AUTONEWS

Vehicle miles traveled: An improved, but imperfect, traffic metric

Opponents of new developments often argue that more construction will bring more traffic, frequently convincing developers to reduce the scale of their projects or seek out less densely populated areas to build. Although such compromises may lead to less congestion on the road, they don't necessarily reduce driving and driving's associated environmental effects. But what if how much a community actually drives provides a better measure of how a new development stands to affect a neighborhood?

Although it's not a silver bullet, research from Northeastern University published in the Transportation Research Record, finds that that new approach—called vehicle miles traveled (VMT)—is a better way to measure a development's environmental impacts related to transportation.

"We replaced something that was counterproductive with something that makes a lot more sense," said Serena Alexander, an associate professor in civil and environmental engineering and public policy and urban affairs at Northeastern. "But it doesn't mean that it's perfect."

Alexander explained that for years, developers and planners used a measure called "level of service" to evaluate the environmental impacts of a development on transportation infrastructure. The higher the congestion, or overcrowding, on railroads, streets or shipping lanes, for instance, the worse the level of service.

Planners and developers historically had two main solutions to improve worsening levels of service, Alexander said, widening and building new roads, and increasing construction in more remote places where there was less traffic.

Unfortunately, both make people drive even more, she said.

"As you widen the road, people think that, "Well, there's no traffic, so we can drive,'" Alexander said.

Meanwhile, reducing the level of service by building housing or retail in remote, low-density areas can lead to subdivisions that you can only get to and navigate by car, Alexander said.

"Every time that you build something, you potentially generate more driving," Alexander said. "But when you build something that's near transit or in a dense urban area, the extra driving that you generate is a lot less than when you build homes in a suburban or exurban area."

The metric sounded promising to planners and environmentalists. Instead of encouraging developers to build 15 miles (24 kilometers) beyond city limits to reduce traffic, projects were incentivized to build closer to transit infrastructure, municipal hubs and amenities to reduce driving.

The state of California implemented VMT in 2013. The state even proposed incentives where developers could mitigate higher levels of projected VMT by providing money for local transit projects, issuing public transportation vouchers and more, Alexander said.

Other states, including Washington and Oregon, now use VMT in transportation projects and to meet transportation goals, and Massachusetts is also considering using the metric.

But the metric has not been without critics, who worry that it punishes rural or suburban housing, or even personal mobility and freedom.

In her research, Alexander found a few challenges with VMT.

First, there is limited legal precedent and data that establishes VMT as a valid metric.

"Cities struggle to push for this because they are afraid that they'll be sued by developers and there's not enough evidence to back up what [planners] are saying," Alexander said.

For instance, if a builder is asked to mitigate the driving that their development produces by adding an expensive bike lane, they may challenge the use of VMT as an effective measure.

Similarly, there are many tools for measuring VMT, but few standards, Alexander said.

"Some cities have their own VMT tool. States have tried to develop their own metro-level tools," Alexander said. "So, they use different tools to see if they will get the same numbers, and the numbers don't match up."

These opposing numbers mean that VMT and mitigation efforts can be calculated differently for different projects depending on geographic location, leading to potential disagreements, distrust and uncertainty.

"You cannot require the developer to contribute to a VMT bank when you don't know how reliable your VMT estimations are," Alexander said. A VMT bank is a system where developers or project sponsors purchase VMT reduction credits to offset the environmental and traffic impacts of new construction projects. "You cannot also expect that the community will accept that this project will not increase driving tremendously if they cannot trust your tool."

Using VMT and establishing mitigation strategies for it can also prompt equity issues, Alexander said.

"When you require developers to contribute to a bank or even an exchange program, how do you know that the benefits of those projects or programs are actually going to be shared in an equitable way with the community that experienced the development?" Alexander asked.

For instance, Alexander wondered if a new subdivision's increased VMT is offset by a bike lane miles away, will the subdivision residents really benefit. Another thing to consider, she said, is whether more dense development in transit-rich neighborhoods will lead to gentrification.

