AUTONEWS

Are your brakes squeaking? Here’s when the sound is harmless and when you need to head straight to a mechanic

Brake squeaking can be unpleasant and worrying, but it doesn't always mean there is a serious problem with the car. However, there are situations where the sound coming from the brakes should not be ignored—especially if it recurs, gets louder, or is accompanied by vibrations and reduced braking performance.

The braking system is one of a car's most critical safety features, yet it is constantly exposed to high temperatures, intense mechanical stress, and varying weather conditions. Consequently, occasional squealing or squeaking is a relatively common occurrence, reports Autonews.

Why do brakes squeak? When braking, the brake pads press against the discs, creating friction. Under certain conditions, the pads, discs, or other components of the braking system can begin to vibrate. When these vibrations fall within the audible range, we hear them as a characteristic squeak.

The brake pads themselves aren't always the cause. The problem could stem from dirty or rusty sliding surfaces within the brake calipers. If the pads can no longer slide freely, vibrations are generated that manifest as a high-pitched, unpleasant squeak. While there is usually no immediate danger in such cases, the issue should still be checked at a service center soon. Most common causes of squeaking

Common causes include moisture, surface rust, and brake dust, as well as worn-out pads, unsuitable parts, or installation errors.

Even brand-new brake pads can produce noise initially. Therefore, it is not just a matter of whether the brakes squeak, but also when the sound occurs and how long it lasts. If the squeaking happens only occasionally and the car brakes normally, you can usually continue driving. However, if the noise persists or you notice a change in braking performance, the cause must be identified.

When is squeaking not a cause for concern? Squeaking is usually harmless if it is brief and goes away on its own. It is important that the car brakes as usual—meaning there are no changes in braking power, pedal feel, or vehicle behavior.

Moisture and a thin layer of surface rust can form on brake discs after rain, a car wash, or a period of inactivity. During the first few braking maneuvers, the pads remove this layer, which may cause a brief squeaking or scraping sound. If the noise disappears quickly, there is usually no cause for concern.

This sound should not be ignored...Pay special attention if, instead of ordinary squeaking, you hear scraping, scratching, or a metal-on-metal grinding sound. This could indicate that the brake pads are severely worn and metal is already grinding against metal. In such cases, damage to the brake discs can also occur.

Vibrations or strong shuddering during braking serve as a warning sign, potentially indicating unevenly worn or damaged discs.

The car should also be checked if it noticeably pulls to one side when braking. A particularly serious sign is reduced braking power or a sudden change in the feel of the brake pedal. In such situations, simply waiting to see if the noise goes away is not enough—the braking system needs to be inspected.

Why might new brakes squeak? Noises are not uncommon even after replacing brakes. New pads and discs need time to bed in, so the brakes should not be subjected to excessive strain during the first few hundred kilometers. If the squeaking persists beyond this period, the cause could be an installation error or unsuitable parts.

Electric cars face a specific issue...In electric vehicles, mechanical brakes are often used less frequently than in cars with internal combustion engines. The reason is regenerative braking, where the electric motor acts as a generator during deceleration, recovering some energy. While this reduces brake wear, it also has a downside: if the discs are rarely used vigorously, rust and deposits can easily accumulate on them, potentially leading to unpleasant noises.

If the squeaking is brief, simply monitoring the brakes' behavior is usually sufficient. Surface rust often disappears after a few normal braking maneuvers. However, any disassembly or repair of brake system components should be left to professionals, as this involves one of the car's key safety systems.

Your brakes are an incredibly important safety feature — perhaps the most important — so you want them working at their best when you really need them. That’s why you should have them inspected regularly; roughly every 12,000 miles is a good rule of thumb to follow. But if they’re squeaking, you need to find out why as soon as possible to prevent serious damage.

If you’re skilled enough, getting to the bottom of your brake problem can be a DIY project. Be careful, though. A brake repair must be done correctly to avoid putting drivers and passengers at risk while on the road. If you’re unsure you can safely repair your brakes on your own, seek out a professional. 

