AUTONEWS

How electric cars could help tropical cities run on solar

In tropical cities, afternoon thunderstorms can plunge entire neighborhoods into brief moments of darkness. When civil engineer Markus Schläpfer moved to Singapore a decade ago, he recognized these thunderstorms as an emerging engineering challenge. For cities that hope to run on solar energy, these short periods without strong sunlight could destabilize urban power grids and undermine reliability.

In a paper, published in Nature Communications, Schläpfer and collaborators explain how tropical cities, which will soon contain half of the global population, can address this problem without expensive infrastructure build-outs. For Schläpfer, the solution lies in connecting electric vehicles to the grid.

"If you have a thunderstorm moving over an area with solar energy, you can have your electric cars that are parked serve as the energy source and balance out this lack of energy generation," said Schläpfer, assistant professor of civil engineering and engineering mechanics at Columbia Engineering. "When the thunderstorm moves away, the cars are charged again by the photovoltaics."

The hidden cost of going solar...Solar photovoltaics (PV) have become one of the cheapest sources of energy on the planet. PV energy is inexpensive, carbon-free, and reliable—when the sun is shining.

When thunderstorms cut off power generation in one neighborhood, electricity has to travel from neighboring regions that are generating power. While that trip may only be a mile or two, the amount of electricity flowing through power lines can easily overwhelm the grid's capacity.

Traditionally, fixing a problem like this would require new infrastructure, but that comes with significant drawbacks. In dense cities, such projects can be staggeringly expensive. Underground transmission lines in Singapore, for example, cost around 60 million Singapore dollars per kilometer.

"Building new infrastructure is extremely challenging and expensive in dense cities," Schläpfer said. "This is a way to use the existing network in a more efficient way and integrate more solar photovoltaics, which would otherwise need more transmission line capacity."

Batteries already on the road...Researchers across the world are exploring the possibility of using electric vehicles—namely their batteries—as a substitute for new grid capacity. The idea is simple: since electric vehicles have high-capacity batteries that connect to the grid through charging cables, the grid should be able to use the energy stored in these batteries as a backup during short-lived lulls in PV generation.

"Car batteries can feed in the electricity stored in their batteries to the grid," Schläpfer explained. "We do not need to import the electricity from nearby neighborhoods. Therefore, we do not need to install a new cable."

When a thunderstorm cuts off solar generation in a neighborhood, nearby parked cars discharge stored energy into the local grid, absorbing the shortfall without requiring power to travel from elsewhere. When the storm passes, the panels recharge the cars.

These illustrations show how electric vehicles can help balance a city's power grid as solar generation fluctuates during passing thunderstorms. Credit: Urban Systems Engineering Lab

The right scale for the problem...Schläpfer's paper demonstrates the importance of scale in developing a strategy for charging and discharging EV batteries for this purpose. A conventional city-wide optimization strategy can make things worse: by smoothing aggregate demand, it allows local imbalances to accumulate, forcing the system to push large amounts of electricity across longer distances. According to the team's research, loads traveling through some transmission lines more than doubled during thunderstorms.

A better approach is managing charging neighborhood by neighborhood—in this case, across Singapore's 55 urban planning areas—to reduce maximum line loads by roughly 18% on storm days while also smoothing the broader daily demand curve.

"It's one of those things that only seems intuitive once you see it," Schläpfer said. "This potential hasn't really been explored before."

Where cars park matters...The method's effectiveness depends on where cars are parked. Residential neighborhoods empty out during the day, leaving fewer batteries available when solar generation peaks. Commercial districts show the reverse. The researchers mapped these patterns using anonymized, aggregated mobile phone data, which provided a level of detail that allowed for more accurate models.

Crucially, the approach works even where car ownership is low. Singapore has roughly one vehicle per eight residents.

"This solution is really working in very car-light environments," Schläpfer said. "We need only a small number of cars, and it works."

