AUTONEWS

Why heat can crack your windshield this summer—and how to prevent it

You’re driving along calmly, your thoughts drifting to the rhythm of your car’s playlist, when suddenly a small stone from the road strikes your vehicle, leaving a tiny mark on the windshield. After a moment of frustration, you try to downplay the situation. After all, it’s just a scratch. Big mistake! With the scorching heat of July and August, that small mark can turn into a massive crack within days—often right when you least expect it, like on your way to the beach or while heading home.

As Carglass reminds us, heat and sudden temperature changes significantly accelerate the growth of windshield cracks. Simply put, in these temperatures, the longer you wait to visit a repair shop, the greater the risk of ending up with a cracked windshield in the middle of a holiday or a busy travel period. But why?

The asphalt plays a role, too...In summer, two factors combine to increase the number of windshield chips. First, there are significantly more cars on the road. Second, the asphalt itself contributes to the problem: it contracts in winter but expands in summer due to the heat, and this expansion creates cracks. The result is a damaged surface that easily gives way under the weight of tires, causing your car to launch small stones like a miniature cannon—straight at the windshield of the car behind you.

Heat also plays a negative role for another reason—a fact known for a long time. As early as 1921, researcher A.A. Griffith demonstrated that damaged glass is considerably more fragile than intact glass and that the greater the initial impact, the less force is required for the crack to keep growing. Decades later, in 1967, another study confirmed that even under minimal stress, a crack advances steadily—little by little, day after day. Furthermore, it is worth noting that the car body expands and contracts differently than the glass, as steel, aluminum, and glass have distinct coefficients of expansion. This invisible interaction between materials ends up transmitting extra stress directly to the windshield. In laboratory tests, a windshield heated to 80 degrees Celsius on the outside—with the cabin at 30 degrees Celsius—withstood the initial stress, but the crack visibly widened, and after several similar cycles, the glass eventually shattered.

Very cold air conditioning can accelerate the appearance of cracks in automotive glass

Be careful with the air conditioning...There is a very common habit that doesn't help matters: when you get into a car that has been sitting in the sun for hours, you turn the air conditioning to maximum power—perhaps even directing the airflow straight at the windshield to avoid hitting your body with it. This causes such a sudden temperature change that the windshield takes a significant hit. Therefore, it is better to let the car's interior cool down by directing the airflow toward another part of the vehicle.

And that is without even considering the lifespan of the windshield, which is already under stress from the factory. The manufacturing process itself—cutting, molding, and laminating the glass—creates internal tension that varies from piece to piece. Additionally, the polyurethane adhesive that secures it to the body shrinks slightly as it dries, adding its own share of stress. To top it off, the windshield acts as the car's backbone, providing structural rigidity and absorbing some of the forces involved in cornering, braking, and accelerating. And as if that weren't enough, every bump, every road irregularity, and even the wind subject it to constant, minor jolts. Simply driving over a speed bump at 30 kilometers per hour generates up to 5G of acceleration on the glass...Under that kind of accumulated stress, anything would crack.

Given all these factors, the recommendation is simple: act quickly as soon as you notice an impact. Specialized repair shops can often fix the glass rather than replacing the entire windshield, provided the chip is away from the edge, small in diameter (roughly the size of a 2-euro coin), and outside the driver's field of vision.

Repairing instead of replacing is far more cost-effective, can be done without removing the windshield or affecting driver-assistance systems, and saves both materials and time. With an appointment, many shops can complete the process in just half an hour, compared to the hour and a half or more required to replace the entire windshield.

So, the next time a small stone chips your windshield, it is best to head to a repair shop right away—especially if you are about to go on vacation.

BMW

40 Years of the BMW M3

Forty years of the BMW M3 is more than four decades of automotive history. It’s forty years of pushing boundaries, shaping generations and redefining what performance means.

It began in 1986 with the E30. Born from motorsport and built with a singular purpose, it introduced a philosophy that would inspire enthusiasts around the world. What began as a road-going racing car became the reference point against which every generation would be measured.

The journey continued through the E36, which expanded the capabilities of the M3 without compromising its sporting character, and through the celebrated E46, whose balance of performance, precision and emotion secured its place among the greatest of all time.

Then came the V8 era. Through the E90, E92 and E93, the M3 provided a unique chapter in its history, combining high-revving excitement with unmistakable presence and character.

With the F80, BMW M embraced a new generation of performance. Turbocharged power, advanced technology and unprecedented versatility took the M3 to new heights, while remaining true to its racing heritage.

