AUTONEWS

Scientists create four low-carbon fuels that could keep gasoline engines running

The shift toward electric vehicles has left internal combustion engines facing an uncertain future. But lowering emissions may depend less on swapping out cars and more on changing what we put in them.

Researchers have developed four hybrid, low-carbon gasoline formulations: HyperFuel-95, HyperFuel-98, HyperFuel-100, and HyperFuel-102. 

Developed at the University of Sharjah’s Research Institute of Sciences and Engineering (RISE), this HyperFuel series could slash carbon footprints while pumping octane ratings up to 102. Octane measures how well fuel resists exploding prematurely under compression in a gasoline engine.

The HyperFuel series offers a practical mid-ground for decarbonization by enhancing internal combustion engines across everyday fleets, motorsports, and aviation. 

It could lower overall carbon emissions without forcing drivers into expensive electric vehicle upgrades by substituting fossil fuels with bio-derived, high-octane alternatives.

“Significant originality is presented in the current work on providing a new propulsion technology for successfully producing new recipes for hybrid low-carbon, eco-friendly, high-octane Hyperbiofuel-derived gasoline by leveraging these refined fuel fractions and renewable petrol additives,” the researchers noted. 

Schematic diagram of GFT production. Credit: Thermal Science and Engineering Progress 

MED...The four hybrid, low-carbon gasoline bio-blends were formulated by combining petroleum components with bio-derived isopropanol (produced from biomass feedstocks via ABE fermentation) and methyl ester of dimate (MED). 

MED makes its debut as a gasoline additive in this study. It was synthesized by methoxylating isohexene (dimate) with methanol. And serves as a powerful renewable octane booster, outperforming conventional additives with an impressive Research Octane Number (RON) of 131.5 and a Motor Octane Number (MON) of 120. 

In addition to MED, researchers blended petroleum streams such as gasoline, Fischer-Tropsch, reformate, and light straight-run naphtha. 

Adding MED to the blend elevated the anti-knock performance and stability of the HyperFuel series, proving its viability as a high-potency bio-component for low-carbon fuels.

The team evaluated the fuel’s performance through rigorous laboratory testing. The team benchmarked all four HyperFuel grades against a standard commercial reference gasoline composed of 60 percent reformate and 40 percent fluid catalytic cracking gasoline by volume.

To boost octane ratings across the HyperFuel lineup, researchers lowered the amounts of lower-octane ingredients (GFT and LSRN) and added more high-octane ones (MED and reformate). While keeping isopropanol steady at 25 percent, they increased MED from 17 percent to 20 percent and reformate from 15 percent to 29 percent when moving from HyperFuel-95 to HyperFuel-102.

Commercial hurdle remains...These precise compositional tweaks balanced petroleum and bio-based fractions to maximize both sustainability and overall fuel quality. 

To verify these gains, researchers put the formulations through rigorous standardized tests. It evaluated everything from octane rating, density, and vapor pressure to oxidation stability, gum content, and copper corrosion. The overall testing confirmed their potential as optimized, low-emission, high-performance gasoline substitutes.

The HyperFuel series offers a viable transitional bridge to lower carbon emissions without requiring modifications to existing internal combustion engines.

Laboratory testing confirms the blends meet regulatory standards, deliver superior anti-knock and anti-detonation performance, and maintain high oxidation stability, along with low sulfur and benzene levels. 

Commercial scalability remains the final hurdle. The researchers state that full techno-economic evaluations, lifecycle carbon tracking, and supply-chain costing are needed before HyperFuel hits neighborhood pumps.

Yet, as transitional tech goes, HyperFuel could prove that internal combustion still has plenty of mileage left in a low-carbon world.

HyperFuel-95 refers to a low-carbon, high-octane hybrid gasoline formulation recently developed by scientists at the Research Institute of Sciences and Engineering (RISE) at the University of Sharjah.

This line of eco-friendly fuels was created by combining refined petroleum fractions with renewable oxygenated additives—specifically bio-based isopropanol (derived from biomass) and the novel dimate methyl ester (MED).

Key features of the HyperFuel series:

Ecological transition: It serves as a viable alternative for reducing the automotive fleet's overall carbon footprint without requiring any modifications or adaptations to current internal combustion engines.

Octane variants: HyperFuel-95 is the entry-level fuel in the line, which also includes HyperFuel-98, HyperFuel-100, and HyperFuel-102 versions (the latter aimed at high-performance motorsports and aviation).

Performance: laboratory tests have demonstrated that the formula delivers superior anti-knock properties and oxidation stability, alongside extremely low levels of harmful substances such as benzene and sulfur.

Commercial status: Although published in the scientific journal *Thermal Science and Engineering Progress*, the fuel still faces the hurdle of industrial-scale production. Techno-economic and market feasibility analyses are currently underway before it reaches commercial service stations.

University of Sharjah’s Research Institute of Sciences and Engineering (RISE)

AUTONEWS

Car suddenly uses more fuel - the culprit is not always the engine

When you drive the same routes every week, you probably have a pretty good idea of how often you need to stop at the gas station. If those stops suddenly seem to be happening more frequently, you may start wondering why your car is using more gas than usual.

Changes in fuel economy aren’t always caused by one major mechanical problem. Something as simple as low tire pressure or a change in driving habits can increase fuel consumption. However, declining gas mileage can also point to problems with your engine, fuel system, sensors, brakes, or other components.

A noticeable drop in fuel economy is worth paying attention to, especially when your driving routine hasn’t changed. Understanding the possible causes can help you determine whether you’re dealing with normal variations or a vehicle problem that deserves professional attention.