"It's not that VMT is necessarily a bad tool or that it's not useful," Alexander said. "It's just that it's new, it's developing, and we need to answer all these questions before we can actually do something that makes sense."

Mariela Alfonzo, the CEO and founder of State of Place, a predictive analytics company that evaluates how urban design features impact cities and collaborated on the research, said level of service was a "square-peg-round-hole metric."

But she said that VMT's future as a successful metric depends on more than just the number of car trips. It also depends on information about who is driving, when the trips are made, what alternatives may exist and even the experience those alternatives provide.

"People do not choose whether to drive based only on density or distance—they respond to the actual street-level experience," Alfonzo said. "If the sidewalk is broken, the bus stop is exposed, the crossing feels unsafe, or there is no shade, that changes behavior."

Provided by Northeastern University

 

AUTONEWS

One of only two red Spykers ever made sold for $670,000

After going out of business a few years ago, Spyker Cars is preparing to make a comeback with a revamp of the twin-turbo V8 Preliator. Partly due to renewed interest and media attention for the brand, one particularly impressive example has just sold for $670,000 in the US.

When it comes to classic Spyker models, it’s hard to find a more spectacular one than this one. It’s a 2006 C8 Laviolette that was sold in Scottsdale, Arizona, with just 3,379 kilometres on the clock. It’s painted bright red, and is one of only two Spyker vehicles ever painted in that shade.

The advert states that the car was originally built as a Spyder, but Spyker converted it into a Laviolette coupe in Florida in 2007. The example is completely original, except for the four-spoke propeller steering wheel from later C8 models and LED taillights, which were installed by Jasper den Dopper, a renowned Spyker expert.

Spyker in Red...This particular C8 was a Laviolette Widebody, which is already quite rare, but it was finished in a lovely red. We aren't used to seeing Red C8s come to market, and there's a good reason: only 2 were ever made, and this is 1 of them. This 2006 model was listed on Bring-a-Trailer with 2,000 miles and sold for $670,000, showing just how much value the C8 has picked up over the years.

An interesting thing about this Laviolette is that it was a conversion: it was originally built as a Spyder and later rebuilt into a Laviolette coupe in 2007. Most of the car remains original apart from small upgrades like the LED taillights and four-spoke propeller steering wheel, which featured in later C8 models. The upgrades were done by Spyker expert Jasper den Dopper.

The Spyker C8's exterior is extremely well cared for, but the highlight has always been the interior. Spyker's C8 interior is a design tour de force, mixing 20th-century aviation touches and style. This car's interior was immaculate, featuring beige and some contrasting exposed metal parts, a very one-of-a-kind type of stuff. The C8 was powered by a 4.2-liter Audi-derived V8 that made 400 hp and 354 lb-ft of torque. This particular engine was removed in 2025 to undergo a major service.

While Spyker, as a brand, has technically gone bust and no longer exists, there have been claims that it plans to come back. In fact, the intent seems more serious than we thought, as they already have a model in mind called the C8 Preliator. The car and the brand are set to take the stage during Monterey Car Week, with the Preliator said to be powered by a non-electrified twin-turbo V8 that makes 800 hp.

The exterior looks impeccable, and the red paint is nicely contrasted by the chrome 19-inch wheels, chrome details on the side air intakes, and the brushed silver pillars and roof intake. Aside from Pagani, few niche sports car manufacturers have created interiors that are as detailed as Spyker’s, and this beige leather-clad C8 has a particularly striking interior.

In terms of power, the C8 Laviolette uses a mid-mounted 4.2-liter Audi V8 engine with 406 hp and 480 Nm of torque. This engine was removed in 2025 during a major service and is paired with a 6-speed manual transmission, which sends power to the rear wheels. While you can get a lot more power for that money, it's hard to find a car that blends performance and style like this.