Provided by Columbia University School of Engineering and Applied Science 

KTM

KTM Freeride E 2027: the electric off-road model

Why does KTM manufacture electric motorcycles? KTM has believed in the potential of electric mobility for over a decade. There is a growing gap in the motorcycle market between current technology and the hardware and software advancements yet to come. The advantages of an electric motorcycle are especially evident for younger and beginner riders.

With increasing environmental restrictions in off-road riding—noise, emissions, available space—and the need for affordable dual-sport models, the advantages of electric propulsion systems are more relevant than ever.

Continuous improvements in battery capacity and energy management make electric mobility more valuable over time: as entry-level platforms, urban transport, more flexible driving options, and even as racing machines for young people.

The electric motor of the new Freeride E achieves a maximum power of 19.2 kW and a torque of 37 Nm, with a top speed of 95 km/h.

Three riding modes and three energy recuperation levels allow the rider to adapt power delivery to each terrain and extend range as needed. The lithium-ion battery has a capacity of 5.5 kWh with swap technology, and KTM estimates between two and three hours of use in enduro conditions.

Charging time is eight hours with the standard 660 W charger or one and a half hours with the optional 3.3 kW charger.

As for the chassis, the motorcycle retains the chrome-molybdenum steel frame with an aluminum subframe and fiberglass-reinforced nylon. The curb weight is 112 kg, an improvement over the previous generation.

The seat height increases to 910 mm. The suspension is WP XACT, with 21- and 18-inch aluminum wheels, Braktec brakes, and Michelin Enduro Medium tires.

The instrument panel consists of LEDs, and the electronic equipment includes a rollover sensor and adjustable traction control.

The 2027 version features an improved power supply system and a slight increase in battery capacity compared to the previous generation.

All the advantages of the latest technology in electric motorcycles: low emissions and maintenance, ease of use (handlebar brake controls), as well as being reliable, durable and safe.

Chassis specifically designed for this model, with a chrome-molybdenum steel frame and a weight of 112 kg.

Adjustable WP XACT and XPLOR suspensions and 21” and 18” aluminum wheels.

Interchangeable battery technology, charging time of 8 hours with a 660 W charger, 1.5 hours with a 3.3 kW charger (0-100%) and a battery capacity of 5.5 kWh for 2 to 3 hours of enduro riding.

Key power figures: nominal power of 8.3 kW, maximum power of 19.2 kW, torque of 37 Nm and top speed of 95 km/h.

Autonews and Mundoquatrorodas 

 

MERCEDES-BENZ

Electric Mercedes-AMG GT 4-door 2027 coupe

At the end of June last year, Mercedes-AMG showed off the GT XX Concept, which announced the production electric car from AMG, scheduled for launch in 2026. The company recently revealed the interior of the production model, while the latest video shows a camouflaged prototype testing in Lapland.

American actor Gabriel Macht, AMG brand ambassador since mid-2025, enjoyed driving the electric vehicle ahead of its official launch.

The highlight of the video clip is the start-up sequence when the driver selects Sport+ mode. This setting brings the digital V8 engine to life, along with a simulated rev counter that reflects the feel of a car with an internal combustion engine.

The new model imitates the character of a V8 engine, relying on a combination of synthetic sound, feedback and clever engineering.

The interior emphasizes a driver-oriented layout, a low seating position and intuitive controls to create a direct connection between driver and vehicle, while offering the comfort expected of a four-door grand tourer.

The main highlight is the AMG RACE ENGINEER system, which allows drivers to fine-tune the vehicle's behavior using three rotary controls located on the center console. These controls adjust throttle response, agility and traction control, allowing drivers to adapt the car's dynamics to their driving style and road conditions.

The cockpit also features a fully digital display with a 10.2-inch instrument cluster and a 14-inch multimedia screen facing the driver, while an optional front passenger display (also 14 inches) expands the digital experience.

The sports seats provide strong lateral support during dynamic driving, and the AMG Performance steering wheel integrates haptic controls. Rear passengers enjoy comfortable seats and generous legroom, which enhances the vehicle's capabilities.

At the heart of every racecar reveals intensity and precision — an unyielding level of control. And the high-performance of the new AMG GT 4-door Coupe is intertwined in its stunning new interior. Brace yourself, exhilaration lies ahead.

