SAVAGE RIVALE

Savage RoadYacht GTS: the daring Dutch car with an American V8 engine

The story of Savage Rivale is one of those fascinating narratives that emerge from behind the scenes of the European automotive industry, where passion, creativity, and ambition often defy the limits of financial reality. Originating from the Netherlands, the small Dutch manufacturer became known in the late 2000s for presenting an extremely unusual project: an exotic four-door supercar with a retractable convertible roof and an American-sourced V8 engine.

Although it existed on a very limited scale, the Savage Rivale gained worldwide attention precisely because of its technical and aesthetic audacity.

The company was founded in the city of Hengelo, in the Netherlands, by two young entrepreneurs passionate about automobiles: Emile Pop and Justin de Boer. The project began to take shape in the mid-2000s, a period in which several small European manufacturers were trying to create exclusive supercars to compete in highly specialized niches of the luxury market.

However, Savage Rivale didn't just want to build another handcrafted sports car. The company's goal was to create something truly different, combining extreme performance, exclusivity, and unconventional bodywork solutions.

The result of this dream was revealed in 2009 with the presentation of the Savage Rivale Roadyacht GTS. The name 'Roadyacht' made the project's intention clear: to create a kind of 'yacht on wheels', blending luxury, power, and dramatic visual presence. The car immediately drew attention for its extravagant design and imposing proportions. Long, wide, and extremely low, the Roadyacht seemed like an unlikely mix between a European grand tourer and a futuristic muscle car.

But the most impressive element was its body configuration. Unlike most supercars, the Roadyacht GTS had four doors – something very rare in this segment at the time – and a complex retractable convertible roof divided into multiple independent sections. The system allowed for different opening configurations, partially or completely transforming the vehicle into a convertible. The doors also drew attention for their unusual opening mechanism, further reinforcing the model's theatrical appearance.

Under the enormous hood, Savage Rivale opted for a relatively traditional mechanical solution: a powerful V8 engine of General Motors origin. The 6.2-liter LS7 engine, similar to that used in the Chevrolet Corvette Z06 of the time, delivered approximately 670 hp thanks to extensive modifications made by the Dutch manufacturer.

Combined with a handcrafted tubular chassis and extensive use of carbon fiber, the package promised performance worthy of much more established supercars. The estimated top speed exceeded 300 km/h, while acceleration from 0 to 100 km/h occurred in approximately 3.4 seconds.

The interior sought to reinforce the luxurious character of the vehicle. High-quality leather, handcrafted finishes, and various personalized details were part of the brand's exclusive offering. Each unit would be produced practically to order, allowing for a high level of customization for buyers.

However, as with countless small independent manufacturers, transforming an impressive prototype into sustainable commercial production proved to be a huge challenge.

The global economic crisis of the late 2000s severely impacted the market for exotic vehicles and high-risk investments. Furthermore, homologation requirements, development costs, and handcrafted production made it extremely difficult for such small companies to survive against established giants like Ferrari, Lamborghini, and Aston Martin.

Despite the enormous attention it received at automotive events and in the specialized press, Savage Rivale never managed to achieve large-scale production. Very few Roadyacht GTS units were actually completed, making the car one of the rarest and most obscure European supercars of its generation.

Even so, Savage Rivale remains a symbol of Dutch automotive creativity. In a sector often dominated by predictable formulas, the small manufacturer dared to propose something radically different – ​​a four-door convertible supercar when virtually no one imagined combining these characteristics in a single automobile.

Interestingly, many journalists at the time nicknamed the Roadyacht GTS "the futuristic Dutch Aston Martin," due to its blend of grand touring elegance with dramatic proportions and brutal performance. Even today, the model often appears on lists of the most unusual and exotic supercars ever produced on a small scale in Europe.

 

Autonews

 

AUTONEWS

It is known when manual transmissions and diesels will leave the market…

Experts from Vehicle Data Global (VDG) claim that the increasing number of electric cars on the market, the European Union's decision to significantly reduce the production of vehicles with internal combustion engines by 2035, are leading in only one direction. In a few years, we will be without manual transmissions and diesel engines.

Electric drive means, among other things, a fatal blow to manual transmissions and diesel cars.

Experts from VDG, a company that processes and offers important data in fleet maintenance, believe that manual transmissions will disappear before 2030. It is not profitable for car manufacturers to produce vehicles with manual and automatic transmissions in parallel in the shrinking market for vehicles with internal combustion engines.

Data from recent years show that only 23 percent of all new cars are sold with a manual transmission as an option on the European market. Only 34 percent of drivers chose a manual transmission last year. In 2019, that figure was 55 percent.

