AUTONEWS

HydroGym trains, assesses AI for actively controlling fluid dynamics

A platform for training and comparing machine learning models for actively reducing drag, improving lift, cutting noise and managing heat has been launched by an international team including researchers at the University of Washington, University of Michigan Engineering, RWTH Aachen University and the Technical University of Munich.

“Fluid flows are central to several trillion-dollar industries, including energy, transportation, health and defense. An improved ability to understand and control these flows could have an immense economic and ecological impact, helping us to enable a better future,” said Steven Brunton, senior co-corresponding author of the study in Nature and the Boeing Professor in AI & Data-Driven Engineering within UW mechanical engineering. 

The large number of variables typically makes it impossible to directly calculate fluid behaviors in realistic scenarios. Now, the international team has built a platform focused on solving this problem through reinforcement learning, a form of machine learning that has already revolutionized fields like protein folding and nuclear fusion by training AI agents through interactions with their environments.

Proving ground for reinforcement learning controllers...By incorporating physics knowledge into the training of AI agents that actively modify fluid flows over surfaces, the new platform reduced the amount of trial-and-error needed to optimize reinforcement learning control strategies by as much as 65%. Called HydroGym, it also compares control strategies on a level playing field, helping identify the best available approaches for solving problems such as improving the efficiency of airplanes and wind turbines, making jet engines quieter and cooling supercomputers.

“I hope this helps move the field from individual demonstrations towards a more systematic and collaborative approach to discovering general principles for controlling complex flows,” said Christian Lagemann, first author of the study and former postdoctoral researcher at UW under Brunton, the HydroGym principal investigator.

“Instead of developing controllers for isolated flow problems with no common framework for comparison, we can now study how control strategies transfer across different geometric shapes and types of flow, or train in inexpensive surrogate environments and test in much more realistic scenarios.”

HydroGym focuses on training and testing active methods for controlling fluid flows, such as shape morphing, tiny flaps or spinning elements, or systems of jets that counter or redirect turbulence. Its development was primarily funded by the U.S. National Science Foundation and the Boeing Co., with additional funding from the University of Michigan and others.

From simple flows to realistic applications...In one demonstration, the team explored how a channel formed of two flat surfaces, peppered with holes like air hockey tables, could keep surface friction to a minimum. They trained a machine learning model to control the air entering and exiting the holes, disrupting the turbulent flows that increase friction while always keeping the incoming and outgoing air in balance.

The researchers then applied the controller to a much more complex scenario: a section of a simulated airplane wing. It reduced the surface friction across the wing by 38% and the overall drag by 11%, while training in a simpler scenario was 100 times faster and 10,000 times cheaper than training directly on the wing. 

Open cavity flow modeled in HydroGym, displaying rolling shear layers over the cavity and strong circular flows inside it. This environment tests reinforcement learning agents on stabilizing acoustic and pressure oscillations. Credit: Christian Lagemann, University of Washington

“One of the key findings is zero-shot transfer: in other words, learning in simple geometries to distill the key physics, and deploying the models in very complex geometries with very high control performance,” said Ricardo Vinuesa, co-corresponding author of the study and a U-M associate professor of aerospace engineering. 

He served as co-principal investigator of the HydroGym project with Wolfgang Schröder, professor of fluid mechanics at RWTH Aachen, and Nikolaus Adams, professor of aerodynamics and fluid mechanics at TUM.

The ability to apply the model to a new situation without additional training indicates the potential for progress toward a single model of fluid dynamics—one that captures enough physics to apply to different levels of turbulence, on any surface shape, and to liquid and gas flows or even a mixture of the two.

HydroGym is not restricted to models that run as one central “brain.” It can also train and test distributed control systems in which individual controllers manage regions of a surface while coordinating with their neighbors. This is important because on large surfaces, there is too much information for a centralized model to manage. A system of smaller controllers, trained through multi-agent reinforcement learning, takes advantage of the fact that though the flow may differ in time and space, it follows the same rules over the whole surface.

Rather than drawing from historical datasets for model training, HydroGym generates simulated datasets on the fly, enabling users to choose from multiple physics modeling strategies, including lattice Boltzmann, finite-volume, spectral-element and finite-element. Because several of these solvers—including JAX-Fluids—support automatic differentiation, they can be embedded directly into HydroGym’s training loop, opening the door to gradient-based and hybrid optimization strategies alongside standard reinforcement learning. 