DUCATI

Ducati Desmo450 EDS: Borgo Panigale's first 4-stroke enduro

Tracks, trial sections, trails, against the clock...here's a new enduro motorcycle option. After its foray into motocross with the MX version, the Borgo Panigale manufacturer has revealed the highly anticipated Ducati Desmo450 EDS, a motorcycle that brings all the DNA of competition, passion and technology of Ducati to the demanding and constantly changing terrain of enduro.

The countdown begins to see what the red of Borgo Panigale is capable of in the mud.

Ducati engineers didn't just "soften" their motocross model. They started with the Desmo450 MX as a base and redesigned a structure adapted for off-road use.

The result is a lightweight aluminum perimeter frame, weighing less than 9 kg. Composed of 11 pieces (half the number of pieces of competitors, according to the brand), it offers the perfect balance between flexibility and rigidity. This is complemented by a new 8.5-liter transparent fuel tank that increases range without compromising the bike's narrow profile, and an essential wheel combination: 21 inches at the front and 18 inches at the rear, fitted with Metzeler Six Days Extreme tires.

In terms of suspension, Ducati maintains its confidence in Showa. Developed with the valuable help of multi-world champion Antoine Meo, the new 49 mm forks (with 310 mm of travel and softer springs than those used in motocross) ensure ideal absorption of rocks, roots and other obstacles.

For braking, the brand opted for the latest generation Brembo brakes, combined with Galfer discs, specifically modulated to provide an off-road feel.

Desmodromic engine...The jewel in the crown is its single-cylinder engine with desmodromic valve actuation. It is the only engine in its class with this technology, redesigned to offer smooth and progressive power delivery, as well as traction at low and medium revs.

Ducati incorporated a smaller throttle body (42 mm instead of 44 mm on the motocross bike), lower compression pistons and a crankshaft with greater inertia to prevent the bike from stalling in the most technical sections.

In addition, it has a six-speed gearbox with specific enduro ratios: a very short first gear for technical sections and a long sixth gear for quick transitions. The entire system is thermally protected by higher capacity radiators and a standard electric fan, essential in the extreme conditions of enduro.

The great differentiator of the Desmo450 EDS is its technology. With the Racing Kit (exclusive to competition), the bike unlocks the Ducati Traction Control (DTC), designed specifically for enduro. Unlike other systems, this one reads the actual rear wheel slippage and can detect jumps, automatically disengaging in mid-air.

Another aspect is that Ducati is looking to the future of workshop maintenance with adaptive maintenance. It eliminates mandatory piston replacements based on a rigid number of hours.

The Desmo450 EDS system has an algorithm that analyzes your riding style, the terrain, and engine wear in real time. All this information is sent to the Ducati X-Link app on your mobile device, customizing your maintenance schedule (MID or FULL) based on actual wear.

 

by Autonews

RENAULT

Dacia Sandero 2028

Dacia, the Romanian subsidiary of the Renault Group, is preparing a new generation of the Dacia Sandero for 2028. The highlight of the new model is the launch of a 100% electric version focused on cost-effectiveness, in addition to electrified options with hybrid engines.

Electric Version: The Sandero EV will use the modern AmpR Small platform (or CMF-B EV), sharing components with other entry-level models from the group. The brand promises to keep the vehicle incredibly cheap and accessible.

Design and Technology: The evolution will maintain the brand's contemporary visual identity, with a digital dashboard, multimedia center of up to 10 inches and a design focused on robustness — especially in the crossover line.

 

Autonews

TUNNING

Bovensiepen 05 GT

The Bovensiepen 05 GT - the latest creation from the Bühl-based car manufacturer - combines sophisticated engineering with timeless design, capturing the art of fine driving in every detail and creating a Gran Turismo with a truly unique automotive character.

