AUTONEWS

Stellantis to focus on four brands in the future: Jeep, Ram, Peugeot and Fiat

Stellantis, the automotive giant with a portfolio that has more brands than some manufacturers have models, is reportedly changing its strategy and plans to treat only some of them with special attention. Specifically, according to new reports, the new strategy of CEO Antonio Filosa will direct most of the investments towards the Jeep, Ram, Peugeot and Fiat brands.

Such a decision would make sense from a strictly business perspective. Jeep and Ram remain the key source of profit, especially in North America, Peugeot is one of the strongest names of the group in Europe, while Fiat still has a significant influence in several markets and provides Stellantis with a presence in affordable segments, writes Autonews.

The fate of the other brands...The more interesting part of the plan concerns the fate of the others. Stellantis also owns Alfa Romeo, Citroen, Opel, DS, Lancia, Maserati and others, and it seems that none of them will have a decisive influence on important decisions. Not even Dodge gets a seat at the head table. Instead of shutting down completely, the alleged plan is to use many of those brands more selectively, in countries or segments where they still have commercial appeal.

So instead of each brand getting its own expensive and customized future and a significant slice of the investment pie, the second-tier brands could borrow platforms, powertrains and electronics from the favored four. That could mean more model renaming than loyal fans of individual brands would like, and the report suggests that such vehicles, tailored to local tastes, are one possible path.

Delaying the shutdown...However, it seems that these brands will at least survive, as Filosa reportedly does not want to start shutting them down, Reuters reports. Closing a car brand can save money, but reviving it later is difficult, expensive and often impossible.

Names like Lancia or Alfa Romeo, which were at one point considered written off, still carry heritage value, even if that heritage does not always pay the quarterly bills.

Financial pressures...The pressure on Stellantis is real. The company has lost market share in both the US and Europe as Chinese brands continue to expand. Like other manufacturers, it has recently suffered a huge financial blow related to the change in plans for electric vehicles, which highlights how quickly the market has moved away from previous assumptions.

That’s why common, multi-purpose platforms are more important now than ever. Cars that can support gasoline, hybrid and electric powertrains give manufacturers flexibility at a time when customers and regulators are not sticking to one script.

Stellantis' focus on its core brands has been a central theme since the merger between FCA and PSA, but the assertion that the company will only concentrate on Jeep, Ram, Peugeot, and Fiat is a simplistic interpretation of the current strategy.

While these four are the "giants" in terms of global volume and profit, Stellantis' official strategy (Dare Forward 2030 plan) is somewhat more complex:

1. The "global" volume brands...In fact, Jeep, Ram, Peugeot, and Fiat are the pillars of support. They receive the largest investment in marketing and product development because they dominate the world's largest markets (North America, Europe, and South America). Fiat, for example, is the group's number one brand in terms of worldwide sales volume.

2. The 10-Year Commitment...Stellantis CEO Carlos Tavares gave all 14 brands in the group a 10-year deadline (starting in 2021) to prove their viability and profitability. This includes brands that many considered "at risk," such as:

Alfa Romeo and Lancia: Undergoing a renaissance as premium/luxury brands with new electrified models.

Chrysler and Dodge: In full transition to the high-performance and convenience EV (electric vehicle) market in the US.

Opel/Vauxhall: Strengthening their position in Europe as a German design alternative.

3. Threat of Cuts...Recently, Stellantis' stance has hardened. Due to lower-than-expected financial results in the first half of 2024, Tavares stated that "if the brands don't make a profit, we will close them." This puts smaller brands under real pressure, but so far, none have been officially discontinued.

In summary...Although Stellantis focuses its resources where the return is highest (the four brands you mentioned), the group still maintains its plan to sustain a diversified portfolio, as long as each brand can justify its existence financially.

MOTO GP

Spanish GP: unstoppable Álex Márquez 

MotoGP concluded its visit to Jerez de la Frontera this Sunday with an eventful Spanish GP, the fourth stage of the 2026 season. Álex Márquez won in dominant fashion, finishing more than 2 seconds ahead of Marco Bezzecchi, with Fabio di Giannantonio completing the podium on a day when Marc Márquez retired. Diogo Moreira finished 17th.