Here are some of the most common reasons you may have a car using more gas than usual.

Fuel consumption can also be increased by unsuitable tires or poor wheel geometry.

Most drivers know approximately how much fuel their car uses. When the average consumption suddenly increases by a liter or two, the first suspicion usually falls on the engine. However, the cause of the increased consumption can be much simpler, and therefore cheaper to solve.

First, check whether the car really uses more fuel... The data shown by the trip computer may not always be completely accurate, and short-term average consumption can be significantly affected by traffic jams or several cold starts, writes Autonews.

The most reliable way is to calculate consumption when refueling. Fill the tank to the top, reset the odometer, and divide the amount of fuel poured by the number of kilometers traveled during the next refueling. It is best to compare the results after several tank fills, as a one-time difference can occur due to a different route, weather conditions or other circumstances.

The cause may be the tires...One of the first things to check is the tire pressure. Even a decrease of a few tenths of a bar increases rolling resistance, which is why the engine needs more energy to maintain the same speed. Consumption can also increase due to unsuitable tires or poor wheel geometry.

Don't forget about the roof rack or roof box. They increase air resistance, which is especially noticeable when driving on the highway. Unnecessary cargo in the trunk has a similar effect, although the additional mass is most noticeable in city driving, where the car often starts and stops.

The car may be constantly braking while driving...Increased fuel consumption may not be related to the engine itself, but to the additional resistance that the car has to overcome while driving. A common cause may be a stuck brake caliper or a brake pad that remains pressed against the disc. In this case, the car accelerates less, and when the driver releases the accelerator pedal, the vehicle slows down faster than usual.

The smell of overheated brakes or the car pulling to one side can also indicate a problem. If you suspect this problem, never touch a hot brake disc or other parts of the braking system with your hand. Repair should not be delayed, as this type of failure, in addition to increasing fuel consumption, can endanger safety and cause damage to other parts of the car.

Cold weather and short trips can be the culprit...After a cold start, the engine runs with a richer fuel-air mixture and needs some time to reach the proper operating temperature. If the car is mainly used for trips of only a few kilometers, the engine runs in an uneconomical mode for a large part of the time. Therefore, consumption naturally increases, especially during winter and in dense city driving.

If the engine, however, does not reach operating temperature even after a long drive, the cause may be a stuck thermostat. In this case, the temperature gauge remains low, the cabin heating is weaker, and the engine control unit continues to inject more fuel as if the engine were still cold. Replacing the thermostat is much cheaper than the consequences that can arise from ignoring the problem for a long time.

The problem may also be in the exhaust system or transmission...In cars with diesel engines, increased consumption can also be caused by a clogged particulate filter, or DPF. If the filter regeneration is not completed completely several times, the system uses additional amounts of fuel, while at the same time the resistance in the exhaust system gradually increases.

Attention should also be paid to the automatic transmission. If it unnecessarily holds a lower gear for too long, slips or does not shift into the highest gear, the engine runs at a higher speed, which also leads to higher fuel consumption.

Special attention should be paid if the sudden increase in consumption is accompanied by other symptoms - loss of power, smoke from the exhaust, the smell of fuel, unusual sounds or the lighting of a warning light on the dashboard.

First: Make sure the economy has actually dropped...Before diving into causes, it's worth confirming that the economy actually has changed rather than just seeming like it has. Perception of fuel consumption can be misleading.

The most reliable way to track your real-world consumption is to:

•       Fill the tank completely (to the first click of the nozzle)

•       Reset your trip odometer to zero

•       Drive normally until the next fill-up

•       Fill the tank completely again and note exactly how many litres went in

•       Divide the litres used by the kilometres travelled and multiply by 100 , this gives you L/100km

Do this across two or three fill-ups to get a reliable baseline. Compare it to your manufacturer's stated combined economy figure (in your owner's manual) and to what you were achieving previously if you have that data.

One important caveat: economy varies significantly with how and where you drive. More city driving, more short trips, hotter weather requiring more AC, heavy traffic , all of these increase consumption without anything being wrong with the car. If your driving pattern has genuinely changed alongside the consumption increase, that may be the whole explanation.

Tyre-related causes, often the first place to check...Under-inflated tyres...This is the single most common and most overlooked cause of increased fuel consumption in Australian passenger vehicles. Under-inflated tyres have a larger contact patch with the road and flex more during rotation, creating greater rolling resistance. The engine has to work harder to maintain speed, which means more fuel used for the same distance.

Research consistently shows that tyres running 10% below their recommended pressure increase rolling resistance by approximately 3%, translating directly to 2–3% more fuel per kilometre. At 20% below recommended pressure , which is entirely possible in neglected tyres , the penalty can reach 5–7%.

•       Check all four tyres including the spare when cold (before driving or after less than 3 km)

•       Find the correct pressure on the tyre placard inside the driver's door frame , not on the tyre sidewall, which shows maximum pressure

•       Check monthly , tyres naturally lose 1–2 PSI per month through normal permeation

•       Also check for uneven pressure between tyres , one noticeably lower than the others suggests a slow puncture or valve issue

Wheel alignment out of specification...If your wheels are not properly aligned , pointing in slightly the wrong direction , the tyres scrub against the road rather than rolling freely. This creates significant rolling resistance that saps both fuel economy and tyre life simultaneously.

Signs that alignment may be off: the car pulls to one side, the steering wheel isn't centred when driving straight, or you notice uneven wear across the tyre (more worn on the inner or outer edge than the centre). A wheel alignment costs $60–$90 at most tyre shops and is worth doing if you notice any of these signs.

