AUTONEWS

Mr. Hyde Syndrome: Three out of four drivers admit to transforming behind the wheel

Three out of four drivers in our country admit to undergoing a radical transformation behind the wheel, adopting aggressive attitudes they would never display as pedestrians, at home, or in the office. This unfortunate situation affects approximately 21 million people who insult, point fingers, and gesture angrily at other drivers, disregarding all basic rules of civic responsibility and social empathy on our roads.

Specifically, 3.7 million people admit to challenging other drivers to get out of their vehicles to resolve their differences by any means necessary, including resorting to violence. Seven million confess to making aggressive maneuvers to intimidate another driver, while 29% repeatedly use the horn simply as a way to start a fight. All of this increases the risk of a serious accident by 30 times and has already resulted in approximately 100,000 drivers being directly responsible for tragedies on our roads. All of this stems from daily stress, endless traffic jams, constant rushing, and pure selfishness, which can turn us into a kind of bully on the road.

Research with 1,700 drivers...The Línea Directa Foundation brought this alarming reality to light with the Sustainable Driver initiative, a project that includes research with 1,700 drivers and analyzed our driving habits, comparing three variables in which we generally fail miserably: coexistence, safety, and respect for the environment.

The first issue, safety, becomes glaring when we analyze whether traffic laws are generally respected in our country. One third of drivers, 33% of the total, routinely exceed speed limits and do not maintain the mandatory safety distance. Both factors are decisive in the severity of rear-end collisions, inflating the statistics that have made traffic violations the most common criminal offense in Spain (now approaching 23% of all violations recorded last year).

Consuming alcohol before starting the engine continues to claim hundreds of lives every year, becoming a game of Russian roulette that 14% of respondents admit to practicing. Morgues confirm this, as 34% of drivers who died last year tested positive for drugs and alcohol, with criminal activity also present in two-thirds of these tragic cases. Adding the positive results for drugs and psychotropic medications, the percentage rises to almost half of all traffic deaths.

Respect for the planet also takes a back seat due to widespread apathy. A staggering 77% of drivers are completely unaware of the environmental impact of their driving style. The Institute for Energy Diversification and Savings (IDAE) states that driving without sudden accelerations or braking would reduce fuel consumption and carbon emissions by up to 15%. Furthermore, 76% of drivers neglect researching or questioning the environmental consequences of the parts used in their repairs. This negligence is paralyzing the development of the circular economy and marginalizing the use of environmentally friendly replacement parts, demonstrating that buying an electric car is of little use if we maintain a polluting mindset in our daily lives.

Given this situation, only 6% of Spanish drivers reach the overall level required to be considered "sustainable" in their journeys. However, these drivers are not evenly distributed, as those from Asturias, the Basque Country, and Catalonia are the most conscious, safe, and responsible in the country, while those from the Balearic Islands, La Rioja, and Extremadura are at the bottom of this overall ranking.

According to Mar Garre, CEO of the Línea Directa Foundation, “being a sustainable driver means understanding that our decisions behind the wheel affect our relationships with others, our safety, and the planet. That is why, at the Línea Directa Foundation, we advocate for respectful, calmer, and more conscious driving, in which we respect the rules, other road users, and the environment, to achieve our common goal of zero traffic deaths.”

To achieve this goal, the organization is promoting a digital guide based on five pillars: empathy to eliminate insults and aggression; respect for traffic laws to protect human lives; maximum caution with vulnerable groups, such as pedestrians and cyclists; smooth driving to extend the lifespan of the vehicle and protect the environment; and a collective commitment to disseminate these good practices in our social circles.

Transforming the average Spanish driver requires surgical intervention through education and broad awareness campaigns. There are more than enough reasons to eradicate this dark Mr. Hyde syndrome that makes our streets dangerous, hinders ecological transition and, in the worst cases, destroys entire families in fractions of a second.