Even before the start, a series of penalties had accumulated throughout the weekend. Jorge Martín was penalized with three grid positions for hindering Álex Márquez in Friday's FP2. Joan Mir received a two-lap penalty for ignoring a black and orange flag. Toprak Razgatlioglu received a one-lap penalty for the incident with Savadori in the sprint.

Just like on Saturday, Marc Márquez had a good start and maintained the lead without problems. But, unlike yesterday, Bezzecchi also had a good start, moving up to second and immediately putting pressure on Marc, while Álex was third, with Martín already recovering from the penalty and moving up to fourth.

At the end of the first lap, Marc was leading, with Álex in second, having overtaken Bezzecchi in the fourth sector. The Italian from Aprilia was being pressured by his teammate, with Di Giannantonio in fifth. Moreira moved up to 20th.

With a better pace, Álex took the lead during the second stint. And while chasing his brother, Marc lost his balance on his bike at turn 11 and crashed, his GP26 hitting the gravel hard.

Without the pressure from Marc, Álex managed to breathe easier in relation to Bezzecchi, getting within 0.6s on lap 5, with Di Giannantonio in third after overtaking Martín, with Zarco closing out the top 5, while Diogo was in 18th.

With Márquez more relaxed in the lead, opening up a 1.7s gap to Bezzecchi, the main battle in the leading group was between the Trackhouses of Raúl Fernández and Ogura against the KTMs of Acosta and Bastianini for sixth place, with the four riders exchanging positions in the following laps. However, contact with Fernández caused Acosta to lose a part of his fairing, leading to a drop in performance.

When the race reached the halfway point, Álex Márquez was more than 2s ahead of Bezzecchi, who was 0.8s ahead of Di Giannantonio, with Martín and Zarco closing out the top 5, while Moreira was 18th, having been overtaken by Mir and Miller.

In the end, Álex Márquez secured an important victory, more than 2s ahead of Marco Bezzecchi, while Fabio di Giannantonio completed the podium. Completing the top 10 were: Jorge Martín, Ai Ogura, Raúl Fernández, Johann Zarco, Enea Bastianini, Fermín Aldeguer and Pedro Acosta. Diogo Moreira finished 17th, in his first GP outside the points zone.

Autonews

VW

Volkswagen boss reveals first details about Golf 9

The Volkswagen Golf 9 will be fully electric, but it won't hit the market until 2028. However, the current Golf with internal combustion engines will not disappear, but will continue to be sold in parallel for some time.

The first sketch of the next generation of Golf was published a few weeks ago, but concrete information is still scarce. Media representatives spoke to Thomas Schaefer, who confirmed that development is "on track", writes Motor1.

"The team is working on the car. Last year, in November, I saw the first model in full size and I could only say: 'Wow. That's so nice...' It wasn't the final model, but one of the prototypes on the basis of which decisions are made, but at first glance it seemed very good to me."

Others within the company had similar reactions.

"At the end of the year, we had a senior management meeting where we analyzed the results and looked to the future. We showed the car and everyone was impressed."

In a conversation with Kai Grunica, head of technical development, it was revealed that the design is almost complete.

"It reminds me of the Golf IV, which was a big step forward in its time. But it is a modern car with a timeless look. I think many people will like that."

According to him, the design is 97 percent defined. The design direction is clearly defined, simple and recognizable.

Andreas Mindt, Volkswagen's chief designer, emphasizes that the goal is to create a clean and minimalist look while maintaining the model's identity.

"The Golf will always be the Golf, today or in 20 years. We want a design that is simple, clear and recognizable. Even without a logo, it must be clear that it is a Golf."

The catch, however, is that it shouldn't replace the current generation. At least not entirely. The brand has previously stated that it will transfer production of the current model to its plant in Puebla, Mexico – something that should happen from 2027 onwards – giving a second life to the car we know today.