Wrong tyre type or size...If your tyres have been replaced recently and a different size or specification was fitted, this can affect fuel economy. Wider tyres and high-performance 'sticky' compound tyres have higher rolling resistance than standard touring tyres and will increase consumption. Check that the replacement tyres match the size and load/speed rating specified in the owner's manual.

Maintenance issues that drain economy...Dirty or clogged air filter...The air filter prevents dirt and debris from entering the engine. Over time, it accumulates particles and becomes progressively more restrictive. A clogged air filter reduces the volume and flow of air entering the engine, forcing the fuel management system to compensate with richer fuel mixtures , more fuel per combustion event.

A significantly dirty air filter can reduce fuel economy by 6–10%, which on a car that normally does 8L/100km means it's doing 8.5–8.8L/100km instead. Over 15,000 km per year, that's 75–120 extra litres consumed , several hundred dollars' worth at current prices.

•       Air filters should be inspected at every service and replaced when dirty , typically every 20,000–40,000 km depending on conditions

•       In dusty conditions , outback driving, dirt roads, dusty worksites , filters clog much faster and should be checked every 10,000 km or sooner

•       Replacement cost is typically $20–$40 in parts, often done as part of a standard service

Worn or fouled spark plugs...Spark plugs ignite the air-fuel mixture in each cylinder. When spark plugs are worn, their electrode gap has increased and the spark becomes weaker. When they're fouled with deposits, the spark may be inconsistent or may misfire entirely.

A weak or missing spark means incomplete combustion , the fuel doesn't fully burn, energy is wasted, and the engine compensates by using more fuel to maintain power output. Misfiring cylinders also cause rough running, increased emissions, and in severe cases, damage to catalytic converters.

•       Most modern vehicles have service intervals of 60,000–100,000 km for iridium or platinum spark plugs

•       Standard copper plugs in older vehicles should be replaced every 25,000–40,000 km

•       If your car is rough at idle, hesitates on acceleration, or has a noticeable misfire, spark plugs are a priority check

Degraded engine oil...Engine oil's viscosity changes as it ages and accumulates contaminants. Older oil becomes thicker, more viscous, and harder to pump through the engine's internal galleries. The additional internal friction this creates means the engine uses more energy , and therefore more fuel , to overcome it.

This effect is gradual and hard to notice day-to-day, but an engine running on oil that's 5,000 km overdue for a change may have measurably worse economy than the same engine on fresh oil. The improvement from a full oil service with the correct grade is typically 1–3% in fuel economy.

Blocked or partially clogged fuel injectors...Modern fuel injection systems deliver precisely metered amounts of fuel directly into each cylinder. Over time, carbon deposits from combustion accumulate on the injector nozzles, affecting the spray pattern and the volume of fuel delivered per injection event.

Clogged injectors either deliver too much fuel (rich running) or spray it in a poor pattern that doesn't atomise correctly , both waste fuel. The engine's management system may compensate by adjusting fuelling upward, increasing consumption further.

•       Symptoms: rough idle, hesitation on acceleration, poor cold start performance, increased consumption

•       Diagnosis: a mechanic can perform an injector flow test or use fuel system cleaner through the injectors

•       Treatment: professional injector cleaning ($100–$250) or in severe cases, injector replacement

Failing oxygen sensor...The oxygen sensor (also called a lambda sensor) monitors the oxygen content of the exhaust and feeds this data back to the engine management system, which uses it to maintain the correct air-fuel mixture. When this sensor fails or provides inaccurate readings, the engine may run with an excessively rich mixture , too much fuel relative to air , wasting fuel and increasing consumption.

A faulty oxygen sensor is one of the most common causes of a check engine light illumination, and it's also one of the most common causes of sudden, unexplained fuel economy drops of 10–20%.

•       If your check engine light is on alongside worsening economy, an oxygen sensor fault is high on the diagnosis list

•       Replacement cost: typically $150–$400 fitted depending on vehicle and sensor location

Faulty thermostat...The engine thermostat regulates coolant temperature, keeping the engine in its optimal operating temperature range. A thermostat stuck in the open position allows coolant to circulate continuously, preventing the engine from reaching full operating temperature.

A cold-running engine has higher internal friction, runs with a richer fuel mixture (cold engines need more fuel), and doesn't operate at peak efficiency. If you notice your temperature gauge never reaching its normal position, or the heater not getting properly warm, a stuck-open thermostat may be the culprit , and it's a relatively inexpensive fix.

Dragging brakes...If a brake calliper has seized or is partially dragging, the brake pad is in constant light contact with the rotor. This creates continuous mechanical resistance , the engine constantly has to work against braking force to maintain speed. The effect is similar to driving with the handbrake slightly on.

Signs of a dragging brake include a burning smell, unusual heat from one wheel after driving, the car pulling to one side, or uneven wear between front and rear brakes. A sticking calliper requires immediate attention , it's a safety issue as well as an economy one.

DACIA

Sandero TCe 100 2026: €14,950

The cheapest car in the Dacia lineup in Portugal currently costs €14,950. This is the Sandero Essential TCe 100, the entry-level version of the brand's range; it is priced lower than the Sandero Stepway, the electric Spring, and other models available on the domestic market.

According to Dacia Portugal, the €14,950 figure represents the recommended retail price (RRP) for mainland Portugal, including taxes but excluding administrative fees, transport costs, and the vehicle circulation tax (IUC). The final price should therefore be confirmed with a dealer.