Enticing you into the cabin, you’ll first notice the low sporty seating. Newly developed, these seats offer extreme lateral support, so you stay firmly in place during dynamic cornering. And the rear seats? Nothing but comfort here with contoured lines and generous leg room thanks to the recess in the floor for your guests.

Now, grip the wheel. The AMG Performance steering wheel with its flattened bottom indicates excitement ahead. Its AMG buttons illuminate in brilliant colors offering you driving programs and functions.

Heightening the allure, its digital cockpit boasts three displays — a driver-oriented screen, a multimedia display and an exclusive passenger display. Each sizable display offers razor-sharp graphics for maximum readability and convenience. From there, your journey is led by the AMG RACE ENGINEER, a precisely coordinated system of hardware components and software. Setting the stage are three driving dynamic controllers: Response, Agility and Traction, together known as AMG RACE ENGINEER CONTROL UNIT. Each ensures ease with ergonomic positioning. The galvanized air vents combine a solid metal look with a sophisticated high-tech aesthetic.

Additional features include adaptive ambient lighting, the SKY CONTROL panoramic glass roof with illuminated AMG elements and the MBUX infotainment system powered by Mercedes-Benz MB OS.

Together, these technologies aim to provide a personalized digital environment, while maintaining the character of the AMG GT four-door coupe focused on performance.

The car will otherwise succeed the current Mercedes-AMG GT 4-Door and, according to factory announcements, will represent serious competition to models such as the Lucid Air Sapphire and Porsche Taycan Turbo GT.

As a reminder, the GT XX Concept has a new electric powertrain with three 1000 kW/1360 hp motors and a 114 kWh battery, capable of charging up to 850 kW. The motors are created by British manufacturer Yasa, owned by Mercedes, while the drive is to all four wheels.

The car serves as a technology demonstrator for what will become the long-awaited successor to the GT 4-Door Coupe and the most powerful AMG to date (although the production model will have less power than the concept).

Mercedes has previously announced that the upcoming production model will target a 0-100 km/h time of less than 2.5 seconds.

The GT XX is the first model built on the new AMG.EA electric car platform with 800V. Its battery pack is integrated into the chassis to increase torsional rigidity and crash protection. The body is made of a mixture of aluminum, steel and carbon fiber composite.

At 5,204 mm long, 2,130 mm wide and 1,317 mm high, the GT XX is 150 mm longer, 61 mm wider and 130 mm lower than the existing GT 4-Door Coupe launched in 2018. These dimensions are expected to be carried over to the production car, which will be built at the Mercedes-Benz plant in Sindelfingen, Germany.

The GT XX also features active roll control and rear-wheel steering, which will be adopted by its production sibling.

AMG says it has gone to great lengths to retain the emotional appeal that remains the main draw of today’s V8 models. For example, the concept’s eight-speaker exterior sound system mimics the sounds of acceleration.

The model will be joined by a related SUV, scheduled for launch in 2027.

by Autonews

AUTONEWS

Neither diesel nor electric: the truck with which Volvo wants to revolutionize transportation

The energy transition in heavy transport is opening a new path. Volvo Trucks has begun road tests of its new hydrogen-powered trucks, but with a different approach from the current trend: they are not electric, but rather equipped with internal combustion engines adapted to run on this fuel.

The proposal breaks with the idea that the future lies exclusively in batteries. Volvo is betting on a solution that maintains the logic of diesel, but with the goal of achieving net-zero emissions, which could facilitate a much faster transition in heavy transport.

The core of this technology lies in the so-called high-pressure direct injection, known as HPDI, a system that allows hydrogen to operate in a combustion engine with significantly superior performance to previous solutions of this type. The process involves injecting a small amount of fuel at high pressure before ignition, ensuring more stable, efficient and powerful combustion.

This is not an experimental technology. Volvo already uses it in thousands of trucks powered by liquefied natural gas, which provides a solid foundation for the development of this new generation of engines. This prior experience is precisely one of the arguments the brand uses to support its claim that this alternative can reach the market faster than other more complex solutions.