It seems that the strategy will be similar to that of the ID.Polo and the combustion engine hatchback sold today. They will be sold together as long as there is demand for both.

It's worth remembering that VW's new plans no longer include exclusively electric models, such as the old ID.3 and ID.4. Starting with the Polo, the successors to these electric vehicles will be renamed with more traditional and well-known names.

Before the Golf, however, the brand will focus its attention on the aforementioned ID.Polo and the ID.Cross, the electric equivalent of the T-Cross. Later, the final version of the ID.Every1 will arrive, whose most likely name is Up!. In the short term, the ID.4 is expected to be renewed – without changing generations – and become the ID.Tiguan.

Volkswagen plans to offer two versions of the Golf in parallel. One will be fully electric, while the other will remain on the existing platform with electrified engines, including plug-in hybrids. The electric Golf will use the new SSP platform, while the existing models will remain on the MQB Evo architecture.

The image was released by the German union IG Metall and shows the profile of the future model, which should arrive on the market in 2028, also known as "in two years." Just to give some context, IG Metall (Industriegewerkschaft Metall) is the largest industrial union in Germany and the world, with more than 2.2 million members. It represents workers in the metallurgical, electrical, textile, woodworking, and plastics sectors. The teaser anticipates a Golf with slightly different proportions than the current ones, with a longer wheelbase, a more pronounced roof spoiler, and a more vertical rear.

These differences, compared to the current generation, should have a clear objective: to improve aerodynamic efficiency, an important factor in electric models because, according to internal information from the brand, the ninth generation of the German compact is expected to be exclusively electric.

It was already known that the next generation of the VW Golf should be exclusively electric—probably renamed ID. Golf—and should be the first to debut the new SSP (Scalable Systems) platform. Platform), which should replace the current MEB. Among the expected new features are an 800 V electrical system, more sophisticated batteries, and faster charging times.

As it is a platform dedicated exclusively to electric models, a longer wheelbase is expected, and with that, better use of interior space, while maintaining exterior dimensions similar to the current generation. There are already rumors that, although the SSP is only for electric vehicles, it may integrate combustion engines that function only as generators for range-extended electric vehicles (EREVs). This rumor still needs official confirmation.

Despite the technological change, Volkswagen does not intend to abandon the Golf with an internal combustion engine for a long time. The eighth and current generation of the hatchback will still receive a new update, using hybrid engines and a style closer to the electric model. This update of the Golf 8 could extend the model's career until 2035, with both generations being sold in parallel.

Another of the major new features of the next generation concerns the future software architecture, which will be developed in collaboration with the The North American company Rivian is expected to centralize processing, reduce the volume of cables, and facilitate updates and the addition of new features through remote access (OTA).

Although many details are not yet known, Andreas Mindt, head of design at the Volkswagen Group, has already given some clues about the stylistic language of the new generation, describing it as "a kind of masterpiece," as it combines striking elements from past generations of the Golf with a modern look.

The question was also raised as to why the Volkswagen ID.3 model was not named Golf. Schaefer explains that this was an option, but that it was ultimately rejected.

"We thought about it, many said to simply call it Golf. But it is not Golf. We have improved it, but it is still ID.3. It needed a new identity."

In the end, the model was named Neo, inspired by an earlier concept.

The Volkswagen Golf 9 (MK9), expected to debut around 2028, will mark the hatchback's transition to a predominantly electric era, with teasers already showing a futuristic design with LED signature lighting. The model will focus on advanced technology, intelligent hybridization, and a minimalist interior, maintaining its classic DNA but with a focus on sustainable mobility.

Highlights and Projections of the Golf 9 (MK9):

Powertrain: Electric and hybrid versions are expected, with a strong possibility of a purely electric model.

Design: The silhouette should be aerodynamic, with LED Matrix headlights, an illuminated VW emblem, and a complete light signature.

Interior: It will feature a minimalist digital cockpit with curved screens and a focus on ergonomics, while maintaining some physical controls.