Latest news and developments...The team prepared more than 60 testing environments—with various control strategies, surfaces and flows—in which HydroGym users can train their models and compare them against the competition. HydroGym’s code, documentation and full set of environments are freely available on GitHub, and the team is actively growing the platform together with the wider fluid-dynamics community.

University of Washington, University of Michigan Engineering, RWTH Aachen University and the Technical University of Munich

 

TOYOTA

New Toyota Hilux

The Toyota Hilux, one of the most famous and durable pickup models on the planet, has officially arrived on the Serbian market in its ninth generation. The model, which has been produced for more than seven decades and has sold over 27 million units worldwide, now brings a completely refreshed design, a modernized interior, advanced safety systems and, for the first time in history, a hybrid powertrain.

Despite numerous innovations, the Hilux has retained its key values ​​on which the myth was built - uncompromising quality, extreme durability and superior reliability. There are cars that change radically with each generation, and there are those that remain faithful to their original philosophy that made them a legend. The Toyota Hilux belongs to the latter group. The new model, which is now available to customers in Serbia, brings one of the greatest evolutions in its long history.

The biggest evolution in history...Engineers have managed to combine the recognizable robustness and extraordinary off-road capabilities with a significantly higher level of comfort, cutting-edge technology and smart electrification. The Japanese manufacturer proudly claims that before us is the same, indestructible Hilux, only more capable than ever before.

The new model was developed around Toyota's proven philosophy of quality, durability and reliability. At the same time, the ninth generation also brings a completely new design. The front is dominated by new narrow LED lights characteristic of sports cars, connected by a recognizable brand inscription, while the wide hexagonal radiator grille in body color further emphasizes the strong character of the vehicle, regardless of whether you are in the city center or in deep mud.

So nothing fundamentally different then? Not massively. The 2.8-litre 4cyl diesel engine with 48v mild hybrid assistance is your only option and like before it’s good for 201bhp at 3,400rpm and 369lb ft between 1,600 and 2,800rpm. Having said that, Toyota claims it’s marginally quieter and smoother than before, with fuel economy creeping up to 28.8-29.1mpg and CO2 falling slightly to 254-258g/km. No manual this time – it’s a six-speed auto only now.

It’ll accelerate from 0-62mph in 11.9 seconds, which is nearly three whole seconds slower than the electric one.

The new Hilux is equipped with a 2.8L direct-injection clean diesel engine (1GD-FTV). Paired with a six-speed automatic transmission (6 Super ECT), it achieves fuel efficiency and powerful acceleration during takeoff while also ensuring a quiet ride.

A part-time 4WD system has been adopted that allows the driving mode to be selected simply by operating the transfer case switch. It comes standard with Multi-Terrain Select and Multi-Terrain Monitor, ensuring excellent off-road performance across a wide range of road conditions.

The biggest change comes from the inside...It is available with a powerful 2.8L diesel engine enriched with hybrid 48V technology. This advanced system combines the proven diesel engine with an electric motor-generator, a 48V lithium-ion battery and a DC-DC converter. The powertrain delivers 204 horsepower and an impressive 500 Nm of torque. In practice, electrification brings significantly smoother and quieter starting, more refined start-stop system operation and smart regenerative braking that effectively returns kinetic energy during deceleration directly to the battery.

However, with the Hilux, electrification was never meant to mean a compromise in performance. The new hybrid retains permanent all-wheel drive, a top payload of more than one ton and an impressive ability to tow a trailer with brakes of up to 3,500 kilograms. For rough off-road driving, “Multi-Terrain Select” is responsible, a smart system that adapts the vehicle’s behavior to a wide variety of surfaces such as sand, mud, rocks, dust and deep snow. At the same time, the Hilux retains its rugged off-road capabilities with a ground clearance of 309 millimeters and the ability to pass through water up to 700 millimeters deep.

Although it has always been an absolute synonym for Spartan durability, the new model shows that robustness and high comfort are no longer opposing categories. The completely new interior is directly inspired by the design of the new Land Cruiser, bringing noticeably higher quality materials, significantly more storage space and a more modern digital cockpit. The driver has at his disposal a fully digital instrument panel of up to 12.3 inches and a central multimedia screen of the same size, while support for Apple CarPlay and Android Auto, wireless phone charging and seat heating have become the standard of luxury in a pickup. On the Serbian market, the new Hilux Hybrid 48V is available in four rich equipment levels – Comfort, City, Adventure and Invincible. 