"Following the Bovensiepen Zagat, the Bovensiepen 05 GT also embodies timeless and elegant design from every angle; we are collaborating with top designers in the industry," says Andreas Bovensiepen, CEO of the Bühl-based car manufacturer.

Renowned automotive designer Frank Stevenson created Bovensiepen's new design language for the 05 GT. Fine driving refers to the fusion of outstanding design with a powerful drivetrain and precise handling, combined with exceptional ride and interior comfort. At the Bühl plant, automotive dreams are brought to life by hand with great dedication, which is particularly appealing to car enthusiasts. Bovensiepen 05 GT: “A treat for all the senses,” explains Andreas Bovensiepen.

The exterior design bears the signature of designer Frank Stevenson, a leading figure in contemporary automotive design. A name inextricably linked to automotive icons such as the first BMW X5 and the relaunch of the modern MINI Cooper at the turn of the millennium. Some of the world’s most famous sports car manufacturers, including Ferrari, Maserati and McLaren, have already relied on Stevenson’s design expertise.

A striking design element runs along the entire lower part of the body: a design line connects the front bumper, side sills and rear end into a harmonious whole. As with the design line that encompasses the Bovensiepen Zagato, the eye is led around the entire vehicle to discover every detail of this automotive work of art. The color of the design line can be selected to match the exterior color.

The core component of the new Bovensiepen design language is the powerful front end, with a laser-cut grille made of high-quality stainless steel and large air intakes that reveal the Bovensiepen 05 GT's affinity with Zagato.

At the rear, an Akrapovič titanium exhaust system with four oval tailpipes in typical Bovensiepen design highlights the high performance potential of the Bovensiepen 05 GT.

A horizontal design line on the side sills elongates the side view, resulting in a visually lower, sportier appearance in combination with the wide front and rear.

The wheels are much more than just a functional element: they are an integral part of the Bovensiepen design language and an expression of profound engineering art. The Bovensiepen 05 GT is equipped with lightweight 21-inch forged wheels that radiate a commitment to perfection through their symmetrical design. The color scheme can be freely chosen; for example, a newly developed satin aluminum finish is available as standard. Both the brake calipers with the Bovensipen logo and the wheels can be finished in a number of colour options to match the car's colour and the surrounding design line.

Inside, the high standards of the Fine Driving philosophy are evident in every detail. In keeping with the tradition of small-series production, each vehicle bears a numbered production plate - an unmistakable commitment to uniqueness. The hand-crafted Lavalina steering wheel with high-quality aluminum gearshift paddles sets new standards in feel and appearance at the most central point of contact for the driver.

The design of the front end follows the principle of "form follows function" and ensures the necessary airflow for intake and cooling. The optimised air intake with a special intake funnel, together with the generously dimensioned Akrapovič exhaust system, allows the engine to "breathe" more easily. Both create the conditions for optimising the engine software - confirmed by extensive testing in summer and winter, as well as at top speed test sites such as Papenburg and Nardo. The result is a system output of 589 kW (800 hp), which, combined with a maximum torque of 1100 Nm, ensures a particularly confident driving experience.

The lightweight titanium exhaust system, developed in collaboration with renowned technology partner Akrapovič, produces an emotionally appealing sound with strong bass and saves 7.8 kg in weight.

In line with the extensive customization options, all of these elements can be ordered in a freely selectable contrasting color. The seat back covers can be painted in any desired color at no additional charge; the insert itself is covered in leather and bears the 05 GT model designation. In this way, the modern interior creates a warm atmosphere that invites you to travel in comfort and style. Those who appreciate luxury and exclusivity the most will choose one of the full-leather interiors - made from the famous Lavalina leather, considered by connoisseurs to be the highest quality in the entire automotive industry.

Delivery of the first vehicles to customers is scheduled for the fourth quarter of 2026. The recommended retail price with 19% German tax is 198,900 euros.

by Autonews

AUTONEWS

Audi Nuvolari in action on the test track

Audi has released a video of its Nuvolari supercar, which was tested on the Nardo track in Italy and will be produced in 499 units.