Volvo is taking another step towards net-zero CO2 emissions transport by starting on‑road trials of heavy trucks with combustion engines powered by hydrogen.

Volvo’s hydrogen-powered trucks will have industry-leading performance with higher energy efficiency, lower fuel consumption and increased engine power compared to conventional hydrogen combustion engine technology.

This is due to High Pressure Direct Injection (HPDI), a technology where a small amount of ignition fuel is injected with high pressure to enable compression ignition before hydrogen is added. Volvo is already using this technology in its gas-powered trucks, with more than 10,000 units sold globally.

“On-road testing is an important milestone for our hydrogen combustion engine trucks. I feel confident that they will be the best in the industry if you look at fuel efficiency, power, torque and drivability. Customers will be able to operate them just like diesel trucks. Our experience with HPDI technology in more than 10,000 gas-powered trucks is strong proof of its performance,” says Jan Hjelmgren, Head of Product Management at Volvo Trucks.

Hydrogen combustion engine trucks will be especially suitable over longer distances and in regions where there is limited charging infrastructure or time for recharging of battery-electric trucks.

Performance: the secret is to feel like a diesel engine...One of the most important aspects of these trucks is that they do not require any changes in working methods. According to Volvo, their on-road performance will be very similar to that of a diesel truck, in terms of power, torque and load capacity, allowing transport operators to maintain their routines without drastic adjustments.

Added to this is a crucial factor in heavy transport: range. These trucks are designed to travel long distances without the current limitations of battery-electric vehicles, and also allow for quick refueling, something essential in operations where time is money.

When green hydrogen is combined with renewable fuels such as HVO, the result can be a net-zero emissions balance from source to end use. This allows these vehicles to qualify as zero-emission vehicles according to European standards, even while using an internal combustion engine.

Volvo trucks with combustion engines powered by green hydrogen have the potential to deliver net zero CO2 well-to-wheel when using renewable HVO as ignition fuel. They are categorized as “Zero Emission Vehicles” (ZEV) under the agreed EU CO2 emission standards.

Volvo’s advanced hydrogen engine technology is derived from its diesel powertrain, delivering diesel-like performance while substantially cutting CO2 emissions.

The hydrogen-powered combustion engine trucks will complement the company’s offering of other alternatives, such as battery electric trucks, fuel cell electric trucks and trucks that run on renewable fuels, like biogas and HVO (Hydrotreated Vegetable Oil).

“We see great potential for hydrogen combustion engine trucks and they will have a role to play in the transformation to zero tailpipe emission transport. Several technologies will be needed to decarbonize. As a global truck manufacturer we offer a variety of decarbonization solutions and help our customers choose the best alternative based on transport assignment, available infrastructure and green energy prices,” says Jan Hjelmgren.

Why hydrogen could be the real solution for heavy transport...Full electrification presents significant challenges for long-distance transport, mainly regarding refueling times and the necessary infrastructure. In this context, hydrogen emerges as a more flexible alternative, capable of adapting to long routes and markets where the electric charging network is still limited.

Volvo does not see this technology as a definitive replacement, but rather as part of a broader ecosystem where different solutions will coexist. The idea is that each type of transport finds the best option based on its real needs, whether through batteries, fuel cells, or combustion engines powered by renewable fuels.

Road tests represent a significant milestone in the development of this technology, although its arrival on the market will still take some time. Volvo anticipates its commercial launch before 2030, in parallel with the implementation of other hydrogen-based solutions.

At a time when everything seems to revolve around electric cars, this approach introduces an important nuance: not all solutions imply abandoning the combustion engine. If hydrogen lives up to its promises, it could become one of the most effective tools for reducing emissions in one of the most difficult sectors to transform. A less visible change than others, but with enormous potential to redefine transportation as we know it.

 

VW

Why is Volkswagen discontinuing the 1.0 TSI engine, and why will the entry-level gasoline engine become the 1.5 TSI?

Volkswagen has now officially confirmed that the three-cylinder 1.0 TSI engine will also disappear from small models, and the basic petrol engine will be the excellent 1.5 TSI in the power range of 100 to 150 hp.