Prices start at 54,900 euros (promotional price) for the entry-level Comfort equipment package. The very top of the range is the most luxurious Invincible version, for which domestic buyers have to set aside around 71,900 euros. The fully electric version costs from 73,900 euros.

Autonews

 

HONDA

Honda NX500 2026: a multi-purpose crossover

There is a growing demand for versatile motorcycles capable of meeting the increasingly diverse needs of their riders. This trend requires constant refinement to incorporate new technologies without compromising the defining characteristics that made the preceding models so successful.

The Honda NX 500 embodies this concept perfectly, introducing significant technical and stylistic advancements over the acclaimed CB 500X—a model that, since its launch over a decade ago, has earned widespread acclaim for combining versatility, mechanical reliability, and excellent performance.

A key feature is the 471cc, DOHC, eight-valve twin-cylinder engine—carried over from the CB 500X to the new NX 500 but retuned for improved performance. The chassis also underwent targeted refinements designed to enhance agility while preserving the bike's fundamental handling characteristics.

The decision to name the new model "NX" highlights its fresh identity, characterized by a more aggressive look, advanced technology, and a wide range of detailed improvements.

The Honda NX 500 reaches a new level of dynamic efficiency and features a design that reflects this evolution, yet it remains an ideal entry point into the Adventure segment, paving the way for new riders to step up to larger-displacement motorcycles.

Here is another motorcycle with a track record in the market: the NX500, launched in 2024 as the successor to the former CB500X.

The Japanese brand revived the "NX" designation to evoke the legendary Dominator, adopting a concept dubbed "New X-Over."

The technical foundation remained largely the same as the CBX, though with specific modifications across several areas. Honda managed to reduce the total weight by 3 kilograms, primarily thanks to new five-spoke alloy wheels, which shaved off 1.5 kg. They also fine-tuned the suspension, utilizing the well-known Showa components.

The 471cc twin-cylinder engine also remained mechanically unchanged, aside from the modifications required for Euro 5+ homologation. In terms of electronics, the NX500 took a significant step forward by adopting the HSTC traction control system, which could be deactivated via a dedicated handlebar button.

Furthermore, the Japanese giant incorporated a 5-inch TFT display featuring the Honda RoadSync connectivity system, paired with a new handlebar control.

Braking duties were handled by dual 296mm front discs with Nissin calipers. It is also worth noting that the innovative E-Clutch automatic clutch system is expected to be added in 2026.

In terms of dynamics, the Honda NX500 confirms the Japanese manufacturer's mastery in creating versatile, highly practical motorcycles. The twin-cylinder engine is a model of smoothness and refinement, offering a linear and predictable feel that leads most riders to describe it as "pure smoothness."

This engine stands out not only for its consistent power delivery across the entire rev range—as demonstrated by Dynojet measurements—but also for its excellent efficiency; With real-world fuel consumption of under 4 liters per 100 kilometers, the range easily exceeds 400 km, making it an excellent companion for long-distance adventures.

Once seated, the 825 mm seat is very accessible thanks to its narrow profile, allowing riders of various heights to reach the ground securely. The ergonomics are natural and relaxed, with the windscreen offering adequate aerodynamic protection on highways, although it may feel a bit narrow at shoulder height.

On the open road, the NX 500 feels much lighter than its 199 kg weight suggests, displaying enviable agility and exceptional maneuverability in city traffic and on winding roads. Much of this agility is due to the chassis design and the generous steering lock, which makes maneuvering in tight spaces and navigating traffic easy.

The Showa suspension has a slightly firm setup, providing stability and precision on paved roads, though it falls short on impact absorption when leaving the tarmac. However, considering the 19-inch front wheel and alloy rims, it is clear that the NX's off-road capabilities are geared more toward occasional use on light dirt trails.

In this off-road environment, the ability to disable traction control is welcome, but the option to do the same with the rear ABS is sorely missed. The brakes, for their part, offer firm and reliable stopping power that matches the bike's performance.

In short, the Honda NX 500 performs like an all-around machine: it is smooth and economical for daily use, stable and fun on back roads, and capable enough off-road that we don't have to turn back when our adventure takes us onto unpaved sections.

by: Autonews

 

AUTONEWS

Modern cars feature expensive equipment that few drivers use or appreciate

From safety systems designed to protect occupants during crashes to solutions aimed at preventing accidents—such as those protecting pedestrians and cyclists approaching from the front or rear, or preventing collisions with a car ahead that brakes suddenly while the driver is distracted—modern vehicles are packed with features that enhance comfort or save lives by reducing both the frequency and severity of accidents. However, many drivers choose not to use these systems to avoid being annoyed.