Under the hood lies a 1.0-liter, three-cylinder turbo gasoline engine producing 100 hp and 200 Nm of torque, paired with a six-speed manual transmission and front-wheel drive.

Is the Dacia Sandero a good car? As cars get more complicated and expensive, the Dacia Sandero’s no-frills approach is quite refreshing. It’s a budget small car which you could consider instead of the Renault Clio or Vauxhall Corsa, but it’s much cheaper than either of them.

It’s a bit like comparing a white T-shirt from GAP to one from Asda George - both do the same job, neither will turn many heads but one is way more affordable.

Just like a white T-shirt, the Sandero is a smart-looking thing, but it won’t make you stand out in a crowded car park. If you do want to add a splash of colour, you’ll have to pay extra for any shade beyond white.

If you want to elevate your Sandero even more, both figuratively and literally, there’s a jacked-up Stepway version which has a faux-SUV vibe about it. No matter how you look at it though, it’s not as exciting as the stylish Peugeot 208.

You’re in for a pleasant surprise when you step inside, because the Dacia Sandero has a nice interior for such an affordable car. There’s no disguising its budget roots thanks to the swathes of hard black plastic, but the clever fabric on the dashboard lifts things nicely and it feels really solidly built.

The Essential version measures 4.10 meters in length, features five doors, and seats five occupants. The trunk offers a minimum volume of 221 liters, expanding to 1,152 liters with the rear seats folded down.

It’s a spacious cabin as well. The driving position is spot-on and gives you a great view out, although the seats aren’t all that supportive so you may get a touch of backache after a few hours behind the wheel.

There won’t be any complaints from your rear seat passengers either, because there’s plenty of room back there for such a small car. The Sandero’s boxy profile allows for good headroom, although a Skoda Fabia is slightly more spacious. The same goes for the boot, which is about average for this sort of car, but it falls short of both the Fabia and the Volkswagen Polo.

Interior style, infotainment and accessories...Because of its price, you might think the interior will feel cheap and incredibly dated. However, even the entry-level Essential trim looks a tad more upmarket than you might expect, with clear analogue dials, sharp horizontal lines across the dashboard and a decent level of fit-and-finish. There are still vast swathes of hard plastic throughout the cabin, but it manages to avoid looking like it has been built down to a price.

Smart rotary knobs control the heating and ventilation system and the steering wheel is equipped with buttons for the cruise control, while the audio system gets its own stubby adjustment stalk below the wiper controls. A 12-volt socket and USB port are located below the temperature controls and the top trim even gets keyless entry.

The Expression trim adds a leather-covered steering wheel, funky-looking fabric on the dashboard, plusher seat material and an 8.0-inch infotainment touchscreen – the base model requires you to use your smartphone instead. The screen incorporates a rear camera to go along with the parking sensors that are also part of the Expression trim. The system is simple enough to use and offers Apple CarPlay and Android Auto connectivity if you prefer to use your own apps. 

Essential version...Inside, the Media Control system includes a DAB radio, steering wheel controls, and Bluetooth connectivity, while the instrument cluster features a 3.5-inch TFT display. Basic versions of the Sandero are pretty spartan inside. There’s no central screen, just a mounting point for your phone, and it gets steel wheels as well. You do still get cruise control and a DAB radio as standard, but you’ll probably want to step up to the mid-spec version to get a touchscreen infotainment system with wireless Apple CarPlay and Android Auto. 

Out on the road the Dacia Sandero will ferry you from A to B with minimal fuss. The steering is a bit vague, but it’s really light which makes the car easy to slot through tight car parks. It’s also comfortable on the motorway with an acceptable amount of wind and road noise for a car at this price point.

100 hp and six-speed transmission...The TCe 100 engine powering this version uses a 999 cc, three-cylinder block. Dacia claims an output of 100 hp and a peak torque of 200 Nm, with power sent to the front wheels via a six-speed manual transmission. The brand also states a top speed of 180 km/h for this powertrain. For those seeking an alternative to the petrol-only engine, the Sandero lineup also offers the Eco-G 120—capable of running on both petrol and LPG—including a version equipped with an automatic transmission.

Eco-G 120... The Eco-G 120 engine in the Dacia Sandero city car combines a 3-cylinder engine with a dual-fuel petrol/LPG system. Switching between fuels is seamless, thanks to an integrated switch. Also available with an automatic transmission.

Choosing an engine for your Sandero is easy, because there are just two of them. The entry-level 90hp 1.0-litre petrol is peppy enough and will easily return 50mpg in the real world, and there’s also a 100hp option which can run on LPG - a cheaper fuel than petrol.

All cars get a slick five-speed manual gearbox as standard, and a CVT automatic is available on top-spec Journey models. It’s an adequate gearbox, but the manual is better for extracting as much performance from the Sandero as possible.

The Dacia Sandero may not be the most stylish small car out there, but there’s a refreshing honesty about it which makes it very easy to like. This is an affordable car which isn’t pretending to be anything but, and it’s spacious and good to drive.

If the Dacia Sandero tickles your fancy, browse the latest Sandero deals to see how much you can save. You can also check out used Sanderos, the latest lease deals or have a look at the best Dacia deals. If you need to sell your car, you can do that through Carwow as well.

The new Dacia Sandero is a step up from its forebear, with much-improved refinement at motorway speeds. You do have to work the engine to get up to speed, and it can be quite noisy as the revs rise, but it settles down nicely once you're cruising along. There's a bit of wind noise, but nothing unbearable.

You’ll get a quieter ride in some pricier alternatives, but the Sandero copes well on long journeys and is spacious enough to accommodate four adults and a few small bags at the same time.