Volkswagen has big plans for its smallest models. The German giant will soon present a pair of electric models. First of all, it is the ID. Polo, with which they intend to overshadow the interest in the petrol version of the same name, and the ID. Cross, which will have a harder time attracting buyers of the current smallest crossover in the offer, but that's not all.

But these zero-emission alternatives are not available in Seat or Skoda, and representatives of these brands still have to deal with adapting to the demanding Euro 7 standard, the real problem of which, as it turns out, is not even emissions. This is one of the key reasons behind the decision that Volkswagen has been implementing for years: it is gradually eliminating the 1.0 TSI from compact models, the end of which has now definitely come, writes the Spanish motor.es.

The gradual withdrawal of this engine began at the beginning of 2024. It was an economical but over-pressurized three-cylinder unit that became inadequate, especially in compact models like the Golf, Octavia, Leon, Karoq and A3.

As much as the turbo had to compensate for the lack of one cylinder, it ultimately proved to be too much of a burden. The era of Volkswagen's downsizing philosophy is over.

Volkswagen offers the four-cylinder 1.5 TSI in parallel with this small engine, even in small models like the Arona, Ibiza, Fabia, Kamiq and Scala, but as a top-of-the-line option. Now this engine will also be available at lower power levels of 115 hp, with 48-volt MHEV technology.

The Škoda Fabia has already been caught in testing with the new engine, which means that the Spanish, Czech and parent German brands have until the end of the year to sell off their stock of vehicles with the 1.0 TSI engine. From 2027, all of the above models will be sold exclusively with a 1.5-liter engine.

Volkswagen's goal is for the only transversely mounted gasoline engines to be 1.5 or 2.0 L four-cylinder engines, equipped with mild hybrid technology or as part of full hybrid systems.

The 1.5 TSI engine will cover a power range of 100 to 150 hp and will be key for hybrid variants (MHEV, HEV and PHEV), while the powerful 2.0 TSI will be responsible for higher power. This engine is also awaiting changes, as Volkswagen has confirmed that it will be adapted to the demanding Euro 7 standard with the help of MHEV technology, which could push its power beyond the current 333 hp. The premiere is expected in the new generation Volkswagen T-Roc R.

Volkswagen is indeed transitioning towards the 1.5 TSI (EA211 EVO 2) as the new standard, effectively phasing out or limiting the previous smaller displacement engines to meet stringent emissions standards, such as Euro 7, while streamlining production.

This shift involves several key changes to the VW lineup(below):

1.5 TSI is the new standard: The 1.5-litre TSI EVO 2 engine is becoming the standard across many popular models, including lower-powered models, in VW, Audi, Seat, and Skoda ranges. It is replacing the older 1.4 TSI engines and becoming the default choice, acting as a successor to earlier engine families.

1.0 TSI replacement & continued production: While the 1.0 TSI has been a popular and successful three-cylinder engine, reports indicate it will be gradually replaced by or coexist alongside the 1.5-litre engines, depending on the market. In some contexts, the 1.5 TSI Evo is replacing the 1.4, while the 1.0 TSI is sometimes mentioned as continuing with modifications.

Technological shift: The new 1.5 TSI EVO 2 features significant upgrades, including Miller cycle combustion, Active Cylinder Technology (ACTplus), and plasma-coated cylinder walls, which enhance fuel efficiency and reduce emissions.

Hybridization: The 1.5 TSI is designed for integration with mild hybrid (MHEV) and plug-in hybrid systems (eTSI), allowing for lower CO2 emissions compared to previous engines.

Production changes: The move includes adapting production in various regions, with the new 1.5 TSI Flex engines scheduled for production in Brazil by 2026 for future models.

Autonews

PEUGEOT

Peugeot 504 Dangel4x4: The brand's pioneer that reached the Dakar Rally

Traditionally, Peugeot has built its reputation around its sedans: reliable, comfortable, with excellent handling and elegant design. This image now encompasses much more, making it a benchmark among SUVs, for example, with a range that competes for top market positions and has proven its off-road capabilities on demanding terrain, such as the Dakar Rally.