Today, the G80 is the latest expression of that tireless ambition. More powerful, more capable and more advanced than ever before, it is the culmination of four decades of innovation, engineering expertise and an unwavering commitment to driving pleasure. With BMW M xDrive, the latest M3 offers two worlds in one: maximum grip and performance through intelligent all-wheel drive or the pure thrill of rear-wheel drive at the push of a button.

From the E30 to the G80, each generation has carried the spirit of its predecessor while defining its era

Autonews

AUTONEWS

Electric buses in cold climates: Optimizing operations is key, researchers say

A McGill University study recommends cold-climate cities increase their electric bus fleets and expand charging capacity so vehicles can be charged slowly, a process that draws less power from the grid than fast charging. 

Efficient energy use is particularly important in cold weather, when electric batteries drain more quickly and use more energy than in milder conditions, they noted. 

The researchers said their approach could help these cities fully electrify transit systems, eliminating reliance on diesel. 

“Anyone can operate an electric bus fleet, but minimizing operating and environmental costs should be a concern, because everyone is paying for these systems,” said Luis Miranda-Moreno, an associate professor in the Department of Civil Engineering. “We are trying to help bring awareness and build tools that reduce costs.”  

The study is the first to model electric bus operations at the municipal level in winter conditions.  

Digital model reveals energy consumption...The researchers created a digital model simulating Quebec City’s electric bus network and infrastructure. This allowed them to see how buses, rider behaviour and other traffic interacted.  

From this data, they estimated the buses’ energy consumption. They then considered various weather conditions and assessed the impact on the network’s performance, finding that winter increased energy demand by 30 per cent. 

The team also considered two charging scenarios: fast charging, in which more powerful chargers recharge buses quickly but demand more power, and slow charging, wherein charging is less power-intensive but requires more time.

The researchers’ optimization tool then determined how to best reduce energy consumption while making fleet operations feasible in the real world. Possibilities included fine-tuning bus fleet size and charging schedules, as well as adjusting battery thresholds. Their tool demonstrated that slower charging, an increased fleet size and more chargers would demand less power and be more cost-effective than current approaches. 

“In Canada, there is no one-size-fits-all approach to fleet electrification. This type of analysis helps cities understand how winter conditions affect electric bus operations, charging needs and grid capacity, so fleet planning and power infrastructure can be aligned," said Jônatas Augusto Manzolli, lead researcher and a Postdoctoral Fellow in the Department of Civil Engineering. 

The researchers noted that this type of tool could be critical not just for managing climate-change impacts, but for cutting operating costs, given that transit agencies often run deficits. Future studies will assess transit operations for Montreal and Ottawa. 

Cold-climate cities could cut electric bus costs by charging more slowly...Electric buses are often presented as a straightforward route to cleaner urban transportation, but a new McGill University study suggests that the way cities charge those vehicles may determine whether large-scale electrification succeeds. Researchers say cold-climate cities could reduce pressure on electrical grids and lower operating costs by using more chargers at lower power levels, allowing buses to recharge gradually instead of relying primarily on high-speed charging.

The recommendation challenges the intuitive assumption that faster charging is always better. High-power chargers can restore a bus’s battery within minutes, making them attractive to transit agencies trying to keep vehicles on the road. However, these systems can create sharp spikes in electricity demand, requiring costly grid upgrades and potentially increasing energy expenses. Slow charging takes longer, but distributes consumption over a wider period and can make the overall system easier and cheaper to operate.

The issue becomes especially urgent in winter. Electric buses consume more energy in low temperatures because batteries operate less efficiently and because additional power is needed to heat passenger cabins and maintain comfortable conditions. According to the McGill researchers, winter conditions increased the simulated network’s energy demand by approximately 30 per cent. That increase can reduce driving range, complicate schedules and force buses to recharge more frequently.

“Anyone can operate an electric bus fleet, but minimizing operating and environmental costs should be a concern, because everyone is paying for these systems,” said Luis Miranda-Moreno, an associate professor in McGill’s Department of Civil Engineering. “We are trying to help bring awareness and build tools that reduce costs.” The researchers argue that careful planning, rather than simply purchasing more powerful vehicles or chargers, will be essential for cities seeking to eliminate diesel buses.

To examine the problem, the team built a digital model of Quebec City’s electric bus network and its supporting infrastructure. The model used an agent-based simulation, a computational approach that represents individual actors—in this case buses, passengers and elements of the traffic system—and allows them to interact over time. This made it possible to estimate how changes in passenger demand, traffic conditions, weather and charging availability could influence energy consumption across an entire municipal transit system.