“We are approaching a point where the economics of maintaining a manual transmission option are no longer sustainable, given the certification and other costs associated with developing and refining the transmission,” says Ben Hermer, head of operations at VDG.

On the other hand, VDG believes that diesel engines, just like manual transmissions, will disappear before the end of 2030. Similar to manual transmissions, the market for diesel cars is seriously shrinking and it is certain that manufacturers will have a hard time keeping them in production. Today, diesel engines are still offered in their cars by manufacturers such as Volkswagen, Stellantis, BMW, Mercedes, etc.

The extinction of manual transmissions is inherently tied to the switch to electric cars, which typically use single-speed automatic gearboxes. 

However, its demise is also being driven by motorists' preference for the simplicity of an automatic.

The traditional gear stick will be ditched by car makers ahead of the wholesale ban on sales of new petrol and diesel vehicles in 2030, analysts at Vehicle Data Global (VDG) forecast, suggesting this will happen in the next three years.

It says EVs are already wiping them out, but believes a 'moment is approaching' when 'hard economics' will kill off manual gearboxes once and for all.

VDG says manufacturers will be 'reluctant to maintain the overheads and tooling' required to produce cars with the choice of manual or automatic transmissions, especially with the cost of parts and energy rising.

Earlier this year, a market-wide review found that just 23 per cent of new cars in showrooms now have a gear stick, falling from around two thirds a decade ago.

VDG's experts say although diesel's market share has fallen dramatically since the 2015 emissions cheating scandal, the decline of manual transmissions is accelerating faster.

They believe this is underpinned as much by consumer preference as the transition to electrified cars.

Analysis shows that the share of petrol and diesel cars with manual gearboxes has halved since 2016, suggesting EVs are not solely responsible for the shift away from the gear stick.

The study found that, where consumers still actively had a transmission choice for a traditional combustion-engine car, only 34 per cent chose a manual in 2025 - down from 55 per cent in 2019 - as the ease and comfort of an automatic was more desirable.

Latest car registration data also shows that diesel is becoming increasingly unpopular, with fewer than one in 20 (4.8 per cent) new models on our roads in 2026 being diesels.

This is down from one in two new motors just over a decade earlier, as car makers steer away from the 'dirty' connotations associated with the fuel type.

As such, VDG predicts that both may disappear from the car market by the end of the decade.

'Both trends suggest near-simultaneous extinction as soon as 2030, with research, development and production costs increasingly seen as unviable by manufacturers,' the report says.

It would mark the end of the road for the trusty 'motorway mile-munchers' made popular by sales reps in the 2000s, which became incredibly popular thanks to generous tax incentives for running diesel cars introduced by the New Labour government.

Ben Hermer, operations director at VDG, said: 'The moment is fast approaching when the economics of maintaining a manual transmission option don't add up, given the R&D, certification and other overheads involved in developing and refining gearboxes, even if there remains some demand in the market.

'Based on current trend data, between 5 per cent and 10 per cent of cars will theoretically still be manual by 2030.

'But manufacturers will be looking hard at whether maintaining manual gearbox programmes for a shrinking share of the market makes economic sense, while they manage the overall pressures of transitioning from ICE [internal combustion engine] and competing with international market entrants in the EV sector.'

Automatic-only driving tests on the rise...With the skill of changing gear set to become obsolete beyond the next decade, learners are already preparing for a world of driving without manual gear shifting, with automatic-only driving test volumes reaching record highs, according to DVSA figures.

More than one in four new drivers chose to take their test in an automatic car, based on figures from the previous fiscal year.

Of the 1,839,753 practical driving tests taken in 2024/25, 479,556 were in automatics. That represents 26.1 per cent of all tests.

This is a significant increase from 23.4 per cent the previous year and just 19.2 per cent in 2022/23.

Five years earlier (2019/20), automatic driving tests accounted for just 12.7 per cent of all practical tests; wind the clock back a decade (to 2014/15) and they represented a mere 6.9 per cent.

It means automatic driving tests have risen from fewer than one in 14 of all examinations taken ten years ago to one in four today.

But despite the general belief that they are easier to drive, pass rates in automatics are statistically lower.

In the last fiscal year, the pass rate for auto-only tests was just 43.9 per cent; across all driving tests, the average pass rate was 48.7 per cent.

Rules stipulate that auto-only licence holders face more restrictions on the cars they can drive.

While anyone who passes their test in a manual car can legally drive any motor irrespective of its gearbox, those who take auto-only tests are limited strictly to automatic vehicles.