The seed of this transformation was, paradoxically, one of the most successful sedans in the brand's history, the Peugeot 504. This model stood out for its reliability, robustness and performance on all types of terrain: three characteristics that made it a true legend in Africa, where it continues to serve as a taxi in many of the continent's major cities.

With these extraordinary characteristics in mind, Henry Dangel, a tuner of competition and 4x4 vehicles, conceived the idea of ​​developing a four-wheel drive version of the Peugeot sedan. The brand supported this initiative with a significant investment, resulting in the Peugeot 504 4x4 Dangel, the first 4x4 in the brand's history.

Launched in 1981, the Peugeot 504 4x4 Dangel offered permanent all-wheel drive, a limited-slip front differential, and 21 cm of ground clearance, with approach and departure angles of 53° and 41°, respectively. It was available with a 2.0-liter gasoline engine producing 96 hp and a 2.3-liter diesel engine producing 70 hp, to which a 2.5-liter diesel engine producing 93 hp was added in 1984. Initially targeted at companies and institutions such as the French Gendarmerie, the fire brigade, and Éléctricité de France (French Electricity Company), it was quickly made available to the public through the Peugeot dealership network. This decision proved crucial to its commercial success. In total, 3,186 units of the pickup version and 1,442 of the station wagon version were sold.

The Peugeot 504 4x4 Dangel has the honor of being the brand's first car to participate in the Dakar Rally: 14 cars competed in the 1982 edition. Only one reached Lake Rose, in 49th place. Few imagined that this desert experience, sponsored by the French radio station Europe 1, would be the first step in a saga of 7 victories and 13 podium finishes in the world's toughest rally.

In 1983, with the end of Peugeot 504 production in Europe, it was time to launch a new generation of the 4x4 Dangel, this time based on the Peugeot 505. Like current SUVs, the focus was on the general public, and not strictly professional use, as demonstrated by its range of engines, the same as the sedan, including the 2.2-liter 130 hp engine in the GTi version. With adventurous features, such as the spare tire mounted on the tailgate, the Peugeot 505 4x4 Dangel was in high demand in African markets, although less so in Europe. As a result, few examples remain on the continent, making them highly valued by collectors, with prices that can exceed those of the brand's new SUVs.

With 22 cm of ground clearance, a wading depth of 60 cm, and approach and departure angles of 42° and 29°, the Peugeot 505 4x4 Dangel maximized the performance capabilities of the 505. It incorporated equipment specially adapted for driving on difficult terrain, such as an inclinometer, chassis and sump guards, and front and rear limited-slip differentials.

The legacy of these two models has not been forgotten. It is very much alive in the brand's SUV range and continues in Europe with the Dangel 4x4 versions present in commercial vehicles such as the Peugeot Partner and Expert.

With reinforced underbody protection and increased ground clearance, Peugeot Dangel 4x4s can venture off-road, becoming reliable companions. They feature enhanced traction and protective elements for the engine, transmission, rear axle, and other components, allowing them to tackle the most challenging terrains.

by Autonews 

AUTONEWS

Researchers measure traffic emissions, to the block, in real-time

In a study focused on New York City, MIT researchers have shown that existing sensors and mobile data can be used to generate a near real-time, high-resolution picture of auto emissions, which could be used to develop local transportation and decarbonization policies. The paper, "Ubiquitous Data-driven Framework for Traffic Emission Estimation and Policy Evaluation," is published in Nature Sustainability.

The new method produces much more detailed data than some other common approaches, which use intermittent samples of vehicle emissions. The researchers say it is also more practical and scales up better than some studies that have aimed for very granular emissions data from a small number of automobiles at once.

The work helps bridge the gap between less-detailed citywide emissions inventories and highly detailed analyses based on individual vehicles.

"Our model, by combining real-time traffic cameras with multiple data sources, allows extrapolating very detailed emission maps, down to a single road and hour of the day," says Paolo Santi, a principal research scientist in the MIT Senseable City Lab and co-author of the Nature Sustainability paper.