A study conducted by Censuswide surveyed 1,350 British drivers in the summer of 2026 to determine which safety and driver-assistance features they used regularly and which ones they disabled to avoid the discomfort of constant audible warnings, steering wheel vibrations, or visual alerts. Many drivers opt to turn off these warnings—even those with unquestionable utility, such as alerts for signs of drowsiness—thereby endangering both their passengers and oncoming traffic.

The study was commissioned by the Dick Lovett Group, one of the UK's largest automotive retail groups. It found that, despite driving vehicles equipped with adaptive cruise control, 25.9% of users prefer to switch it off. Furthermore, as many as 7% do not even know how to activate the system should they need it.

Highly useful systems—such as lane-centering technology that prevents accidents caused by inattention, or emergency braking that stops the car to avoid collisions when the driver is distracted—are not properly appreciated. This lack of appreciation explains why 18% of drivers disable the former and 21.3% deactivate the latter. Regarding systems like voice assistants—which are becoming increasingly functional and efficient—17.8% of users do not use them; meanwhile, 17.1% shun augmented reality head-up displays, and 7% do not know how they work or how to activate them. Even a clear comfort feature like massage seats—which are not standard equipment in 67.3% of vehicles—is used in only 22.4% of the cars actually equipped with them.

Among the most popular features, some of the simplest and least expensive solutions stand out: Bluetooth (for connecting mobile phones to the car) is considered essential by 58.3% of users, and 45.7% admit to regularly using rearview cameras. While 44.5% of respondents state they rely on navigation systems to reach their destinations, only 27.3% use driving modes—settings that can make the vehicle more comfortable and fuel-efficient in one mode, or sportier, faster, and more fuel-hungry in another.

The study concludes, therefore, that most drivers actually pay for features they neither appreciate nor use—sometimes because they do not understand how the systems work or how to turn them on. Furthermore, safety and driver-assistance systems are not valued by those behind the wheel, even though their lives—and the lives of their loved ones—might one day depend on them.

AUTONEWS

Tailored surface vibrations to improve aerodynamic performance in passenger jets

A passenger jet soars across the sky at 640 mph, its wings pummeled with wind and boundary-layer turbulence, challenging the plane’s operation and efficiency.

Advancing research from Mahmoud I. Hussein aims to prevent that turbulence with engineered microscopic vibrations from synthetic, subsurface materials that can dramatically improve fuel efficiency.

Cutting down the fuel usage...Ever since the dawn of flight, making a plane faster and cleaner meant reinventing its silhouette or changing its shape. But the new study suggests that it is not entirely the case, and there are other new ways also. In this work, aerospace engineers are instead modifying the material under the aircraft’s skin to neutralize turbulence at the source before it ever rattles the wing.

The key is using synthetic, subsurface materials to generate microscopic vibrations that stop turbulence in its tracks and slash aerodynamic drag. 

At 640 mph, air pummels an aircraft’s surface to create a turbulent boundary layer that acts like an invisible anchor, forcing engines to burn more fuel. This new technology could dampen chaotic friction to cut carbon emissions and save commercial airlines billions of dollars on flights that consume over 10,000 gallons of fuel per cross-country trip. 

“The prevailing paradigm since the beginning of aviation is to control drag by only shaping the vehicle,” said Mahmoud I. Hussein, professor of aerospace engineering at CU Boulder. “Now we have a new concept to influence surface drag using materials that can dynamically interact with the airflow, enhancing the vehicle performance in an unprecedented manner,” the lead researcher added.

Decade-long work...Basically, researchers are looking to phonons, which are tiny, subatomic-scale vibrations trapped inside the physical structure of a material. 

Hussein started working on the concept of “phononic subsurfaces” (PSubs) a decade ago. These tiny subsurface structures absorb energy from passing wind and flex ever so slightly, sending out-of-phase vibrations back to the surface. The resulting microscopic ripple smooths the flow passively without heavy motors or complex moving parts. 

Early phononic subsurface prototypes were limited to targeting a single, precise vibration frequency, making them ineffective against the chaotic spectrum of real-world turbulence. 