This could present a problem in some scenarios, especially when holidaying in countries where manual gearboxes are still common, including much of Europe.

Motorists hiring cars abroad may face limited or no automatic options from rental providers, especially during peak holiday seasons.

They may also encounter higher charges if they specifically request a car with an automatic transmission.

AUTONEWS

A realistic look at the future of sustainable aviation fuel

The United States could feasibly produce enough sustainable aviation fuel to meet roughly two-thirds of its 2030 federal target, but getting there will require overcoming major hurdles, according to a new Washington State University-led study.

SAF, future of aviation...For decades, aviation fuel has been considered an essential variable in the aviation business. Since the beginning of the 21st century, it has come to represent between 25% and 35% of the operating costs of a prototypical airline and has been managed as a financial risk through hedges and economies of scale. But in the present, its logic has changed. Fuel is no longer just input, but a strategic factor capable of redistributing economic capacity, industrial capacity, and regulatory capacity in the international aviation market.

In 2024, the conventional global aviation fuel business was operating within a broad range —between $238 billion and just over $400 billion— according to Global Market Insights, with forecasts indicating that the sector will grow at sustained rates over the next decade due to the recovery of air traffic, Asian expansion, and vertical restructuring processes in corporate structures. Ultimately, as The Economist points out in an analysis of aviation and energy transition, "fuel has shifted from being a necessary, albeit rigid, commodity to a top-tier strategic asset."

The turning point of this change is sustainable aviation fuel (SAF), produced from organic waste, and with a substantially lower carbon footprint. Although it remains marginal in absolute terms —in 2024, it was around $1.7 billion— it is growing at rates above 40% per year. Therefore, its relevance does not lie in its current trade, but rather in a regulated horizon for a sector that currently relies on this biofuel as its only ally in significantly reducing emissions. SAF has thus become the main lever for achieving these objectives without redesigning fleets or transforming infrastructure.

From a climate standpoint, its appeal is evident. It can reduce emissions by up to 90% throughout its life cycle, compared to conventional kerosene. The International Energy Agency (IEA) emphasizes that, without SAF, "commercial aviation does not have a credible pathway to align with climate objectives in 2050." For a sector responsible for between 2% and 3% of global CO₂, this correction ceases to be a nuanced point, becoming a condition of regulatory and reputational survival.

To bridge the cost gap between traditional jet fuel and SAF, Europe has taken on a clear role as a market-maker. The EU and the UK have imposed mandatory blending mandates for sustainable fuels of at least 2% starting in 2025, with increasing steps until 2050. As a result, the consumption of SAF within the domestic market doubled last year, reaching nearly 2 million tons. The Financial Times points out, "Europe has shown that it can create a market where there wasn't one, although provoking demand does not necessarily mean monopolizing production."

Published in the March edition of Biomass and Bioenergy, the study offers one of the most detailed looks yet at the nation's sustainable aviation fuel, or SAF, industry.

The researchers found that while domestic production is expanding quickly, the United States remains unlikely to meet its goal of producing 3 billion gallons of sustainable aviation fuel annually by 2030 without additional support and continued industry investment.

The study found that the most optimistic scenario projects domestic SAF production could reach about 2.1 billion gallons annually by 2030, roughly two-thirds of the federal target, though substantially lower production levels may be realized depending on market conditions, project delays, and policy support.

                           Graphical abstract. Credit: Biomass and Bioenergy (2026)

"We wanted to take a very pragmatic look at where we really are," said Kristin Brandt, an adjoint faculty member in the Composite and Materials and Engineering Center in WSU's Voiland College of Engineering and Architecture and lead author on the study. "There are people saying this industry is going to explode overnight and others saying nothing will happen at all. The reality is somewhere in between."

Sustainable aviation fuel has emerged as one of the aviation industry's leading near-term strategies for reducing carbon emissions because it can already be blended with conventional jet fuel and used in existing aircraft and airport infrastructure.

Depending on how it is produced, SAF can reduce lifecycle greenhouse gas emissions by roughly 80% compared to traditional petroleum jet fuel. Current fuels are commonly made from renewable or waste-based lipids such as used cooking oil, animal fats, and vegetable oils like soybean oil.

Brandt's study analyzed publicly announced U.S. renewable fuel projects stretching back more than two decades. The team examined how often announced projects actually become operational, how long facilities take to build, and whether enough feedstock exists to support projected growth. Researchers also analyzed whether producers are financially incentivized to make aviation fuel instead of renewable diesel for cars and trucks, which is often more profitable under current U.S. policies and market conditions.