To meet high quality standards, prototypes of the Audi Nuvolari are tested worldwide in extreme conditions, on famous race tracks such as the Nürburgring in Germany and the Nardo proving ground in Italy. Their performance is evaluated and continuously optimized in the most demanding conditions.

Curiously, Audi decided to camouflage a prototype during a recent test at the Nardò track in Italy. That’s despite the fact we’ve already seen the Nuvolari from virtually every angle. Testing is underway for the coupe, but a convertible is likely to follow, given a recent hint from the company's CEO, Gernot Döllner.

Owned by Porsche and operated by Porsche Engineering, the Nardò Technical Center (NTC) features 20 test tracks, including the iconic circular high-speed ring spanning 7.8 miles (12.6 kilometers). It’s where former Bugatti test driver Loris Bicocchi famously crashed a Veyron prototype at 247 mph (398 km/h) after a front-left tire exploded.

But I digress. Audi is proud to say the Nuvolari was developed and revealed in a short time, while leaving out an essential detail that made all of this possible. Yes, the Lamborghini connection. The plug-in hybrid machine is heavily related to the Temerario. The engine note you’re hearing comes from a twin-turbocharged 4.0-liter V8 carried over from the “baby Lambo,” revving all the way to 10,000 rpm.

Since we mentioned the Veyron earlier, it’s worth noting that the Nuvolari’s combined output of 987 horsepower matches Bugatti’s original rating for the quad-turbocharged 8.0-liter W16. On its own, the eight-cylinder engine produces 789 hp, mirroring the Temerario. Predictably, the V8 doesn’t sound nearly as good as the V10 used in the R8, but with emissions regulations growing increasingly stringent, there’s sadly no longer any place for the naturally aspirated 5.2-liter unit.

The Audi Nuvolari sets a new technological benchmark and brings cutting-edge innovations inspired by Formula 1 directly to the road. This includes a high-performance hybrid drivetrain, active suspension, active aerodynamics and the innovative Audi Space Frame construction technology with a carbon exterior.

The supercar should soon enter series production and reach customers as soon as possible. Order books for Europe will open in the fourth quarter of 2026, with first deliveries planned for the first half of 2027.

AUTONEWS

BEN: the first Portuguese electric mini-car

BEN will be the first Portuguese electric mini-car. It's a project of CEiiA - the Center for Engineering and Product Development, based in Matosinhos.

The idea is to explore sustainable mobility and the profitability of car use - with the dematerialization of ownership and a focus on sharing.

It's a concept that proposes some technological innovations, doesn't neglect autonomous driving, and aims for network operation: connecting different BENs and even the people who use the vehicle.

Autonews recently visited CEiiA in Matosinhos, where we were received by CTO Helena Silva - whom we interviewed. In the first part of the conversation, we talked about CEiiA and the BEN concept. In this second part, we discuss the mini-car and the focus on sustainability from a technological point of view.

BEN has functionalities related to biometric data. Regarding privacy, if a user doesn't want to know where they've been, it's not known...in the future there's also the issue of autonomous driving. Therefore, the BEN has an enormous technological scope.

When we say that BEN is the integration between a spirit and a body, that's the idea. In other words, the body is its physical platform, which we see, and it has a great capacity for configuration, it's very much based on modularity, very much on simplicity. And we call the spirit a digital platform because it has no limits. Everything that is digital, the limit is our imagination. And our goal is for it to evolve over time with the integration of new functionalities. Today, we are preparing the next version of BEN - which will probably already have some autonomous functions.

And it's very appropriate to what its use will be, not to have an autonomous vehicle just for the sake of being autonomous; it's what it will be used for. And then, the functionalities will adapt accordingly. And we are talking about a digital world where BENs, their "peers," which are basically the digital extensions of BENs, will recognize each other with the digital extensions of, for example, people.