In two papers published in Physical Review X and Proceedings of the Royal Society A, the team resolved these legacy issues by introducing super-resonance and scatterless interference. 

Commercial planes consume over 10,000 gallons of jet fuel on a single cross-country trip, so improvements in fuel economy could lead to big savings for airlines.

In new papers published in Physical Review X and Proceedings of the Royal Society A, Hussein and his team report dual discoveries that bring the research closer to reality: super-resonance and scatterless interference.

Visualization of super resonance on a coiled phononic structure(image above) Credit: Hussein et al./ CU Boulder

“The prevailing paradigm since the beginning of aviation is to control drag by only shaping the vehicle. Now we have a new concept to influence surface drag using materials that can dynamically interact with the airflow, enhancing the vehicle performance in an unprecedented manner,” said Hussein, a professor in the Ann and H.J. Smead Department of Aerospace Engineering Sciences at the University of Colorado Boulder.

Hussein also has a courtesy appointment in the Department of Physics and an affiliation with the Materials Science and Engineering Program.

His research focuses on phonons—tiny vibrations within the material itself, rather than the conventional vibrations of an entire structure. Although such movements are incredibly tiny, their effect is not.

Harnessing and controlling these internal vibrations is the basis of the emerging field of phononics, which Hussein has helped develop since its early stages more than two decades ago. In 2011, he co-founded the Phononics 20xx conference series, which has grown into a leading international forum for the field.

In 2015, he introduced the concept phononic subsurfaces (PSubs), materials that can passively manipulate vibrations on surfaces interacting with a fluid flow. Since then, PSubs have been designed―by his group and other researchers around the world―to operate at a single frequency.

Now, Hussein has shown that by coiling PSubs, it is possible to manipulate vibrations across a range of frequencies, enabling a new phenomenon called super-resonance, which significantly expands the technology’s potential.

“We started with one frequency and aspired to eventually cover a broad range of frequencies, which is the way turbulence is generated in the real world. Now we’re there. A coiled phononic structure overcomes a long-standing limitation in laminar flow control strategies,” Hussein said.

Scatterless interference takes the technology further. Instead of a single PSub at one location, groups of them can be arranged in a grid or as a lattice to delay turbulence across a large surface, like the wing of a plane or the body of a hypersonic vehicle.

“This allows effective downstream control,” Hussein said. “These two problems, downstream control and broadband control, have been the key limitations of the technology since its introduction over a decade ago. We’ve resolved both.”

Adam Harris is a materials science and engineering PhD student in Hussein’s lab and co-author on both papers. He said these advances take the research to the next level.

“These two new milestones provide complementary solutions towards the puzzle that is the effectiveness of PSubs for actual flight conditions,” Harris said. “Scatterless interference gives us a way to attenuate the spatial behavior of the instability field downstream of the PSub, while super-resonance gives us a way to broaden the range of frequencies over which the control can operate. Together, they bring the original PSub concept closer to the level of versatility needed for real-world flow environments.”

While the current research is still computational, PSubs are more than just theoretical. Several groups around the world currently have built functional physical prototypes and are working towards demonstrating their effectiveness in wind tunnels.

“Our goal is to move beyond the traditional paradigm that flow control must come from solely changing the shape of the exposed surface or, more recently, using active actuators,” Hussein said. “With phononic subsurfaces, a wing or a fuselage can retain its shape and smoothness and remain passive, while the material beneath it is engineered to allow interaction with the flow in a highly targeted way.”

Although this research is focused on aerospace structures, both super resonance and scatterless interference may have even greater applications.

“In addition to aircraft, this could be important for marine vessels, pipelines, turbomachinery, anywhere turbulence is an issue. In fact, both ideas may have application beyond flow control altogether” Hussein said.

The ongoing research also tackles hypersonic flows and is supported by a $7.5 million, five-year Department of Defense Office of Naval Research (ONR) Multidisciplinary University Research Initiative (MURI).

source: CU Boulder

AUDI

Nuvolari: 1,001 hp and faster than a Lamborghini

To develop its most powerful supercar from scratch, Audi leveraged internal resources to have it ready in just 405 days (a little over a year) from the initial project approval meeting. Specifically, it turned to Lamborghini, utilizing the chassis and engine from the newly launched Temerario plug-in hybrid.

It was named after Tazio Nuvolari, an immensely talented Italian racing driver from the 1930s and 1940s who won motorcycle races, Le Mans, the Mille Miglia, and Grand Prix events. In the latter category, during the late 1930s, he drove single-seaters for Auto Union (the brand that would later become Audi).