Technology: Advanced driver assistance systems (ADAS) and enhanced connectivity.

by Autonews

KAREL KALIP

Karea Fit: The Turkish Smart, with a plastic body and a range of 135 kilometers

Turkey has not had its own car brands for a long time, but it wants to change that in the era of electric mobility. In addition to the already well-known Togg project, they now offer customers a much more compact vehicle – the Karea Fit, Turkey's answer to the Smart Fortwo.

Behind the Karea brand is the company Karel Kalıp, which until now has been engaged in the production of molds for plastic parts in the automotive industry. Using this experience, it decided to take a step further and develop its own car with a plastic body.

The Karea Fit is classified as an L7e – heavy quadricycle – which puts it alongside the Swiss Microlin and Renault's Mobilize Duo. This classification means fewer regulatory requirements and, consequently, a lower price.

The company emphasizes that the vehicle was developed in Turkey, although the share of domestic components is about 34 percent. The body and interior are Turkish-designed and manufactured. The car is probably based on one of the many Chinese cars, but this is not an ordinary rebranding.

Technically, the car is only 2.63 meters long and is powered by a 12 kW/16 hp electric motor on the rear wheels. Acceleration to 50 km/h takes six seconds, and the top speed is 90 km/h. The LFP battery with a capacity of 9.98 kWh allows a range of around 135 kilometers. Charging is possible exclusively with alternating current via a single-phase socket, with a power of 3.3 kW.

Project manager Refik Diri explained the idea behind the vehicle: public transport cannot solve city congestion on its own, and the younger generation is increasingly reluctant to own a classic car - it is important for them to simply get from point A to point B.

Cars are very expensive there due to a combination of drastic taxation and protectionist trade policies that affect all cars, including electric cars. The main tool is the special excise tax (ÖTV), which is 45 to 80 percent for regular cars, but for luxury cars with a displacement of more than 2.0 liters, it rises to 220 percent. The standard 20 percent VAT is then added to this amount, which in practice means that taxes often exceed the value of the vehicle itself.

Although electric vehicle sales were gaining ground, they are now growing even more, although, as with fuel prices, it is uncertain whether this positive trend will continue or slow down again. The good news is that the range of electric cars is expanding, not only in luxury models but also in entry-level ones. Quad bikes are on the rise, and while we await the new smart #2, scheduled for 2027, the Turkish company Karel Kalıp also wants its share of the market.

Turkey, which has never had its own car brands but is an important country where several manufacturers have established themselves, debuted with TOGG, which is expanding into European countries, and now with another company that has the same ambitions but with a much smaller product range. This company does not specialize in electric vehicles, as it focuses on the manufacture of plastic molds.

The technical specifications of the Karea Fit position it between a motorcycle and a conventional car, having the Microlino as a direct competitor, therefore it cannot be categorized as a microcar. However, it is classified as a heavy quadricycle and, consequently, has L7e homologation. This small model stands out for its round headlights on its elaborate front.

The starting price is 699,000 Turkish liras (about 11,350 euros), making it one of the few options available in this price range on the Turkish market. The note that this is an introductory promotional price suggests that the regular price will be higher later.

The Karea Fit is the ideal city car...Karea Fit is inspired by urban life.

Even in its colors. From the first ray of sunshine to sunset...

Each color tells a story, not about the city's appearance, but about the feeling it conveys.

The Karea Fit has a plastic body, is designed and manufactured in Turkey, measures only 2,631 millimeters in length and is equipped with a 12 kW electric motor that drives the rear wheels. With only 16 hp, it can reach 50 km/h in just six seconds and achieve a top speed of 90 km/h.

The manufacturer opted for a lithium iron phosphate (LFP) battery with a capacity of 9.98 kWh, which provides a maximum range of 135 kilometers on a single charge. Naturally, this microcar cannot be charged with direct current (DC), therefore requiring single-phase charging via a 3.3 kW socket.

Refik Diri's company, one of those responsible for this electric car, explained that the motivation for creating the Karea Fit arose because "the supply of passenger cars in Turkey in the price range of 600,000 to 700,000 Turkish lira (from 11,349 euros to 13,240.50 euros) is practically nil, so we decided to prepare a car for this market niche."