The researchers then combined the simulation with an optimization tool. Instead of testing only one fixed fleet design, the tool evaluated different combinations of bus numbers, charger locations, charging schedules and battery operating thresholds. A battery threshold can determine how low a bus’s charge is allowed to fall before it is sent for charging, or how much reserve energy must be maintained to protect service reliability. These decisions can affect both the number of buses required and the amount of electrical capacity a transit agency must secure.

The model compared fast-charging and slow-charging strategies under different weather conditions. Fast charging provided more energy in a shorter period, but demanded greater instantaneous power from the grid. Slow charging required buses to remain connected for longer periods, yet it reduced peak demand. The optimization results indicated that a larger fleet, combined with more charging points operating at lower power, could consume less grid capacity and prove more cost-effective than a smaller fleet dependent on rapid charging.

A larger fleet may sound like an expensive solution, but the researchers say the calculation must include the full cost of infrastructure and energy. A transit system with fewer buses may require extremely powerful chargers to keep vehicles in continuous service, creating expensive peaks in electricity demand and requiring substantial electrical upgrades. Adding buses and chargers can spread operations more evenly, allowing vehicles to charge during longer idle periods, including overnight or between scheduled runs.

The findings could be particularly important as cities across Canada and other northern regions plan to replace diesel fleets. Transit agencies must balance emissions reductions with reliability, passenger demand, winter weather and limited budgets. “In Canada, there is no one-size-fits-all approach to fleet electrification,” said Jônatas Augusto Manzolli, the study’s lead researcher and a postdoctoral fellow in McGill’s Department of Civil Engineering. He added that this type of analysis can help cities align winter operations, charging requirements and grid capacity before investing in infrastructure.

The study, published in Applied Energy, is described by the researchers as the first to model electric bus operations at the municipal level under winter conditions. Its importance extends beyond climate resilience: transit agencies frequently operate with financial deficits, so reducing energy and infrastructure costs could influence how quickly they can electrify. The team plans to apply similar methods to transit systems in Montreal and Ottawa. The researchers say their framework could ultimately help cities design electric bus networks that remain reliable in extreme weather while reducing diesel dependence, grid stress and the environmental cost of urban transportation.

McGill University

LADA

Production of the new Lada Niva has begun, but the Russians have not done everything they promised! Here's what you have to wait until 2027

Buyers who want to get an SUV with a complete package of announced changes will have to wait at least until 2027. Although the new Lada Niva Legend has already entered mass production, some of the long-awaited innovations have not yet arrived on the factory assembly line. These include full LED optics, a trunk opening button and some minor exterior body modifications.

Serial production of the modernized Niva began on July 20, exactly on the day of the 60th anniversary of AvtoVAZ. By the way, the modernization is quite extensive and serious, as the iconic car received more than 350 new and modified parts and assemblies. Among the main novelties are a 1.8-liter 90-horsepower engine, a redesigned chassis and transmission structure, additional passive safety elements and an updated body.

AvtoVAZ presented the updated Lada Niva Legend with a 1.8-liter engine at the beginning of June at the St. Petersburg International Economic Forum (SPIEF), and now it has officially started its serial production. 

As a reminder, this Niva has a 1.8-liter eight-valve engine with 90 hp and 153 Nm. The factory points out that 80% of this torque is available as early as 1,000 rpm.

Its predecessor, a 1.7-liter engine producing 83 hp and 129 Nm, has been discontinued. The average combined fuel consumption of the updated Niva is 9 liters per 100 km (compared to 9.9 liters per 100 km for the old version).

Suspension changes were also made. “Handling and ride comfort have been significantly improved,” the company added.

The Niva Legend also gets a new front airbag for the driver and ventilated front brake discs.

Two-tone 16-inch wheels complete the look. Physics

Other improvements:

Improved sound insulation, a shift lever moved closer to the driver, a steering wheel unified with Lada Grant, air conditioning, a cabin filter, and one key for doors and ignition.

Finally, the hood, roof and tailgate are now made of double-sided galvanized steel – a solution first used on the Niva.

Prices for the updated Lada Niva Legend will be announced later, and sales should begin in late August or early September.

Why are there no LED lights and a trunk button? The Russian company’s initial plans included several more changes. Their implementation was expected to coincide with the main refresh, but in the end the manufacturer decided not to delay the launch of the already prepared version of the vehicle. As a result, the current Niva arrived on the market without all the previously announced details. The LED front and rear lights and the trunk opening button were postponed. In addition, a slightly redesigned radiator grille was added to the list of future changes.