One of the ways a person can be digitally extended is through their biometric data. I, for example, can – through the device I have on my wrist – open the BEN (Business Electronic Network) that I have access to and customize the service to my preferences.

Therefore, we are talking about the integration between networks of people and networks of objects in the digital world, in their digital extensions. This is super powerful because, from there, I can have a lot of data to be able to perform other services and also optimize the use of mobility objects, in the case of BENs, with other vehicles.

And since we are talking about technology, about the BEN, as it is today, what innovations does it incorporate that you highlight? 

I would highlight, without a doubt, its digital platform, which has a digital representation layer that allows me to know all the vehicle's data in real time. This is important for whom? For those who operate the BEN and for those who use it. And, with this data, I can also connect this BEN with other BENs. In other words, connecting them in a network – that's also a very interesting innovation in this type of vehicle. For example, I could have a community of BENs – networks of BENs that connect to each other, recognize each other, receive alerts, and know where their users can use them.

One of the most distinctive features of the BEN is that I can configure it for a new service at any time thanks to this platform. That is, today I'm using it in a community of colleagues, and tomorrow I can put it to use for "last mile" logistics. And that's the digital capacity to connect this BEN to any mobility service.

And also one of the most differentiating factors of the BEN is the way it will be industrialized. A collaborative and distributed way across several "sites" in Europe. We are working with Italy so that we can join Microlino and also have the BEN produced in Italy. And we are trying to create all the conditions in Portugal as well to have another "site" – one or two "sites" in Portugal to happen. This is an innovative form of industrialization because it significantly breaks with the traditional model of car manufacturers based in Europe. Our goal here is also to have a very small carbon footprint in the production of the BEN, with short supply chains. And people who purchase the BEN will be aware of their carbon footprint during its production, with the goal of potentially offsetting it through extensive use. To achieve this, there's a perpetual counter of the emissions generated so I can perform the "offset."

When buying a car, a person might look at, for example, the zero grams of carbon dioxide per kilometer driven. But they aren't fully aware that electric cars have other types of associated emissions. And here at BEN, the car arrives in the owner's hands with those emissions already accounted for… 

Yes, you already know what emissions were generated during its production. And then there's something else that's also very important: the BEN digital platform knows exactly where it's charged and with what energy mix it's charged. Because even having an electric vehicle, I might be charging it with fossil fuels.

Therefore, with everything related to the digital platform, I can verify that in that place, at that time, the energy mix was a specific one. And therefore, the emissions I will avoid are probably different from those that another person will avoid in another place, at another time, charging their electric vehicle. This also contributes to the quantification and valuation of emissions and also to what can become an environmental asset.

CEiiA is present in the automotive, aerospace, and aeronautical sectors. And sustainability, seemingly unrelated, will unite, for example, the aerospace and automotive sectors? Right. Sustainability is a guiding thread in our activity and is our purpose here. But it's not sustainability in concept; it's sustainability in what we develop. And, in the case of BEN, it has to do with the fact that it's zero emissions and can quantify and value emissions during its use. It's also about looking at the footprint in its production. The fact that this is explicit in the service and that I can provide this information in real time to the city. In other words, the way I'm operating effectively contributes to accelerating my city's carbon neutrality goals. That is, it has to do with my contribution, it has to do with the contribution of others.

But then there's another area, which is space, where we work on the applications of space technologies. And in this specific case, what we do here at CEiiA is use very high-resolution Earth observation images, merging them with data from Earth, to develop artificial intelligence models from various disciplines and replicate them in various parts of the planet.

When we talk about cities and I cross-reference how I move in cities with Earth observation images, I can explore the axis of sustainability and apply it to help predict and make decisions about what best achieves carbon neutrality.

For example, predicting carbon sequestration spaces, how I will place urban forests, how they are evolving over time, what sequestration potential I am currently having in a city. That's one example of when we cross-reference mobility with space here at CEiiA.