Electric vehicles are treated more favorably, but there are also restrictions on power and price - intended primarily to protect the domestic Togg brand. Imported electric vehicles are additionally burdened with a 40 percent tariff.

Despite all this, Turkey remains a significant car manufacturer - in 2024 it was 13th in the global ranking, just behind the Czech Republic.

Autonomy: Can travel up to 135 km on a single charge.

Maximum Speed: Reaches up to 90 km/h, making it ideal for urban roads and city perimeters.

Battery: Uses a lithium iron phosphate (LFP) battery with a capacity of 9.98 kWh.

Charging: Supports single-phase 3.3 kW charging. Charging time from 20% to 80% takes approximately 2 hours.

Capacity: It is a compact two-seater vehicle.

by Autonews

BMW

BMW R 1100 GS 1994: the biggest trail bike of its time

When BMW Motorrad released the first images and data of the R 1100 GS in the fall of 1993, journalists at the time commented that those responsible for the project had gone mad.

Although BMW had already launched adventure bikes like the R 80 GS and the R 100 GS, the then-new R 1100 GS clearly raised the bar in terms of performance, weight, and dimensions. With 80 hp and a curb weight of almost 250 kg in the ABS version, this German machine clearly stood out from all adventure bikes sold until then.

Due to its generous size, the bulky aquarium shape, and the raised dorsal fin that, in a way, resembled a trunk, it soon received the nickname "mammoth" from many of its admirers.

Despite including the initials GS for "Gelande / Straße" (rural road in Portuguese) and although it allowed circulation on dirt roads, what stood out most was its effectiveness when driving on asphalt and, even more so, on secondary and tertiary roads, regardless of their poor condition.

In fact, due to its handling and driving comfort, it came to be considered the best BMW for road trips, even surpassing the R 1100 RS that BMW had launched on the market a year earlier.

Despite arriving at a time when it seemed that the passion for trail bikes had faded and, more especially, after the "boom" that this type of motorcycle experienced in the second half of the 80s, the R 1100 GS conquered its space, becoming one of the most desired high-displacement motorcycles.

It is true that its beginnings were not easy, but BMW persisted until it convinced the public that it was a very complete motorcycle. Proof of this persistence is that it remained on the market unchanged for five years, until it was replaced by the R 1150 GS in 1999. Today, seeing the success of maxi-trails and the variety of models available, we can safely say that the star of this Classic Club showed the way to other manufacturers.

As a legitimate member of BMW's "R" series, it was equipped with a horizontally opposed two-cylinder boxer engine. However, this was the only feature it shared with the previous R 100 GS, as everything else was new, boasting several highly innovative aspects.

With a 1,085 cc engine, a maximum power output of 80 hp at 6,750 rpm and mixed air/oil cooling, the unprecedented twin-cylinder engine featured cylinder heads with four valves actuated by an overhead camshaft.

Fuel was supplied by a Bosch Motronic MA 2.2 electronic fuel injection system, which controlled ignition and regulated the air-fuel mixture based on throttle position, engine speed, crankshaft position, atmospheric pressure, and ambient and oil temperatures. The "2-in-1" exhaust system terminated in a prominent muffler positioned slightly above, on the left side.

Like other models manufactured by BMW up to that point, the R 1100 GS boxer engine had a five-speed gearbox in a secondary crankcase located behind the engine, with a single-disc dry clutch positioned between the two crankcases.

The secondary transmission was done by an articulated drive shaft, nicknamed Paralever, a system that successfully debuted on the R 80 and R 100 GS, which smoothed transmission reactions and relieved the workload on the rear suspension. Thanks to these features, the R 1100 GS was capable of exceeding 200 km/h, a considerable mark for a trail bike 32 years ago.

Regarding the chassis, BMW announced that it was composed of three parts, one of which was the engine itself. It featured a tubular steel structure at the front and another at the rear, both connected by the engine.