"Dr. Jekyll and Mr. Hyde Syndrome" (or Doctor and Monster Syndrome) is not an official clinical diagnosis, but rather a popular psychological expression used to describe people who exhibit a dual personality or drastic and unpredictable changes in behavior. The term is directly inspired by Robert Louis Stevenson's classic book, where a kind doctor (Jekyll) transforms into a cruel monster (Hyde) after taking a potion.

In psychology and interpersonal relationships, this dynamic is often associated with mental health disorders and abusive behaviors.

Main associated clinical diagnoses...Although the "syndrome" is an informal term, "two-faced" behavior often serves as a warning sign for real psychiatric conditions:

Borderline Personality Disorder (BPD): Characterized by intense emotional instability, explosive anger, and a defense mechanism called "splitting" (where people or the self are seen only as entirely good or entirely bad).

Dissociative Identity Disorder (DID): Formerly called multiple personality disorder, it involves the coexistence of two or more distinct identities in the same individual, with associated memory lapses.

Narcissistic Personality Disorder (NPD): Individuals with this condition may act charming, generous, and kind in public (Jekyll), but become cruel, cold, manipulative, and aggressive behind closed doors (Hyde) with their partners or family members.

Substance Abuse: Drastic mood and character changes are common in substance users, whose behaviors completely transform when under the influence of or craving drugs or alcohol.

Impact on relationships and warning signs...In self-help and psychotherapy literature—such as in the renowned book The Jekyll and Hyde Syndrome by Dr. Beverly Engel—this pattern is strongly associated with psychological and domestic abuse. The main signs in a partner or family member include:

Extreme inconsistency: Being excessively affectionate one moment and inexplicably hostile the next.

Feeling like you're "walking on eggshells": The environment around the person becomes tense because any trivial detail can trigger an outburst of anger.

Isolation and victim guilt: The abuser convinces the victim that she is to blame for his violent reactions, generating mental confusion and loss of self-esteem.

 

AUTONEWS

Disco lasers helps snow groomers project tracks, warnings and speed cues

When it comes to snow groomers, excavators or crane vehicles, how can their operation be optimized even in difficult conditions and made safer for people in and around the vehicle? An international research team, including the Institute of Visual Computing at Graz University of Technology (TU Graz), investigated this question as part of the THEIA-XR project.

The researchers aimed to improve human-machine interaction through the use of extended reality technologies. The focus was on the operator, whose field of perception was to be expanded without negatively affecting control performance. The work is published in the journal Computers & Graphics.

When working with snow groomers, for example, the team from TU Graz found that data or VR headsets tend to be counterproductive, while information projected via a repurposed disco laser proved to be a great help.

Drawings in the snow...Wearing a VR headset for long periods was too strenuous for the neck muscles; moreover, due to the constant jolting movements on rough terrain, they quickly caused nausea in many people.

Laser projection onto the terrain in front of the vehicle, on the other hand, proved to be a viable solution. This allows not only speed information but also tracks and orientation aids to be projected onto the snow, enabling a snow groomer to be steered more efficiently and safely.

Virtual barriers and warning indicators for people in the vicinity of the vehicle further enhance safety. And in poor visibility, due to fog or snowfall, the laser beams become visible in the aerosols in the air, allowing structures to be visualized that lie beyond the available line of sight.

In addition to improving data visualization for drivers, the team also carried out research on ways to better capture the surrounding environment. It became apparent that the researchers' intentions and the practical benefits for vehicle occupants were not always the same.

"The exciting thing about this project was that our considerations from a research perspective and the drivers' needs first had to be reconciled," says Clemens Arth from the Institute of Visual Computing at TU Graz.

Directional and speed information helps with navigation(image above). Credit: IVC - TU Graz

"For example, we developed what is probably a globally unique prototype for a 360-degree thermal imaging camera to show snow groomer drivers whether there were people or animals around the vehicle. Ultimately, however, the much greater benefit was that they could groom the slopes more accurately, as it became clear where the snow was well-compacted and where it wasn't."

Foundations for future remote control...The project also provided important foundations for the increased remote control of heavy machinery in the long term. The rationale behind this is to protect the health of the people in the vehicle, as physical injuries can occur rapidly, particularly when working in rough terrain due to constant vibrations.