One of the study's major findings is what researchers describe as the gap between announcements and reality.

"Announcements are not the same thing as fuel," Brandt said. "People announce giant facilities with aggressive timelines all the time, but historically many projects get delayed, scaled back, or never move forward."

To better estimate likely production, the researchers developed what they call an "implementation ratio," a way of estimating how many announced facilities will ultimately succeed. Historically, only about half of announced projects become operational, though mature technologies tend to perform better.

The study also found that hydroprocessed esters and fatty acids, known as HEFA, will likely dominate U.S. SAF production through 2030. These fuels are largely made from fats, oils, and greases such as used cooking oil and animal fats.

"There's actually a global shortage of used cooking oil," Brandt said. "It sounds ridiculous, but it's true."

The study also highlights why sustainable aviation fuel is expected to remain one of the aviation industry's most practical tools for reducing emissions in the coming decades. Commercial aircraft often remain in service for decades, and replacing the fueling infrastructure that supports global air travel would take enormous time and investment.

"When you think about aviation globally, these airplanes fly everywhere," Brandt said. "Even if policies differ between countries, airlines operating internationally are still going to have to meet global standards. This is something the industry is going to have to work through together."

For the researchers, the goal was not to discourage the industry but to provide a clearer picture of the challenges ahead as aviation works toward a lower-carbon future.

"If we want to hit these goals," Brandt said, "we need to be honest about the barriers and realistic about what it will take to overcome them."

Provided by Washington State University

MAZDA

Mazda CX-5 2.5 e-Skyactiv G test

The third generation of the Mazda CX-5 has joined the heralds of spring in Catalonia. An ideal opportunity to thoroughly test the new model on the winding mountain roads and highways around Barcelona. And right from the start, we can say: the Japanese remains true to itself!

Since its premiere in 2012, the Mazda CX-5 has sold more than 4.5 million units worldwide. This SUV is one of the brand's absolute bestsellers and has been the backbone of Mazda's success in Europe for more than a decade. It is therefore no wonder that the Japanese are playing on proven virtues with the new generation. The CX-5 should retain loyal customers and at the same time attract new ones, without losing pace with modern competition. Mazda customers are loyal, they value not only tradition and products, but also the service network, as well as the pan-European warranty.

The Mazda CX-5 has quietly got on with being a success for the company, and has been its biggest selling model since it launched in 2012. It’s done this by providing a neat design and driving ability that has the better of its rivals, combined with a welcome level of practicality that befits a family SUV.

For the third generation, Mazda’s best-selling SUV has taken a safety-first approach and looked to keep things familiar so as to not scare off its hard-earned current customers. Rather than reinventing the CX-5, the firm has chosen to evolve it, refining the styling, updating the drivetrain, expanding the cabin and introducing a more technology-focused interior. We’ll let you know how that’s worked out.

Does this new model have what it takes to remain near the head of the SUV pack? Or has the CX-5 fallen behind in the race with its increasingly turbocharged and hybridised rivals? Keep reading to find out and check out our how we test cars page to learn more about our process.

Should you buy a Mazda CX-5? The formula remains appealing, but increasingly flawed and behind the times. Sure, the CX-5 is spacious, comfortable and still largely good to drive, but the loss of some genuinely useful interior controls and underwhelming acceleration from an engine that feels outdated in the current climate mean it no longer stands quite as confidently alongside its best rivals as it once did.

The CX-5 now has a slightly wider and lower stance, giving it a more robust look, although it's not hard to notice the difference without comparing it to its predecessor. It's a subtle change, but one that gives the CX-5 a bit more presence without straying too far from the design language we're already familiar with. The company claims the design combines sharp lines with calmer, more organic surfaces.

However, the interior changes are more noticeable and controversial. The cabin is virtually devoid of buttons, with a clean look that borders on monotony. This means Mazda has removed many of the physical controls that previously made its interiors so intuitive, replacing them with a larger touchscreen infotainment system and Google software.

Mazda has also worked to enhance refinement. Additional sound insulation and adjustments to vibration calibration help keep road and engine noise well controlled, while the engine now features a balancer shaft designed to reduce low-frequency vibrations. It's on the road that this is most noticeable, and the CX-5 proves to be a very comfortable vehicle for long journeys.

Mazda has made several small but significant changes to the vehicle's mechanics. The suspension has been revised with softer springs, recalibrated shock absorbers, and changes to the stabilizer bars, all aimed at improving driving comfort while maintaining the precise handling traditionally characteristic of the model. Since its launch, the CX-5 has been offered with a single engine, whether you like it or not, and one that seems out of step with modern trends, at least on paper. Mazda continues to favor larger-displacement naturally aspirated engines over smaller turbocharged units, and the CX-5 uses a 2.5-liter gasoline engine.