Another important innovation was found in the front suspension, with the GS being the first model in the series to include a system called Telelever. This system combined a central shock absorber, a telescopic fork, and a lower swingarm, with the aim of separating the damping and steering functions, as well as providing an anti-dive effect during braking.

The braking system was from Brembo, with two 305 mm discs and 4-piston calipers on the front axle, and a 276 mm disc with a two-piston parallel caliper at the rear.

As you've already read, it could be optionally equipped with switchable ABS, making it the first adventure motorcycle in history to offer this safety system. Another notable detail for a motorcycle with off-road capability is that it came equipped with spoked wheels designed for tubeless tires.

The tires were mixed-use, in sizes 110/80-19” and 150/70-17”. The 25-liter fuel tank indicated that it was a motorcycle designed for long journeys. Further evidence of this was the availability of saddlebags, a top case, and hand guards as additional accessories.

Autonews and Mundoquatrorodas

AUTONEWS

This punishing coastal ferry route forces a radical rethink of clean speed at sea

The shipping industry must cut its climate emissions, and express ferries are the means of passenger transport that causes the most pollution per kilometer. These high-speed passenger vessels with diesel engines are currently the least environmentally friendly form of passenger transport—but they do not have to be.

The Norwegian government has been saying it will introduce requirements for zero emissions in new tenders for express ferry services for several years now. However, according to the government, the requirements have to be postponed because the technology is not yet fully developed.

A new solution shows that this is not the case. By combining batteries and fuel cells, it is entirely possible to slash emissions. Using a new method developed by NTNU, it is possible to calculate which high-speed passenger routes can be operated with zero-emission express ferries. The study is published in the journal Ocean Engineering.

Emissions to be halved within five years...Express boats are vessels that travel at speeds exceeding 20 knots and play an important role in passenger transport. About 200 high-speed passenger vessels operate along Norway's approximately 20,000-kilometer coastline.

Due to the long distances and challenging conditions on several of the 100 routes, it is difficult to implement zero-emission transport with the battery technology that currently exists. Only ten routes can be operated using express boats that can be charged or have their batteries swapped out along the way. The remaining routes must use other technologies, or a combination of technologies.

Exactly which ones can now be determined using the new method. It was developed by Samieh Najjaran in her doctoral project at the Department of Marine Technology.

"Express boats are difficult to electrify. Batteries and hydrogen solutions are also significantly heavier than traditional diesel engines. More weight increases resistance, which in turn requires more energy—a classic vicious circle," said Najjaran.

While developing the model, she used the Bodø–Sandnessjøen high-speed passenger route along the Helgeland coast as a guinea pig. The route is approximately 220 kilometers long and is considered one of the most challenging in Norway.

"If we can make this stretch a zero-emission route, it basically means that all the other routes have the same potential. This is one of the most challenging routes, with many ports of call and limited time for charging," Najjaran said.

By combining batteries and hydrogen fuel cells, even the demanding route between Bodø and Sandnessjøen can become emission-free. The high-speed vessel MS "Elsa Laula Renberg" is one of two used on the Nordland Express. Researchers collected and analyzed sailing data from an entire year. They developed a model to calculate energy consumption and explore solutions for achieving zero emissions. Credit: Brødrene Aa, NTNU

The Nordland Express...The Nordland Express route (Nordlandsekspressen) relies on two virtually identical high-speed passenger vessels. One of them is the catamaran MS "Elsa Laula Renberg." This vessel is built from carbon fiber, can accommodate 220 passengers, and has four diesel engines providing a cruising speed of 33 knots.

"We have calculated the vessel's operational profile based on detailed information from the Automatic Identification System (AIS) over an entire year. This enables us to account for almost all weather scenarios and variations in wind, currents and wave conditions across all four seasons," said Najjaran.

This information has been incorporated into a model for calculating resistance and energy consumption for a typical high-speed passenger catamaran of the same size. The model was developed during John Martin Kleven Godø's doctoral work at the same department.

The results have been incorporated into an optimization model for energy management in the on-board electrical power system. In this system, the load is distributed between the vessel's batteries and fuel cells.

