supervising an autonomous system: the roles are fundamentally different."

The changes required...It isn't just cars and drivers—the relationship with autonomous systems and supervisors is changing across aviation, industry and beyond at a staggering pace.

Professor McLeod uses his personal experience transitioning to a self-driving car to highlight broader psychological challenges in human supervisory control which are systemic across industry and society.

Professor McLeod draws parallels with incidents including the Boeing 737 MAX crashes, maritime accidents, nuclear power failures, railway mishaps, and even Wimbledon's electronic line-calling system. He uses these examples to underscore a recurring issue: insufficient attention by designers, regulators, and users of automated systems to the psychological demands placed on humans tasked with monitoring and intervening.

"There's a seeming inability among organizations to recognize how new systems change the demands placed on humans," Professor McLeod suggests.

The solution isn't to abandon autonomous vehicles, he says, but to fundamentally rethink how we introduce them. Professor McLeod advocates for simulation-based training, clearer interfaces that communicate system status and potentially updated driving tests that assess supervisory control skills.

"We need to treat the psychological dimension as seriously as hardware and software engineering," he argues. "Autonomous features cannot be considered a 'bolt-on'—the entire user experience must be redesigned around the new cognitive demands.

"Without a fundamental change in mindset, there's going to be a great deal of suffering and misery before the safer world we're promised is realized."

Current technology often doesn't suit the human brain because our biology evolved for physical survival in natural environments, while modern digital tools operate at a speed and scale that surpass our inherited cognitive limits.

The main reasons for this incompatibility include(below):

-Old hardware vs. modern software: The human brain has been shaped for thousands of years to handle physical challenges (hunting, gathering, predators), but now it tries to process billions of bytes of information daily. This overload keeps the brain in a constant state of "emergency," resulting in anxiety and mental exhaustion.

-"Surveillance" and the Supervisory Role: In technologies like self-driving cars, the human goes from active operator to "supervisory controller." The human brain is notoriously bad at maintaining full attention on low-activity tasks for extended periods, which creates a paradoxically higher cognitive load and generates anxiety due to system uncertainty.

-Attention hijacking (Bio-Hacking): Many digital applications are designed to exploit flaws in biological design, using dopamine triggers (such as notifications and likes) to capture attention. This has resulted in a drastic reduction in our ability to focus; studies indicate that the average attention span has dropped from 3 minutes in 2000 to about 40 seconds today.

-Inefficient multitasking: While computers perform excellent parallel processing, the human brain is optimized for "single-tasking." Quickly switching between tasks is the most expensive mental operation for us, impairing executive performance and decreasing the integrity of gray matter in the cortex.

-The "Google Effect" on Memory: Because our brain filters what is "important" for survival, it tends to discard information it knows is stored digitally (such as phone numbers or trivial facts), weakening our long-term memory capabilities. 

While cognitive training programs and specific games can bring benefits, the fundamental mismatch lies in attempting to force a slow, analog biology to operate at a high-frequency, digital pace.

Provided by Taylor & Francis