The new 2.5-liter e-Skyactiv G engine replaces the previous 2.0-liter unit and produces 139 hp and 240 Nm of torque. Mazda claims that the increased displacement improves traction at low and medium revs, with torque gains of up to 19% below 4,500 rpm compared to the previous engine.

The gasoline engine is complemented by Mazda's 24V M hybrid system, which uses an integrated starter-generator and a lithium-ion battery to recover energy during braking and provide small amounts of electric assistance during acceleration. Mazda states that other powertrain options are on the way, including a hybrid system based on its future Skyactiv-Z engine, although this is expected to arrive later in the model's lifecycle. However, the brand also stated that its electric options will likely be destined for other models in the range, so the CX-5 is playing it safe, targeting those who are not yet ready to transition to electric vehicles.

Performance is… slow. The front-wheel-drive version hits 100 km/h in 10.5 seconds, while the all-wheel-drive model takes a little longer. This engine seems much more agile in the smaller CX-30, which largely explains the slow response – a quick look at the spec sheet reveals everything. The CX-5 weighs 1629 kg, placing it at the heavier end of the class.

The engine is quite smooth at constant cruising speed, but when accelerating hard or climbing hills, the noise can be surprisingly loud. In a way, it simply sounds noisy when pushed to its limits, even minimally, with noise levels at just 3000 rpm much higher than expected. On several occasions, we found ourselves manually shifting to one or two higher gears just to anticipate the shift and calm the engine. All this seems out of step with the car's tranquil nature – it is very quiet and balanced at low revs, and only starts to make noise when pushed harder.

The steering has also been revised and is lighter, while maintaining good feedback through the steering wheel. It has a pleasant weight and transmits information well, although it is a little slower than we would like in faster corners. Mazda describes this balance as a reinforcement of its well-known "jinba ittai" philosophy, the idea that car and driver should feel a strong connection. Indeed.

Depending on the version, buyers can choose between front-wheel drive or Mazda's i-Activ all-wheel drive system. Working in conjunction with G-Vectoring Control Plus, the system subtly adjusts torque distribution in corners to improve stability and steering response. The difference is noticeable on the road – this version offers more precise steering and a greater sense of connection with the vehicle on winding roads.

The CX-5 has stayed true to the qualities that made it popular from the start. It's spacious, comfortable, and offers a more engaging driving experience than most family SUVs. Chassis tweaks, improved damping, and subtle suspension revisions ensure it remains stable and well-controlled even on winding roads.

But the problem is that it has retained many of the features that worked well early on and now seem outdated. The large naturally aspirated engine may offer simplicity, but the modest performance and fuel economy, along with the lack of any noticeable hybrid assistance, make it feel like a CD in the age of music streaming. The only notable modernization resulted in the loss of the excellent rotary control of the infotainment system, suggesting that progress has brought unnecessary compromises.

Current CX-5 owners will recognize the formula instantly and will likely feel at home with the new model. It's unlikely to scare anyone, but it doesn't bring many surprises either. The question is whether this is enough in a category full of strong competitors. Would you choose it over a Nissan Qashqai, Skoda Karoq, or Cupra Terramar? Probably not. The CX-5 remains a very pleasant family SUV, but this time it feels more like a careful evolution than a leap forward that puts it at the forefront of the category, and its buyers probably deserve more.

Autonews

VW

ID. Unyx 07: The Chinese electric VW that costs €13,900, but in China

Volkswagen is among the European automakers most dependent on sales in China, and these are not increasing; on the contrary. Hence, the German manufacturer has been creating a range specifically to compete in the Chinese market, dominated by more than a hundred local brands, where affordable prices are a mandatory asset. The latest example of this range is the ID. Unyx 07, a coupe-style sedan that claims a length of 4.8 meters, but is offered at a "bargain price".

The ID. Unyx 07 is the latest addition to this range created specifically by the German manufacturer for China, becoming the third model in the family, after the ID. Unyx 06 and the ID. Unyx 08. The first is essentially a renamed Cupra Tavascan, since the Spanish brand is still relatively unknown in the Chinese market, while the second is a large SUV.

The IDs. Unyx vehicles are manufactured in China by the Volkswagen-Anhui joint venture, which has essentially linked the German brand to the Chinese company JAC Motors since 2017. Initially, this group, owned by the Chinese government and known locally as Anhui Jianghuai Automobile, held 50% of the joint venture, but more recently the government allowed foreign shareholders to increase their stake, allowing VW to hold 75%.