Technologically, the concept is essentially similar to that of Formula 1 cars and modern endurance prototypes, combining the immense power of a combustion engine with electric assistance to enhance performance and traction, while also incorporating active aerodynamic elements. In this context, it is positioned to fulfill the old motorsport adage: "Win on Sunday, sell on Monday."

The Nuvolari is the first production vehicle to adopt Audi's new design philosophy (which chronologically debuted with the Concept C); it stands out for its taut surfaces and a mid-rear engine configuration that defines its proportions and monolithic volume.

The bodywork is equally striking in Audi's new exclusive "Titanium" color, also featured on the Audi Concept C and the Formula 1 car. Behind this more minimalist design philosophy—dubbed "Radical Next"—is Massimo Frascella. The Italian designer began his career at Bertone, worked for the Ford Group, led design at Jaguar Land Rover, and was hired in early summer 2024 to define the styling of future Audi models. “Every external element performs a clearly defined aerodynamic function, from the front wing to the rear diffuser. And everything is exactly what it appears to be—whether carbon fiber or aluminum, inside and out,” explains Gael Buzyn, head of Audi’s advanced design center in Malibu, USA, with whom I shared this first dynamic experience in the Nuvolari.

It is also notable that the bodywork is virtually devoid of sharp edges; yet, its clean, monolithic forms—unlike the styling seen on a Lamborghini—still hint at its exceptional performance.

“The collaboration between designers and engineers was crucial, ensuring that every element of the bodywork had a functional reason for existing,” adds the French designer, who has lived in the United States for 20 years.

In this regard, “input from Formula 1 drivers Nico Hülkenberg and Gabriel Bortoleto was vital during the project's development phase,” noted Viktor Underberg, Audi’s Director of Sports Car Performance, who served as my co-pilot during the roughly 10-kilometer exclusive drive in the Nuvolari.

Bortoleto, for instance, mentioned during dynamic testing at Nardò that what immediately struck him was the car’s precision and predictability in corners: “Basically, there is no understeer, which is impressive given the performance level. The balance remains very neutral and precise, providing the confidence needed to maintain speed through curves. You can clearly feel how the various systems—especially aerodynamics and torque distribution—work in unison,” the Brazilian explained.

Underberg (who worked at Audi prior to a recent stint at Lamborghini) emphasizes that “immense attention was paid to the balance between downforce and drag to maximize stability and, consequently, allow for precise control of the Nuvolari.” The chassis, suspension, and wheelbase are the same as those of the Temerario, with a slight increase in track width—1 cm at the front and 2 cm at the rear.

It features DRS, like a Formula 1 car, and generates over 400 kg of downforce. The front S-duct (which intakes air through the bumper and exhausts it through the hood) provides additional downforce, reducing lift at high speeds and improving engine cooling. However, the central element of the active aerodynamics system is the retractable, adaptive rear wing, which manages downforce and aerodynamic drag across three settings: closed, low downforce, and high downforce.

In the closed position, the rear wing retracts to minimize aerodynamic drag and improve efficiency. In high- and low-downforce configurations, varying levels of downforce are generated based on driving dynamics and the selected mode (the wing rises from the low-downforce closed position at 70 km/h, lowers at 50 km/h, and moves to the high-downforce position at 140 km/h).

In performance-oriented driving modes—such as Dynamic, Dynamic+, and Track—the rear wing is fully automatically actuated. On straightaways, the system switches to a low-drag position to optimize top speed and stability.

The Drag Reduction System (DRS), known for its use in Formula 1, can be manually activated (except in E-Hybrid mode) via a steering wheel button, enabling a top speed of 351 km/h. Additionally, the system automatically raises the wing during high-speed cornering, allowing active aerodynamics to contribute to greater driving efficiency.

Carbon fiber, electronic brakes, and technology inherited from Lamborghini...The Nuvolari combines an aluminum chassis with CFRP (carbon fiber-reinforced plastic) exterior panels. Manufacturing processes derived from motorsport—such as autoclave-cured pre-preg carbon fiber components—are employed to achieve maximum lightness and rigidity.

The Nuvolari also features forged wheels with a single-bolt center-lock system, a first for an Audi production model (though inherited from the Temerario). The tires are 255/35 ZR20 at the front and 325/30 ZR21 at the rear.