According to the latest information from Russia, these elements should appear only with the next minor update of the model in 2027. This means that the project has not been canceled, but the expected solutions have simply been divided into two stages. This approach allowed AvtoVAZ not to postpone the start of production, but to release to the market those improvements that were already well and truly ready.

What’s new under the hood and in the cabin? For the Niva itself, this is another stage in a long evolution. Despite the recognizable silhouette, the design of the SUV in the current version is seriously different from previous models. As part of this year's modernization alone, engineers have reworked hundreds of components. The main technical novelty is the 1.8-liter eight-valve engine. Its power is 90 hp, while the maximum torque has been increased by 24 Nm. The engine has received a specific piston design that significantly reduces the risk of valve damage in the event of a timing belt break. The increased power also required an adjustment of the transmission, so some elements of the gearbox were reinforced.

The changes also affected the bodywork. Double-sided galvanized steel is now used for a number of panels, and additional body reinforcements have been inserted. The cabin finally has a front airbag for the driver, an adjustable steering column, central locking and a single key for the doors and ignition lock. Transmission control has also become more convenient, as the gear lever has been moved closer to the driver, while the all-wheel drive and reduction gear controls are now unified.

In this context, the absence of LED optics and a regular trunk button really seems a bit unexpected and absurd, especially since such changes have long been announced as a done deal. Buyers now have to choose: those who value improved mechanics and safety can already buy the new Niva, while aesthetes and lovers of the “full package” will have to wait until 2027.

AvtoVAZ extends Lada Niva Legend type approval to 2029, with engine and LED upgrades planned for 2026...AvtoVAZ has officially extended the vehicle type approval for the Lada Niva Legend family. According to Rosstandart's database, the new approval took effect on February 16 and will remain valid until 2029. This means the manufacturer can continue producing and selling this classic off-roader for at least another three years, despite its age and outdated architecture.

The certification extension coincides with planned updates for the model. Sergey Kornienko, the brand's product marketing head, confirmed that the Niva Legend will receive a modernized engine and LED lighting in 2026. The specific engine isn't listed in the approval yet; the document will be updated after mandatory testing is completed. For pricing context, consider the Niva Travel, which saw a price increase of 76,000 rubles after getting a new 90-horsepower 1.8-liter engine.

Additional interest in the model is fueled by AvtoVAZ's active discount programs. Currently, there are about twenty different incentive options, with the most favorable ones specifically for Niva family off-roaders. Thanks to subsidies and special offers, base versions can be purchased for around 800,000 rubles.

Overall, the extension of the vehicle type approval demonstrates AvtoVAZ's commitment to continuing production of this legendary model, which remains popular with buyers due to its affordability, ease of repair, and genuine off-road capabilities.

Autonews

 

TUNNING

Peregryn GT-S and GT-R

A new name is coming to the American supercar scene, one that doesn't hide its big ambitions. Peregryn Automotive has taken over the rights, design and tooling for the British Ultima models and is moving their production to the US. The Ultima brand is being discontinued, but the cars will live on as the Peregryn GT-S and GT-R.

The GT-S will be a slightly tamer road version, while the GT-R will be the top of the range with the greatest emphasis on track driving and should offer performance comparable to the brutal Chevrolet Corvette ZR1.

The Peregryn GT-R follows a rather old-fashioned but very efficient formula. The engine is located behind the passenger compartment, the car is extremely light, there is no more electronics than necessary, and instead of a complicated hybrid system or exotic engine, it uses familiar American V8 engines from GM's LS and LT families.

Ultima has long been tied to the kit-car world, where the buyer often had a huge hand in getting the thing road-ready. Peregryn wants to make that process much simpler, even if the cars themselves remain anything but ordinary. Pricing is estimated to begin around $195,000, which puts these in Corvette ZR1 territory. The Chevy will be the safer choice on many levels.

It has a dealer network, a warranty, and a development budget that could probably fund Peregryn for several years. On top of that, the base GT-S won’t come close to keeping up with the ZR-1 while costing nearly the same. But the Peregryn GT-R offers something the Corvette cannot… a low-volume, Le Mans-looking V8 missile that weighs about as much as a diabetic Miata. Production is set to ramp up in March 2027, with the first deliveries expected in April or May.

The target power is around 700 hp. That's much less than the more than 1079 hp that the Corvette ZR1 has, but Peregryn is counting on a completely different power-to-weight ratio. The GT-R should weigh only about 950 kilograms without fluids, which is incredibly light for a car of this performance.