The ID. Unyx 07 impresses not only with its price, but also with its quality and technological sophistication, even surpassing what we usually find in models produced in Europe by VW. The explanation is simple, but painful for those accustomed to relying on German dominance in automotive technology, since this Unyx 07 was developed using technology belonging to the Chinese company Xpeng.

At 4.853 m long and with a wheelbase of 2.826 m, the new electric car designed (for now) only for China is 10.8 cm shorter than the VW ID. 7 and has a wheelbase 14.5 cm shorter. Interestingly, the new ID. Unyx 07 is closer in size to the Passat with combustion engines, as its wheelbase is only 1.1 cm longer, despite being 6.4 cm longer overall, space that ends up being mainly occupied by the more voluminous mechanics.

The ID. Unyx 07 was conceived based on VW's MEB platform, mounting only one rear motor with 231 hp, powered by a 60 kWh battery, which allows it to advertise 558 km according to the Chinese CLTC method, which should correspond to 446 km in the more rigorous European WLTP method. However, the great advantage in the IDs. Unyx is not on the platform, but on the China Electronic Architecture developed in collaboration with Xpeng, which allows reducing the number of control modules by about 30%.

The ID. Unyx 07 has started sales in China, with the most affordable version being offered for 129,900 yuan (€16,430). But early adopters will be able to benefit from the launch price of 109,900 yuan, which reduces the value to the equivalent of just €13,900.

 

Autonews

AUTONEWS

Many biofuels haven't panned out. Could algae make the clean diesel and aviation fuel Australia needs?

Diesel is critical to Australia. Any supply disruption has immediate and widespread consequences, given Australia imports almost 80% of its liquid fuels. As the energy shocks of the Iran war ripple out, Australia's leaders have scrambled to shore up supplies of fuel—especially diesel and aviation fuel.

Disruptions to fuel supplies have happened before, such as in 2008 and 2022. This disruption won't be the last.

What should policymakers do? One option is to ramp up local production of biofuels made not from crude oil but from natural oils such as canola, animal fats—or algae.

As algae researchers, we believe these humble organisms are worth exploring. Making biodiesel and sustainable aviation fuel from these fast-growing organisms can be done with much less land than other crops. Technological advances mean the fuel could scale up.

Many biofuels come with trade-offs...Biofuels have gained traction worldwide as efforts to reduce dependence on fossil fuels and meet climate targets accelerate.

The Australian biofuel sector is relatively small. Farmers exported about 6 million metric tons of canola in 2023–24 to be turned into biofuels overseas.

The Australian government last year announced A$1.1 billion in incentives to boost low-carbon fuels such as biofuels.

Biofuels from corn, soybean, canola and palm oil have boosted fuel security in some nations. Brazil produces 22% of its own transport fuel from biofuels, while biofuels account for 6% of the fuel used in the United States.

The problem is, biofuels often come at an environmental cost. A third of all US corn is used to make ethanol for fuel.

What's so good about algae? The type we're interested in are microalgae, single-celled organisms, not macroalgae such as kelp and other types of seaweed.

These small organisms can grow exceptionally rapidly and hold high concentrations of oils. Many microalgae species can double their weight every day. Nannochloropsis and Chlorella are the two main types used to make oil.

Traditionally, algae was grown in large, shallow outdoor pools called "raceways." They're now increasingly grown in high-efficiency algae bioreactors.

Algae can be processed using proven technologies such as hydrothermal liquefaction to produce biodiesel able to be used in existing trucks and machinery. It can also produce sustainable aviation fuel.

Compared to crop-based biofuels, algae has several advantages. It doesn't compete with food production and it can be grown on non-arable land or in industrial facilities. Some species can grow in saltwater or even treat wastewater while using it for growth. If algal facilities are located near heavy industry, carbon emissions can be captured and used for algal growth in a form of carbon storage.

Algal fuels need much less land than conventional biofuels. A hectare of algae can yield more than 58,000 liters of oil per year. By contrast, a hectare of corn produces just 172 liters.

What are the barriers? Interest in algal fuel dates back many decades. Oil shocks in the 1970s and 1990s drove significant research into algae-based fuels. But when oil prices fell, algal biofuels were no longer cost-competitive.

Since the 1990s, technologies have matured and policy settings have become more favorable. Efforts to reduce fossil fuel use have put an implicit or explicit price on carbon. Mandates to increase output of sustainable aviation fuel are emerging in the European Union.