"Such detailed information can prove very helpful to support decision-making and understand effects of traffic and mobility interventions."

Carlo Ratti, director of the MIT Senseable City Lab, notes that the research "is part of our lab's ongoing quest into hyperlocal measurements of air quality and other environmental factors. By integrating multiple streams of data, we can reach a level of precision that was unthinkable just a few years ago—giving policymakers powerful new tools to understand and protect human health."

The new method also protects privacy, since it uses computer vision techniques to recognize types of vehicles, but without compiling license plate numbers. The study leverages technologies, including those already installed at intersections, to yield richer data about vehicle movement and pollution.

"The very basic idea is just to estimate traffic emissions using existing data sources in a cost-effective way," says Songhua Hu, a former postdoc in the Senseable City Lab, and now an assistant professor at City University of Hong Kong.

The authors are Hu; Santi; Tom Benson, a researcher in the Senseable City Lab; Xuesong Zhou, a professor of transportation engineering at Arizona State University; An Wang, an assistant professor at Hong Kong Polytechnic University; Ashutosh Kumar, a visiting doctoral student at the Senseable City Lab; and Ratti. The MIT Senseable City Lab is part of MIT's Department of Urban Studies and Planning.

Manhattan measurements...To conduct the study, the researchers used images from 331 cameras already in use in Manhattan intersections, along with anonymized location records from over 1.75 million mobile phones. Applying vehicle-recognition programs and defining 12 broad categories of automobiles, the scholars found they could correctly place 93% of vehicles in the right category.

The imaging also yielded important information about the specific ways traffic signals affect traffic flow. That matters because traffic signals are a major reason for stop-and-go driving patterns, which strongly affect urban emissions but are often omitted in conventional inventories.

The mobile phone data then provided rich information about the overall patterns of traffic and movement of individual vehicles throughout the city. The scholars combined the camera and phone data with known information about emissions rates to arrive at their own emissions estimates for New York City.

"We just need to input all emission-related information based on existing urban data sources, and we can estimate the traffic emissions," Hu says.

Moreover, the researchers evaluated the changes in emissions that might occur in different scenarios when traffic patterns, or vehicle types, also change.

For one, they modeled what would happen to emissions if a certain percentage of travel demand shifted from private vehicles to buses. In another scenario, they looked at what would happen if morning and evening rush hour times were spread out a bit longer, leaving fewer vehicles on the road at once.

They also modeled the effects of replacing fine-grained emissions inputs with citywide averages—finding that the rougher emissions estimates could vary widely, from −49% to 25% of the more fine-tuned results. That underscores how seemingly small simplifications can introduce large errors into emission estimates.

Major emissions drop...On one level, this work involved altering inputs into the model and seeing what emerged. But one scenario the researchers studied is based on a real-world change: In January 2025, New York City implemented congestion pricing south of 60th Street in Manhattan.

To study that, the researchers looked at what happened to vehicle traffic at intervals of two, four, six, and eight weeks after the program began. Overall, congestion pricing lowered traffic volume by about 10%—but there was a corresponding drop in emissions of 16–22%.

This finding aligns with a previous study by researchers at Cornell University, which reported a 22% reduction in particulate matter (PM2.5) levels within the pricing zone. The MIT team also found that these reductions were not evenly distributed across the network, with larger declines on some major streets and more mixed effects outside the pricing zone.

"We see these kinds of huge changes after the congestion pricing began," Hu says. "I think that's a demonstration that our model can be very helpful if a government really wants to know if a new policy converts into real-world impact."

There are additional forms of data that could be fed into the researchers' new method. For instance, in related work in Amsterdam, the team leveraged dashboard cams from vehicles to yield rich information about vehicle movement.

"With our model we can make any camera used in cities, from the hundreds of traffic cameras to the thousands of dash cams, a powerful device to estimate traffic emissions in real-time," says Fábio Duarte, the associate director of research and design at the MIT Senseable City Lab, who has worked on multiple related studies.

Provided by Massachusetts Institute of Technology