Scalable...The model is general enough so that different parameters can be scaled and adjusted. "This means it can be used on all similar vessels and routes," said Najjaran.

The researchers studied three possible alternatives:

-Battery-only operation—with charging or swapping batteries at selected ports

-Hybrid solution with fuel cell and battery—no charging at ports, powered solely by fuel cells.

-Plug-in hybrid solution with fuel cells and batteries—involving battery charging at various pre-designated ports

In this study, only the possibilities that already exist in a vessel were investigated, not what would happen if the vessel was modified, for example by lengthening it. "The biggest challenge is the increase in weight and thus increased resistance and energy requirements. The use of batteries alone on the existing Nordland Express vessel is not feasible," explained Najjaran.

Fuel cells, rechargeable or replaceable batteries...Najjaran believes that different technologies must be combined to meet the goal of zero-emission, high-speed passenger vessels.

"For example, fuel cells powered by hydrogen, combined with rechargeable or replaceable batteries are a good way to make zero-emission express boats. However, the vessels' design must be optimized, both in terms of hull length and hydrodynamic resistance," said Najjaran.

This is where the model comes into its own—it combines three elements:

Real sailing data based on AIS information (position and speed), statistically compiled over a year of operation.

A detailed hydrodynamic model that calculates resistance and energy demand.

Optimal energy management, where the use of batteries and hydrogen is intelligently controlled throughout the journey, also taking future charging opportunities into account.

Najjaran emphasizes that smart energy management is absolutely crucial. Hydrogen is an expensive fuel, while batteries are heavy. Making this work will require finding the optimum balance between hydrogen consumption and battery use, in order to dimension the power system and then operate the vessel.

Hydrogen storage capacity will also have to be expanded at several ports. "The energy must be distributed between the batteries and the fuel cells. Fuel cells operate most efficiently when running steadily, close to their optimal operating point, while batteries are able to handle rapid fluctuations in power demand more effectively," explained Najjaran.

Batteries and fuel cells have complementary properties that enable them to work well together.

Using real data...The researchers were able to use real data from vessels that already operate on the route when calculating new routes or upgrading existing vessels. The model allows them to calculate the most efficient distribution of energy between fuel cells and batteries, and use this information to determine the necessary specifications for the on-board power system.

They can then vary the size of the vessel, adapt it and repeat the calculations until they find the optimal overall solution.

Najjaran has not investigated the financial cost of the various options, as this was not part of her doctoral project. "That is something the county authorities and shipping companies need to consider for the specific routes," concluded Najjaran.

Provided by Norwegian University of Science and Technology 

AUTONEWS

Most electric vehicle owners are those with higher incomes and higher levels of education

A joint study by the EHU-University of the Basque Country and the BC3 research center reveals that EVs are concentrated in households with high incomes, higher levels of education and located in urban areas, which highlights a social divide in accessing them. The study, published in Energy Economics, concludes that current government grant schemes do not address this inequality, and proposes linking grants to income levels.

Road transport poses a major challenge in the fight against climate change. Not only is it one of the sectors that emits the most greenhouse gases, but it is also the only one in which emissions are continuing to rise. In this context, the electrification of the vehicle parc has become one of the key strategies for decarbonizing mobility. However, Spain has one of the oldest vehicle parcs in Europe and, although the target is to reach 5.5 million EVs by 2030, currently there are barely 600,000, according to figures from the DGT (Spanish Directorate-General for Traffic).

In view of this situation, a study by the EHU researcher Mercè Amich analyzed the factors influencing the purchase of EVs at national level, as well as the effectiveness of the MOVES schemes, the main grant programs designed to encourage the purchase of EVs.

"We need to understand what is going on, because, at the current rate, the targets are not going to be met. In other parts of Europe, electric vehicle uptake is indeed proving successful. You don't need to go all the way to Northern European countries. Portugal, for example, is doing it much better.