The soft suspension settings that give the Sandero its forgiving ride quality around town mean that enthusiastic cornering is not its forte. It grips the road well but the body will lean in the bends when taken at speed, something that you’re not exactly likely to do in this car anyway.

Safety and security...The latest Dacia Sandero is a big step up from the previous model, not least because it’s now based on the current Renault Clio underpinnings. You might expect this to mean that it would achieve the same five-star Euro NCAP safety rating as the Clio, but unfortunately the Dacia Sandero Stepway (the high-riding version of the Sandero) scored a lowly two-star rating. The regular Sandero hasn't been tested, but it's identical in most ways.

While the 70% and 71% adult and child occupant safety ratings are passable, the poor 42% score for advanced driver assistance systems let it down. For what it’s worth, were it not for the limited efficiency of the automatic emergency braking system, the Sandero Stepway would have received a four-star rating.

All Sandero models come with hill start assist, advanced emergency braking (although only effective in avoiding other cars and not pedestrians or cyclists), six airbags and cruise control. The Expression trim adds keyless entry, a rearview camera and rear parking sensors.

What comes as standard for €14,950? Despite being the cheapest version, the Sandero Essential includes LED low-beam headlights and LED daytime running lights, cruise control and a speed limiter, rear parking sensors, electric front windows, remote central locking, a height-adjustable driver's seat, and a 1/3-2/3 split-folding rear seat. Air conditioning is not included as standard on this version; it is available as an option for €750. It is also possible to add a spare tire for €150, among other equipment.

The list of safety and service systems is relatively extensive. It includes city-focused automatic emergency braking with pedestrian and cyclist detection, lane-keeping assist, traffic sign recognition with speed alerts, driver fatigue and attention monitoring, a safe distance warning, electronic stability control, and hill-start assist.

It also features the E-Call automatic emergency call system, ISOFIX anchor points on the outer rear seats, indirect tire pressure monitoring, and seatbelt reminders for all seating positions.

The "Essential" is just the first of three trim levels; above it sit the "Expression" and "Journey," offering progressively more equipment.

In addition to the advertised price of €14,950, Dacia is currently offering a "My Revision" maintenance plan covering 24 months or 50,000 kilometers, whichever comes first. This offer applies to private customers and new orders placed by October 31, 2026. 

 

by Autonews

 

AUTONEWS

Germany seeks to tax Chinese plug-in hybrids like EVs—and then some

With the German government's backing, the SPD is pressuring the European Union to rectify a past mistake. In its eagerness to offset the incentives the Chinese government granted to local automakers—incentives deemed illegal by both the World Trade Organization (WTO) and the European Union—Brussels focused exclusively on electric vehicles (EVs), overlooking plug-in hybrids (PHEVs). This oversight created a loophole that Chinese automakers have since heavily exploited.

German automakers have bet most heavily on PHEVs and rely on them the most, primarily because the technology is substantially cheaper than embarking on the design and production of purpose-built electric vehicles—which require dedicated battery-electric platforms to maximize the technology's advantages. However, the tax loophole for Chinese PHEVs allows them to bypass the surcharges imposed in Europe, which reached as high as 45.3% (a 35.3% additional levy on top of the standard 10% import duty). Capitalizing on this, Chinese PHEVs have begun making life miserable for their European rivals, particularly the German ones.

The German government has never hesitated to penalize Chinese vehicles—whether electric, PHEV, or otherwise—for violating international trade agreements. If it hasn't done so until now, or pressured the European Union (as its largest contributor) to punish Asian manufacturers, it was solely because German automakers—Porsche, Mercedes, BMW, Audi, and VW—insisted that penalties on Chinese models remain minimal. They sought to prevent China from blocking or hindering exports of German models. Now, however, they realize that despite this caution, sales of those models are dead—or virtually so. 

SPD leaders in both Berlin and Brussels want, above all, to bring vehicle production back to Europe rather than losing it to China, while also closing the loophole that allows PHEVs to bypass regulations under current (and imperfect) laws. German Chancellor Friedrich Merz (CDU) is prepared to advocate for applying additional tariffs to as many vehicle types as necessary (EVs and PHEVs), but SPD leader Lars Klingbeil—who serves as Vice-Chancellor and Finance Minister—has revealed that the German government is willing to go even further by forcing Chinese companies to form joint ventures with European manufacturers and establish factories in Europe.

The proposals put forward by the SPD closely resemble the requirements China imposed for decades on Western automakers seeking to sell vehicles in that country. They entail requiring Chinese companies to form joint ventures before selling in the German or European markets and, as previously mentioned, extending the tariffs originally designed for electric vehicles—aimed at offsetting the unfair state advantages granted to local manufacturers—to include PHEVs. If implemented, these new rules would trigger major market shifts, with the goal of attracting more investment to Europe and creating more jobs.

German social democrats push EU tariffs to cover Chinese hybrid cars...The SPD is pressing Brussels to extend current EU duties on China-made electric vehicles, which run up to 45%, to include plug-in hybrids too. Right now hybrids are not covered, and the party wants that gap closed to level competition for European automakers. The draft puts it plainly: "We must protect our automotive sector more resolutely against Chinese models that are offered at very low prices through unfair practices," and, "We call on the federal government to use its influence to ensure that the EU finally closes the loophole for plug-in hybrids and imposes tariffs on them just as it does on fully electric cars."