The manufacturer therefore announces an acceleration from 0 to 60 miles per hour, or 96 km/h, in just 2.2 seconds. If this figure is confirmed in the production car, the GT-R will be among the fastest road cars in the world when accelerating from a standstill.

Unlike modern supercars that use lightning-fast dual-clutch automatic transmissions, Peregryn plans a sequential gearbox. The emphasis is not only on the best possible numbers but also on the most direct driving experience. The GT-R is conceived as a raw, loud and very analog car, much closer to a racing car with license plates than a luxury supercar.

All this will not be cheap. The starting price of the GT-R should be around $195,000 (around €169,000), and the first deliveries to customers are planned for 2027. For that amount, buyers won't get the prestige of a Ferrari or Lamborghini, but they will get something much rarer, a brutal driver's car weighing less than a ton, with a V8 engine of around 700 hp right behind it and performance that could unpleasantly surprise many supercars.

by Autonews

 

REZVANI

Rezvani Beast X

American Rezvani Motors introduced the second generation of the Beast two years ago (it has 811 hp), and now the even more powerful Beast X has arrived, which the press release describes as "the ultimate American hypercar".

The Beast X was created around one uncompromising goal: to provide stunning performance, visceral emotions and cutting-edge engineering in a machine that feels alive every time the driver presses the gas.

The Chevrolet Corvette served as the base, while the power is provided by a "customized" 6.2-liter twin-turbo V8 engine with 1582 hp and 1735 Nm. The announcement also mentions a 0 to 60 mph (96 km/h) acceleration of 1.9 seconds.

Rezvani also confirmed that the 482 cm long Beast X has an eight-speed dual-clutch transmission, all-wheel drive, 20- and 21-inch wheels, 275/30 ZR20 and 345/25 ZR21 tires, a lightweight carbon fiber body, an aero body kit (air vents, side skirts, two separate rear spoilers, a rear diffuser...), a central exhaust with three pipes, doors that open upwards, as well as a "thunderous engine sound".

In addition, the company describes this model as "an unforgettable fusion of raw power, stunning sound and relentless performance".

Production is limited to just five units, with each costing $ 115,000 more than the regular Rezvani Beast (which has a price of $ 385,000).

Autonews

MITSUBISHI

Mitsubishi ASX VR-e

The model is the result of a partnership established between Mitsubishi and the Taiwanese company Foxtron in 2025. At that time, the companies signed a contract for the supply of the vehicle and spare parts, enabling Mitsubishi to sell an electric car in Australia and New Zealand.

The ASX VR-e shares all its components with the Foxtron Bria; the only differences lie in the badging, headlight details, and wheel design. The exterior design is identical and was created by the Italian studio Pininfarina.

Mitsubishi has added a new electric vehicle to its lineup, but it won't be sold globally. Launched in Australia as the Mitsubishi ASX VR-e, the electric hatchback is actually a rebadged Foxtron Bria (designed by Pininfarina), and will arrive in local dealerships in the fourth quarter of this year.

The ASX VR-e looks almost identical to the Bria, save for the Mitsubishi badging. 

The interior design reflects the style typical of Asian-made electric cars, embracing minimalism. Key highlights of the cabin include a generously sized infotainment screen and an LED light strip that runs across the entire interior. Once again, the design is entirely Foxtron's and bears no resemblance to other Mitsubishi models. The interior includes a large infotainment display in the center of the dashboard, a digital instrument cluster, a four-spoke steering wheel, and a curved dashboard identical to the Foxtron Bria.

Mitsubishi Australia says it will sell the ASX VR in LS, Aspire, Exceed, and GSR trim levels, though it hasn't revealed the specs for these models yet.

All versions of the Foxtron Bria use a 57.5 kWh lithium-iron-phosphate battery, which is offered in a rear-engined 229 PS configuration, as well as a 400 PS twin-motor all-wheel drive model. The ASX VR-e will use the same powertrain, and power figures are likely to remain unchanged.

“The ASX VR-e marks a significant milestone in our refreshed Mitsubishi range,” said Mitsubishi Motors Australia CEO Shunichi Kihara. “The new ASX VR-e continues the path of innovation with an impressive infotainment system, bold design and excellent electric driving performance.”

The model will be sold in four trim levels in Australia (LS, Aspire, Exceed, and GSR), though power output and standard equipment details have not yet been released. It is likely to feature the same specifications as the Foxtron Bria, which offers a 57 kWh battery and a choice between a 229 hp rear-wheel-drive setup or a 400 hp all-wheel-drive configuration.

Pricing details are expected to be announced along with detailed specifications in the coming months.

Autonews