The braking system is electronic (brake-by-wire); consequently, the brake pedal has no physical connection to the wheels—unlike in conventional hydraulic systems—as the process is managed by an electronically controlled pump. This facilitates the combination of regenerative and hydraulic braking without altering pedal feel.

The brakes utilize carbon-ceramic discs with an internal cooling system that, according to German engineers, improves heat dissipation by 21% compared to conventional carbon-ceramic discs. They feature ten-piston fixed calipers at the front and four-piston calipers at the rear.

Autonews

AUTONEWS

How much does air conditioning use up an electric car's battery during hot weather

Using air conditioning in the summer generally reduces the range of an electric car less than using heating in the winter.

An electric car that has been parked in the hot summer sun for several hours can get quite hot, so the air conditioning often needs to be turned on at full power when you get in the car. How much does intensive cabin cooling actually put on the battery and can it significantly reduce the range of an electric car?

Measurements by the German automobile club ADAC show that air conditioning can consume several kilowatts during the initial cooling of a very hot cabin. However, consumption drops significantly once the desired temperature is reached in the car, reports

The most energy is consumed during the initial cooling phase...The biggest challenge for the air conditioning system occurs after the car has been parked in the sun for a long time. The system then has to lower the temperature in the cabin by tens of degrees in a very short time. As a result, short city trips can result in a proportionally greater reduction in range. On longer trips, this initial jump in energy consumption is spread over a much greater distance.

However, using air conditioning in summer generally reduces the range of an electric car less than using heating in winter. Heating the cabin at very low temperatures can require significantly more energy, especially in electric vehicles that do not have a heat pump, reports Tportal.

How can energy consumption for air conditioning be reduced? One of the most efficient ways is to cool the car while it is still connected to the charger. The energy needed for the initial cooling is then taken from the electrical network, not from the car's battery.

Briefly ventilating a very hot cabin before turning on the air conditioning also helps, as does using sun visors and parking in the shade whenever possible.

Why is EV range loss less in the summer than winter?  The difference between comfortable cabin temperature (e.g. 70F) and outside temperature is usually smaller in the summer than in the winter. In the summer, you may want to change the inside temperature 20 or 25 degrees, but in the winter, you may be looking at a temperature change of more than 50 degrees!

Pro tip: Much like in the winter, you can save your range for the road by pre-cooling your car while it’s still plugged in. If you’re not starting your trip from home, things like sun shades or parking in the shade can also really help.

How to protect an EV in the heat? Modern electric cars can withstand the heat thanks to robust thermal management systems that keep the batteries cool and safe.

However, here are a few things to consider:

Try to avoid letting your EV sit with extremely low states of charge. This is extra risky in the summer because an EV uses its battery power to keep the battery cool. Keep your car charged to at least 50%, or plugged in with a charge limit of 80%.

If you’re able to park your car in the shade - do it! That doesn't mean you can't leave your car in the airport parking lot for a week, but it is something to consider if you live in a very hot climate.

LFP batteries stand up better to the heat. If you know that you will frequently be leaving your car in the sun for weeks, or letting your car sit with the battery charge under 20%, consider getting a car with an LFP battery. This type of lithium ion battery degrades less in the heat.

Why is EV cooling different from ICE cooling? The good news is that A/C has much less of a negative impact on EV range than a resistance heater, and range does not really begin to dip until at least 90 degrees.

Overall, cooling your EV’s cabin will be less range intensive than heating it. Plus, here’s what’s cool about cooling an EV:

With a gas car, the engine produces a lot of waste heat that the air conditioner has to work against to keep the cabin cool. An EV does not produce the same amount of heat when running so the AC doesn’t have to work as hard. This means it uses the same amount of energy to cool your car whether you’re driving or idling.

You can pre-cool your EV when it’s plugged in. This is great because the most energy intensive part of air conditioning is the initial cool down. It may take 3-5 kW of energy to get a 95 degree car to a comfortable temperature, but it takes only around 1 kW to keep it there.

Cold air happens immediately - no more waiting for the air compressor to kick in as the engine warms up!

What’s the same? Basic air conditioner maintenance. While electric air conditioners are simpler systems than mechanical ones, you should still check your air filters and hoses regularly.

Although air conditioning reduces the range of an electric car, the period of highest energy consumption is relatively short. Once the temperature in the cabin stabilizes, significantly less energy is required to maintain it, so there is no reason to avoid using air conditioning during the summer heat.