Fossil fuel price shocks in 2022 and 2026 have nudged authorities to seriously explore alternatives. Sovereign fuel security has become a strategic priority. Both the United Arab Emirates and the US are exploring algal fuels as a long-term strategic asset.

As the energy shocks of the Iran war ripple out, Australia’s leaders have scrambled to shore up supplies of fuel – especially diesel and aviation fuel.

Disruptions to fuel supplies have happened before, such as in 2008 and 2022. This disruption won’t be the last.

What should policymakers do? One option is to ramp up local production of biofuels made not from crude oil but from natural oils such as canola, animal fats – or algae.

As algae researchers, we believe these humble organisms are worth exploring. Making biodiesel and sustainable aviation fuel from these fast growing organisms can be done with much less land than other crops. Technological advances mean the fuel could scale up.

Many biofuels come with trade-offs...Biofuels have gained traction worldwide as efforts to reduce dependence on fossil fuels and meet climate targets accelerate.

The Australian biofuel sector is relatively small. Farmers exported about 6 million tonnes of canola in 2023–24 to be turned into biofuels overseas.

The Australian government last year announced A$1.1 billion in incentives to boost low-carbon fuels such as biofuels.

Biofuels from corn, soybean, canola and palm oil have boosted fuel security in some nations. Brazil produces 22% of its own transport fuel from biofuels, while biofuels account for 6% of the fuel used in the United States.

The problem is, biofuels often come at an environmental cost. A third of all US corn is used to make ethanol for fuel.

What’s so good about algae? The type we’re interested in are microalgae, single-celled organisms, not macroalgae such as kelp and other types of seaweed.

These small organisms can grow exceptionally rapidly and hold high concentrations of oils. Many microalgae species can double their weight every day. Nannochloropsis and Chlorella are the two main types used to make oil.

Traditionally, algae was grown in large, shallow outdoor pools called “raceways”. They’re now increasingly grown in high-efficiency algae bioreactors.

Algae can be processed using proven technologies such as hydrothermal liquefaction to produce biodiesel able to be used in existing trucks and machinery. It can also produce sustainable aviation fuel.

Compared to crop-based biofuels, algae has several advantages. It doesn’t compete with food production and it can be grown on non-arable land or in industrial facilities. Some species can grow in saltwater or even treat wastewater while using it for growth. If algal facilities are located near heavy industry, carbon emissions can be captured and used for algal growth in a form of carbon storage.

Algal fuels needs much less land than conventional biofuels. A hectare of algae can yield more than 58,000 litres of oil per year. By contrast, a hectare of corn produces just 172 litres.

What are the barriers? Interest in algal fuel dates back many decades. Oil shocks in the 1970s and 1990s drove significant research into algae-based fuels. But when oil prices fell, algal biofuels were no longer cost-competitive.

Since the 1990s, technologies have matured and policy settings become more favourable. Efforts to reduce fossil fuel use have put an implicit or explicit price on carbon. Mandates to increase output of sustainable aviation fuel are emerging in the European Union.

Fossil fuel price shocks in 2022 and 2026 have nudged authorities to seriously explore alternatives. Sovereign fuel security has become a strategic priority. Both the United Arab Emirates and the US are exploring algal fuels as a long-term strategic asset.

Algae for Australia? Australia would be well placed to explore the potential of algal fuels. It has plenty of non-arable land, abundant sunlight and some of the world's best algae research capabilities. Plus, it depends very heavily on imported diesel and aviation fuel.

Our research group and many others have been systematically working to overcome previous limitations of algal biofuels. We now know how to produce high-quality algal fuels and scale up production at costs low enough to challenge fuels derived from crude oil.

The first step would be to invest in pilot projects to prove the technology can work at scale under real-world conditions. Overseas, similar pilots have been set up next to industry to test the use of carbon capture, or alongside research partners.

If this is successful, the next step would be to build facilities in regional locations where fossil diesel is in demand and expensive to transport—and where algae can offer a dual benefit by treating wastewater or capturing carbon.

Over time, the versatile technology could be expanded, as algae can produce not only biodiesel but also other useful products such as edible protein for animal feed and biochar, highly porous charcoal able to soak up pollutants such as heavy metals.

Algae deserves our attention...Many previous efforts to scale up biofuels have run into problems over environmental impact or cost.

It's important to be skeptical of claims of the next big thing. But it's also important not to overlook the potential of humble technologies such as making fuel from algae.

As leaders look for ways to bolster fuel security, algae deserves a closer look.