An important step towards reliable remote control was the improved depth perception in simple camera transmissions, enabling distances to be better assessed via a monitor.

In addition to TU Graz and the snow groomer manufacturer Prinoth, Dresden University of Technology was also involved in the project, conducting research on excavator vehicles in collaboration with Stuttgart Media University. The VTT Technical Research Center of Finland, in collaboration with the Kalmar company, focused on forklifts and loading machines in port environments.

The University of Luxembourg was responsible for the anonymization of personal performance data and the non-discriminatory identification of individuals by sensors. The consortium was led by TTControl, while the Creanex Oy and Haption companies contributed simulator and control technology.

 

Provided by Graz University of Technology 

 

AUTONEWS

Sodium-ion batteries could become a low-cost rival to Tesla's batteries

A popular sodium-ion battery designed by the company Hina and used in cars and large-scale energy storage systems in China matches performance parameters and production quality of Tesla's lithium-ion batteries, finds new research published in Cell Reports Physical Science.

Once the Hina battery is tweaked to charge more effectively at low temperatures and function better at high energy densities, it could provide a cost-effective alternative for future electric vehicle batteries that depend on sodium—an abundant and easily sourced material—instead of lithium.

"The combination of good uniformity, high power capability, and strong low-temperature performance makes these cells attractive for stationary storage, grid services, and shorter-range or commercial vehicles where potential lower cost and resource availability matter more than maximum driving range," says Moritz Schütte, a battery researcher at RWTH Aachen University in Germany.

How the Hina cells were tested...To assess how Hina batteries compare to more advanced Tesla batteries, Schütte's team used a non-destructive technique called impedance spectroscopy to measure the uniformity of 120 sodium-ion battery cells.

Next, to map out the power and energy performances of individual cells under real-life conditions, the team tested the batteries at varying currents and at temperatures from −20 °C to 45 °C. They also used X-rays to see the battery's internal structure, then opened up the cells to measure their electrode dimensions, compositions, and microstructures.

They found that the battery uses a tabless, a double-aluminum current collector design that reduces resistance and ensures a uniform temperature distribution—and also mirrors the current design of Tesla batteries.

"We were positively surprised by how uniform the cells are," says Schütte.

Current drawbacks and future improvements...However, the sodium-ion battery has some limitations when it comes to energy density and charging at low temperatures. "The high-power performance was better than one might expect from an early commercial sodium-ion product," says Schütte.

"However, for applications that require frequent charging at low ambient temperatures, appropriate thermal management or operating strategies will be important because low-temperature charging remains a clear weakness."

The researchers also found unexpectedly high, unevenly distributed levels of copper in certain cathode regions of the battery, which "raises interesting questions about its role in performance and aging," said Schütte. "It will be exciting to see future sodium-ion technologies that are free of nickel and copper, as well, while achieving competitive energy density."

Since sodium is much more abundant and widely available than lithium, using it for batteries could cut raw material costs for manufacturers and reduce long-term supply chain risks. Sodium-ion batteries also perform well under load at low temperatures, making them an appealing option for both stationary power storage and mobile applications in cold climates.

"However, today's commercial sodium-ion cells generally have lower energy density than the best lithium-ion cells, and the technology is less mature overall," said Schütte.

Next, the authors plan to better understand and improve upon the battery's charging capabilities at low temperatures so that they can charge more safely and efficiently below 0 °C. Further research should also focus on optimizing the materials used to make sodium-ion batteries, added Schütte.

"Advances in hard-carbon anodes and electrolyte formulations may be especially promising," he said.

Provided by Cell Press

SAVAGE RIVALE

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

 

Autonews

 

AUTONEWS

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

AUTONEWS

A realistic look at the future of sustainable aviation fuel

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

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

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

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

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

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

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

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

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

                           Graphical abstract. Credit: Biomass and Bioenergy (2026)

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

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

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

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

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

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

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

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

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

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

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

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

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

Provided by Washington State University

MAZDA

Mazda CX-5 2.5 e-Skyactiv G test

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

Autonews