"What we found in our study is that most electric vehicles are located in urban areas, in households with high incomes and a higher level of education. There is a significant social divide when it comes to acquiring electric vehicles, and current grant schemes are contributing to this inequality. Unless access to these technologies is made more widely available, climate targets are not going to be met," explained Amich.

According to the study, the factors that most influence the purchase of EVs are income, educational achievement and place of residence. "The higher one's income is, the more property one owns. It is in households with incomes well above the average that there are the most electric vehicles. Most electric vehicle owners have a university degree and live in large cities, particularly in Barcelona and Madrid," explained Amich.

The findings are novel, as they analyze, for the first time, real data on EV ownership. Until 2021, the information available was limited to surveys on preferences and did not reflect the population's actual behavior. That is why this research provides the first in-depth analysis of what is actually going on.

Socially and environmentally ineffective grants...Regarding the effectiveness of the MOVES grant schemes run by the Ministry for Ecological Transition, the EHU study concludes that these schemes are not achieving their purpose adequately. By analyzing property data alongside the regional distribution of financial support, the research team saw that government resources are neither reaching those who most need EVs, nor driving an effective renewal of the vehicle parc.

"We do not have any data detailing whether owners of electric vehicles took advantage of the MOVES schemes. But as there are so few of them on the market, we can be fairly certain that the data are linked. So if we match the information, we can see that the grants are being given to people who could afford an electric vehicle without them. This means that they are failing to change purchasing behavior, which is precisely the aim of this type of public policy," said Amich.

What is more, the findings suggest that many users are not replacing their internal combustion engine vehicles, but are instead adding electric vehicles to their arrays of vehicles, thus reducing the environmental impact of the grants.

Proposals for improving grant scheme design...The research includes recommendations to address the social and environmental inefficiencies of the grant schemes. For example, to promote more equitable access to EVs, the study proposes introducing an income threshold to be eligible for financial support, thereby ensuring that the grants reach those who need them most.

"Right now, a wealthy individual in Madrid looking to buy a Tesla receives the same level of support as someone who does not have as much money." A great deal of public money is being spent on subsidizing rather exclusive, expensive vehicles for very small sections of the population who most likely already have the financial means to make the investment. "There should be an income cap, as is the case with other types of support," said Amich.

From an environmental perspective, reviewing the requirement for older internal combustion engine vehicles to be sent to the scrapyard should be reviewed, so that electric vehicles do in fact replace the most polluting cars. This criterion had been included in some calls for proposals under the MOVES schemes, but was subsequently withdrawn.

Historically, electric vehicle (EV) owners have been concentrated in higher income and education brackets due to a combination of financial and structural barriers that make the technology more accessible to this group.

Here are the main reasons explained by recent research(below):

1. Initial Purchase Price (Accessibility Gap)...Although battery costs have fallen, the average price of a new EV remains higher than that of cars with internal combustion engines (ICE).

Financial barrier: The high initial cost acts as a filter, allowing only people with high disposable income to make the investment.

Market segmentation: Most models launched until 2024 focus on premium, luxury, or large SUV segments, which naturally attract wealthier consumers.

2. Infrastructure and housing...Charging logistics favor those with more resources and property.

Home charging: EV owners tend to own homes with private garages, facilitating the installation of home chargers.

Urban inequality: Residents of apartments in densely populated areas or renters (generally with lower incomes) face difficulties charging their vehicles at home, making EVs less practical for them.

3. Education and perceived value...The level of education is often a stronger indicator of adoption than income itself.

Information processing: People with higher levels of education tend to have an easier time understanding the Total Cost of Ownership (TCO), realizing that savings on fuel and maintenance offset the higher initial price over time.

Environmental awareness and innovation: Highly educated individuals tend to be early adopters of new technologies and demonstrate greater concern for climate goals, which drives a preference for sustainable vehicles.

4. Failure of incentive policies...Many government subsidies (such as tax credits) have no income limits, resulting in the use of public money to make luxury cars cheaper for those who could already afford them. This reinforces the concentration of technology in the upper classes instead of democratizing access.

Provided by University of the Basque Country