The political push and risks...This amps up pressure on German Chancellor Friedrich Merz as he looks to harden policy on China without provoking Beijing, at home and at the EU level. Berlin has historically tread lightly to avoid retaliation that could hit key industries, and in 2024 it opposed the EU's EV tariffs. The SPD frames the moment as a strategic reset: "The shift toward geo-economic power politics by other countries is forcing Germany and the EU to develop new geo-economic strategic capabilities."

What this means for your portfolio...The SPD wants leaders in Berlin and Brussels to pull more production back to Europe, crack down on currency manipulation, strengthen protections for workers, introduce "new trade defense instruments that apply across as many sectors as possible," and require local sourcing for certain goods. On Tuesday, Lars Klingbeil said that in the weeks ahead, Berlin intends to roll out a set of tougher steps aimed at addressing what it considers unfair Chinese trade practices. 

Among the measures under consideration are mandates that Chinese firms form joint ventures before entering the German or EU market, additional tariffs on categories such as plug-in hybrids, and purchasing preferences for goods made in Germany or Europe. If these ideas advance, they could reshape costs and competition across Europe's auto supply chains and public procurement, so keep an eye on Friday's SPD vote and the EU's next steps.

Why Germany wants the tax:

-The loophole: Fully electric cars from China face heavy EU import duties up to 45%. However, plug-in hybrid electric vehicles (PHEVs)—which use both gas and battery power—only pay the standard 10% EU import tax

-Rising sales: Chinese hybrid car sales in Europe surged 155%, taking a large share of the market from local brands

-Fair competition: German leaders, supported by reports detailed in Automotive News, argue that Chinese state subsidies give these hybrid cars an unfair price advantage

Proposed changes:

-Equal tariffs: Expanding current electric vehicle penalties to cover all Chinese plug-in hybrids

-Joint ventures: Forcing Chinese automakers to partner with European companies and build local factories before selling cars in the region, as outlined by Autonews and Briefs

AUTONEWS

What is the truth about the new Yugo?

When the first drawings showing what the new Yugo might look like were shown more than a year ago, everyone showed a certain amount of enthusiasm, but also nostalgia. However, a lot has happened since then.

Was the license for the name and logo really handed over to a German businessman of our origin, did they continue with the project and is there a chance of fulfilling the promise that we will see a drivable model next year – these are the questions that this week's SAT show answers.

The image below shows a projection of what a modern Yugo car would look like.

The image envisions a modern, sporty reinterpretation of the classic hatchback from the former Yugoslavia.

The image below shows a concept for a new Yugo convertible—a digital rendering created by designer Darko Marčeta for a potential revival of the classic Yugoslav automotive brand.

Announcement: Investors and entrepreneurs have announced plans to revive the Yugo brand, with the aim of unveiling a functional prototype.

Planned Launch: The project aims to showcase the model at Expo 2027 in Belgrade.

Design and Concept: The retro-futuristic design blends modern lines with cues from the original 1980s model, featuring body styles such as a hatchback and the convertible version shown in the image.

Powertrain: The project is considering the use of an affordable internal combustion engine (such as a 1.2-liter unit) or electrified alternatives aimed at the low-cost European market. 

image: SAT mission

 

JEEP

2026 Jeep Grand Cherokee test

Jeep is celebrating its 85th anniversary by reintroducing one of its iconic models. After a three-year absence, the Cherokee makes its grand return to the most competitive segment in the automotive industry.

The Jeep Cherokee took a brief hiatus in 2023 while the automaker prepared its successor. Now, after some time away, it is back. The new 2026 Cherokee is larger than the model it replaces, offering more standard technology and a hybrid powertrain. It arrives as a crucial addition to the Jeep lineup, aiming to make a strong impression in one of the most competitive segments in the industry—both in the U.S. and globally.

Built on the STLA Large platform, the 2026 Cherokee measures 4,777 mm in length, 2,123 mm in width (including mirrors), and 1,717 mm in height, with a wheelbase of 2,870 mm—152 mm longer than the previous generation. Cargo space has increased by 30%, while the exterior design retains the Jeep identity with boxy lines, a seven-slot grille, and horizontal taillights.

For off-road capability, the SUV features the Active Drive I system with four driving modes (Auto, Sport, Snow, and Mud/Sand), offering an approach angle of 19.6°, a departure angle of 29.4°, 203 mm of ground clearance, and a breakover angle of 18.8°. The Trailhawk version, currently under development, will feature Quadra-Lift air suspension and the Quadra-Drive II system.

The big news for the 2026 Cherokee is the introduction of a hybrid powertrain featuring Stellantis's 350-volt architecture, designed specifically for the SUV. It is the only powertrain available at launch, though other options are expected soon. It combines a 1.6-liter turbocharged four-cylinder engine with a continuously variable transmission (CVT) and two electric motors.

It is a full hybrid (non-plug-in). The electrical system is powered by a small 1.08 kWh battery, which is recharged by the internal combustion engine and regenerative braking.

This time around, look for a completely different product with a simplified model lineup, consistent nomenclature and revised pricing. Furthermore, Jeep aimed to create the ultimate do-it-all vehicle—a "Swiss Army knife" among compact SUVs. Mission accomplished? We went to Westlake Village, California to find out under a blazing sun.

The 2026 Jeep Cherokee is largely inspired from the XJ generation of the 1980s with a robust, boxy exterior, a vertical liftgate and the inevitable seven-slot grille that flows into the headlights. At the rear, the taillights are reminiscent of jerrycans. From our point of view, the new design successfully combines classic and modern touches.

The 2026 Jeep Cherokee has grown in every dimension, making it one of the largest and roomiest compact SUVs on the market. Rear passengers benefit from wide seats and ample headroom and shoulder room. The floor is virtually flat, with just a subtle transmission tunnel bump, improving comfort for the middle passenger.