Provided by The Conversation

 

AUDI

Audi A6 TDI quattro S tronic diesel: the Ingolstadt sedan offers its 'diesel pinnacle' with this 300 hp mild-hybrid version

The premium sedan market is resisting the threat of SUVs with remarkable resilience, and it won't be long before we witness the evolution of its most illustrious members. Among them, of course, is the Audi A6, whose arrival last year rekindled the historic rivalry it maintains with its traditional competitors from Stuttgart (Mercedes) and Munich (BMW). And, once again, its striking design is its main selling point.

Overall quality...Entering the cabin provides a gratifying first impression: the electric door handles seem to release the mechanism with a simple touch. This demonstrates that the premium feel is not only visual, but also tactile, thanks to the quality of the finishes and materials, the carefully designed lighting, and the comfortable seats that hug you. Everything you touch is pleasant. Or rather, almost everything, because the buttons (for audio control on the right and for the instrument panel settings on the left, which offer several options) creak slightly when pressed, creating a dissonant note in this otherwise pleasant atmosphere.

The seats are upholstered in Alcantara and live up to what you'd expect from an Audi with the S badge and 300 hp under the hood: they offer excellent lumbar support on curves, are stylish, and combine with a fairly effective massage function to relieve back fatigue.

In any case, two occupants travel in extraordinary comfort, with the added advantage of four-zone climate control to avoid any "thermal arguments". However, a third occupant sits five centimeters higher than their companions, hampered by a very hard backrest (the armrest, when folded down) and little legroom due to the huge transmission tunnel; A common feature in premium German sedans that rely on a combustion engine, as is the case here.

As for the rear seats, a passenger around 1.80 meters tall has approximately 6 cm of legroom between their knees and the backrests of the front seats, ensuring a good sense of space. However, the visual impression in this era of SUVs is not so generous in terms of headroom, as someone of that height will find the roof only about 3 cm away.

Built on the Premium platform, this ninth-generation sedan measures exactly 5.0 meters in length (just one millimeter less), 1.87 meters in width and 1.42 meters in height, boasting an imposing presence that is further enhanced by the S Line trim. The angular lines of previous generations have given way to a silhouette of smooth, flowing curves that give it a muscular and wide stance, ready to offer powerful acceleration with its 255/35 tires on 21-inch wheels, while maintaining a remarkably elegant appearance.

Six cylinders with electric assistance...Under the elongated hood lies a highly efficient six-cylinder diesel engine, capable of producing the aforementioned 300 hp and 580 Nm of torque. It works in conjunction with the effective quattro all-wheel drive system and the extremely fast S tronic dual-clutch automatic transmission. Naturally, it has paddle shifters on the steering wheel which, although made of plastic, offer a robust feel. The fact that the car accelerates from 0 to 100 km/h in just 5.2 seconds — a time more typical of an electric vehicle (as is its weight: 2.1 tons) — and reaches a top speed of 250 km/h demonstrates that comfort doesn't have to come at the expense of personality.

There are four driving modes: balanced, dynamic, comfort, and efficiency. The most noticeable differences are in the throttle response and steering feel, but they also affect the suspension, the engine sound (which is almost artificial, like that of an electric car), the speed of the cruise control response and, of course, the type of information displayed by the Audi virtual cockpit plus. All of this is selected using the "drive select" button located in front of the small gear selector, next to another button that allows you to deactivate the ESC (something that few drivers, at least in Spain, need to do).

To mitigate the disadvantage that diesel can represent for some drivers, its Eco designation highlights the mild hybrid system that the vehicle possesses. And make no mistake, it's not just about electrification to power the various electrical systems of this A6; it can also propel the car on its own during the first few meters of acceleration from a standstill at a traffic light or in a garage — something that not all mild hybrids offer. And although the transition to the combustion engine is noticeable, it's not at all uncomfortable.

The travel capabilities of this sedan are indisputable. We tested it mainly on the highway, which seems to be its natural habitat. During a 300-kilometer trip on this type of road, at legal speeds, the on-board computer recorded an average fuel consumption of just 6.1 l/100 km. This efficiency is surprising for a car that weighs over 2.1 tons and delivers 300 hp, guaranteeing a range of over 1,000 km, which is another way to save time without having to drive excessively.

Outside of this idyllic setting, and on more winding roads, we appreciate its balance and, above all, the ease with which it filters out road imperfections and the precise feel that the steering provides.

Acquiring this high-performance variant with the S Line trim implies an outlay of €80,620. If this price is inaccessible to many, an Advanced version (less sporty) with 204 hp can be purchased for €62,920, which will be more than enough for most.

Autonews