While Jeep is considering other options for the future, the 2026 Cherokee currently offers a hybrid powertrain exclusively. This is a brand new system that will meet competitors where they are. It combines a turbocharged 1.6-litre four-cylinder engine with two electric motors, a 1.08kWh high-voltage battery and an electronically controlled CVT. Together, they produce 210 horsepower and 230 lb-ft of torque.

We think it’s a great match for the new Cherokee, resulting in dynamic performance. The beltless transmission is responsive and further enhances the driving experience. Sure, the engine will still scream when pushed, but excellent sound insulation greatly reduces noise levels inside the cabin while allowing occupants to fully appreciate the available Alpine audio system—a treat for the ears.

The system produces 213 hp and 31.8 kg-m of torque. Jeep claims the Cherokee will offer a range of over 800 km and deliver fuel economy of 15.7 km/l in combined city and highway driving. Jeep states that the SUV will accelerate from 0 to 96 km/h (0 to 60 mph) in 8.3 seconds.

The new Cherokee is built on Stellantis's STLA Large platform, measuring 4,777 mm in length, 2,123 mm in width (including mirrors), and 1,717 mm in height. It has a wheelbase of 2,870 mm, which is approximately 152 mm longer than the previous model's. According to the automaker, these changes result in 30% more cargo space. Cherokee Off-Road Capability

The new Cherokee comes standard with Jeep’s Active Drive I 4x4 system, which features rear-axle disconnect and four drive modes: Auto, Sport, Snow, and Mud/Sand.

It also boasts class-leading approach and departure angles—19.6 and 29.4 degrees, respectively—along with 203 mm of ground clearance and a breakover angle of 18.8 degrees.

Jeep is currently developing a new Cherokee Trailhawk, though details remain under wraps. The previous model featured the full-time Quadra-Drive II 4x4 system, Quadra-Lift air suspension, underbody protection, and a suite of off-road upgrades.

Retro-inspired exterior and tech-filled cabin...The interior blends technology and comfort, featuring a 10.25-inch digital instrument cluster, a 12.3-inch Uconnect 5 infotainment system, wireless Apple CarPlay and Android Auto integration, and a rotary gear selector that frees up console space. The driver-assistance package includes Level 2 ADAS, automatic braking, blind-spot monitoring, park assist, and rain-sensing wipers. Depending on the trim level, features also include a 360-degree camera, ventilated front seats and heated rear seats, a dual-pane sunroof, and a motion-activated liftgate.

The Cherokee arrives with an all-new design, yet Jeep took care to pay homage to the original XJ generation. The SUV features a simple style with a boxy, squared-off silhouette. U-shaped daytime running lights positioned around the LED headlights recall the XJ's square light units. At the rear, the new Cherokee features a sharp break in the C-pillar around the taillights, drawing inspiration from the design of military fuel cans.

Jeep has kept things simple inside as well. The dashboard retains the same general shape, featuring a steering wheel, similarly styled air vents, and a luxury-oriented cabin experience.

A 10.25-inch digital instrument cluster and a 12.3-inch infotainment display come standard on the SUV. It runs the Uconnect 5 system with wireless Apple CarPlay and Android Auto. A new rotary gear selector frees up space on the center console—one of many areas where Jeep sought to maximize cabin storage. All versions of the new 2026 Cherokee will come standard with rain-sensing wipers, automatic emergency braking, blind-spot monitoring, parking assist, and Active Driving Assist—a Level 2 advanced driver-assistance system (ADAS). Depending on the configuration, optional upgrades offered by Jeep will include a 360-degree camera, heated rear seats, ventilated front seats, a front-tire curb-view camera, a dual-pane sunroof, and a motion-activated power liftgate.

As we mentioned, the 2026 Jeep Cherokee starts at $35,000. That’s for the base model and before a mandatory $1,995 destination charge. That’s several thousand dollars more than a Toyota RAV4 but in line with most other hybrid compact crossovers – especially if you’d have upgraded one of the others with all-wheel drive. Also, as we write, the RAV4 is in short supply and selling above its sticker price.

Other standard features include 18-inch alloy wheels, automatic climate control, rain-sensing windshield wipers, adaptive cruise control, and blind-spot monitoring. So this isn’t a base-model SUV that screams “somebody didn’t get the upgrade.” The Laredo costs $3,000 more and has a power driver’s seat, heated front seats, fog lights, and the chance to buy a sunroof. Our Laredo test vehicle cost $41,590 with the sunroof and the destination charge. 

The next-up Limited is a relatively affordable upgrade. At $40,000 plus the destination charge, or $2,000 more than the Laredo, it has leatherette upholstery, a heated steering wheel, a power passenger seat, a wireless smartphone charger, and a power liftgate. It also has options for a premium stereo, a towing package, and GPS navigation. 

The top Overland, $43,000, includes those options along with big 20-inch wheels. It’s the only trim to offer ventilated front seats, heated rear seats, a surround-view parking camera, or an automated parking system. If you’re attached to any of those items, you might find them for less money on a competitor. But overall, the Cherokee delivers reasonable equipment for the money. 

Autonews

AUTONEWS

Human ‘safety drivers’ in Uber robotaxis could lose skills if all they do is observe

Imagine getting into a London taxi. Someone is sitting in the driver’s seat, but the car is driving itself. If the autonomous system gets into difficulty, they must recognise what is happening, decide whether to intervene and, within seconds, potentially take control.

This is no longer hypothetical. Uber and the British autonomous driving company, Wayve, have been granted licences to operate self-driving taxis in London with human safety drivers seated inside, with more than 100,000 people having joined a waiting list for the service. Uber launched its service, with 15 autonomous vehicles, on September 3.

Much of the debate thus far has focused on whether robotaxis will eventually replace human drivers. But there is another important question: what happens to human skill when our job changes from doing something to watching a machine do it?

Driving involves reading the road, anticipating others’ behaviour, judging risk and responding to unexpected situations. Autonomous vehicles transfer much of this work to software, but humans don’t necessarily become unskilled; their expertise changes.

They become less of an operator and more of a critical supervisor. There is, however, a problem with this arrangement, one that was identified long before today’s enthusiasm for AI.

In 1983, Lisanne Bainbridge published an influential paper, Ironies of Automation, noting that automation tends to leave humans with the tasks machines find most difficult, namely, monitoring complex systems and dealing with unusual situations.

The irony is that automating routine work can leave people with fewer opportunities to practise the skills they need when something goes wrong. Applied to robotaxis, this paradox is striking: the better the autonomous system becomes at driving, the less its human supervisor needs to drive.

However, the less that person drives, the fewer opportunities they have to practise the skills they may suddenly need when the system encounters something it cannot handle.

Meaningful oversight...There are signs of a similar problem elsewhere. For example, a 2025 study of clinicians using AI-assisted colonoscopy found that after routinely working with AI, their ability to detect precancerous growths when working without the technology declined, falling from 28.4% before regular exposure to AI to 22.4% afterwards.

This does not mean that AI makes doctors worse, nor that autonomous vehicles will inevitably make people poor drivers. The significant distinction is between the performance of the human-machine system and the capabilities retained by the human within it.

A system can improve while the human supervisor becomes less practised. We hear about keeping a “human in the loop” in medicine, education, law and workplaces increasingly reliant on machine-generated analysis. However, having a human present is not the same thing as having meaningful human oversight.

For that, the person needs enough expertise to recognise when the machine is wrong, enough confidence to challenge, and enough authority to intervene.

A temporary job?...Robotaxis already operate in the US, China and the Middle East, sometimes without a supervisor. This raises an uncomfortable question about London’s safety drivers: do they represent a new kind of skilled occupation (expertise in supervising autonomous systems) or are they temporary workers, required until the technology is considered reliable enough to work alone?

There may, in other words, be two kinds of displacement happening. Eventually, the taxi driver may be displaced by the machine, but before that happens, driving itself becomes displaced by supervising. And that transformation is likely to reach far beyond transport.

The government had anticipated commercial trials beginning this year, but regulatory and technical hurdles have delayed the rollout. Transport for London has not published the guidance operators will need and no vehicles have thus far completed the approval process required for fully driverless passenger services.

The delay has been welcomed by some campaigners who have raised concerns ranging from employment and road safety, to privacy and the environmental costs associated with data intensive technologies. However, the postponement should not be read as evidence that autonomous vehicles have failed or that they are inherently unsafe.

Indeed, it highlights something more fascinating – that technological capability, regulation and social preparedness do not necessarily develop at the same speed.

Before fully autonomous vehicles can become ordinary features of London’s streets, regulators must confront questions that are partly technical but also ethical; such as, who supervises an autonomous system? Who is responsible when something goes wrong?

And at what point are we prepared to decide that the human supervisor is no longer needed? London’s delayed experiment is therefore testing a relationship with technology that is becoming increasingly familiar: machines performing while humans watch, judge and remain responsible.

As such, the challenge is no longer about keeping a “human in the loop”, but ensuring that when we do, humans retain the skills, judgment and agency that make their presence meaningful.

Human "safety drivers" in robotaxis can lose their driving skills over time due to a phenomenon known as the "Irony of Automation." When an autonomous system performs perfectly for long stretches, the human role shifts from active operator to passive observer. 

This passive state leads to skill degradation, delayed reaction times, and diminished situational awareness, making it incredibly difficult for a human to intervene effectively during a sudden emergency

1. The Paradox of Automation...Originally identified by researcher Lisanne Bainbridge in her influential 1983 paper, Ironies of Automation, this concept highlights a major design flaw in human-machine setups:

 

-The Routine is Automated: Machines take over the highly repetitive, routine parts of a task (like maintaining a lane or following speed limits)

-The Hard Tasks are Left to Humans: Humans are expected to step in only during complex, high-risk, or highly unusual edge cases that the software cannot handle

-The Paradox: The better the AI becomes at driving, the less a human supervisor gets to practice active driving. Over time, this lack of practice erodes the exact, sharp skills needed to handle the split-second emergencies the machine leaves behind

2. Cognitive De-skilling: From Doing to WatchingActive driving requires a continuous feedback loop: reading the road, predicting pedestrian behavior, calculating risk, and physically responding:

-When a safety driver is relegated to just watching, they enter a state of passive monitoring.

-Human brains are notoriously poor at maintaining high focus while doing nothing. Complacency sets in, and the driver loses the "feel" and micro-judgments required for high-stakes driving

3. Real-world parallel: AI in medicine...This issue isn't exclusive to autonomous cars. A 2025 medical study tracked doctors using AI-assisted colonoscopies:

-After routinely relying on AI to spot abnormalities, the doctors' independent ability to detect precancerous growths without the AI dropped significantly—falling from 28.4% down to 22.4%

-Just like safety drivers, the clinicians suffered a decline in their standalone skills because they outsourced their active analytical judgment to a machine

Bangor University