Your car’s brakes may be sounding off for myriad reasons — squeaks can indicate a range of problems, from not-too-serious to urgent. These can apply to all types of brakes: disc brakes that use pads, rotors, and calipers, or drum brakes that employ shoes, drums, and wheel cylinders. 

Here are some of the most common reasons a car’s brakes will squeal, screech, scrape, squeak, or grind:

1. Worn or damaged brakes...Modern brake pads come with a built-in indicator: a small piece of metal that makes contact with the rotor and generates a squealing or grinding sound when the brake pads reach the end of their useful life.

Warped or unevenly worn components can also be at the root of the problem, as can missing brake system hardware. 

2. Cold brakes...It’s relatively common to hear your brakes squeaking quietly when first applied after a cold start. This is due to moisture or surface rust collecting on the pads. The sound should go away eventually. However, if the brakes squeal or scrape continually, that may indicate a more serious problem.

3. High-performance brakes...The metallic and ceramic materials used in higher-performance brake pads can be inherently (and harmlessly) noisy when they make contact with each other.

4. Debris...Small stones or other solid matter can become lodged between the pad and the rotor. This debris can generate an unpleasant noise when you use your brakes. In this case, a mechanic must inspect and disassemble your brakes to clear the culprit.

5. Lack of lubrication...You may hear squealing if the backing plate in a drum braking system isn’t sufficiently lubricated. The solution here is to remove the shoes and drum, then apply lubricant to the backing plate.

6. Heavy-duty operation...If you ride the pedal while descending a steep hill or mountain road, your car’s braking components could overheat and start squealing. If this is the case, pull over and give the brakes some time to cool off once you’ve reached level ground. If the condition persists, get your car serviced.

7. Sticking caliper or wheel cylinder...A poorly lubricated caliper in a disc-braking system can get wedged against the rotor (sometimes because of improper installation). This can cause a squealing or grinding sound as it wears down the brake pads.

8. New brakes...If the brakes are new, the components may take a certain number of miles to “break in” properly and perform without squeaking.

9. Faulty brake repair or maintenance...Sometimes, a botched fix to a vehicle’s brake system causes more harm than good. For example, when a mechanic performs a brake job, they typically resurface the rotors to grind off glazing, grooves, and other imperfections. If the rotors are not appropriately refinished, squealing may occur, or the pedal may feel pulsing. Likewise, if the rotors have become too thin (3/8 of an inch or less of material remaining), a mechanic should replace them.

If you have questions or concerns about a noise you’re hearing, ask your mechanic to inspect it.

 

DUCATI

Ducati Streetfighter V4 S: an untamable 214hp machine

The Ducati Streetfighter V4 S—whose technical specifications can be found at this link—is the prime example of a truly special segment: hypersport naked bikes derived directly from the brand's superbikes. With 214 hp at 13,500 rpm, it would be an untamable machine were it not for its electronics—much like the Panigale V4 S, the model upon which it is based. It also features exclusive internal components, such as the Superleggera’s gear shift drum and the Panigale V4 R’s alternator and oil pump; truly impressive details.

The new naked sports bike boasts 6 more horsepower and weighs 4 kg less than its predecessor. Its dry weight of 189 kg yields a power-to-weight ratio of 1.13 kg/hp, worthy of the best sports bikes in history.

It is powered by the 90° Desmosedici Stradale V4 engine—featuring the signature desmodromic intake and exhaust systems and a counter-rotating crankshaft. Displacing 1,103 cc and utilizing the characteristic "Twin Pulse" firing order, it is a four-cylinder engine that delivers the feel and sound of a twin.

A major achievement of this powertrain is its compliance with Euro 5+ emission standards, offering a 6% reduction in fuel consumption and a 1 kg weight saving on the engine block itself—though that weight reduction is subsequently offset by the catalytic converters. It also features new camshafts and incorporates the VIS technology from the 2025 Panigale V4. This is a variable intake system that adjusts the length of the intake runners between 25 mm and 80 mm, improving throttle response and torque delivery, and ultimately boosting peak power.

The exhaust system has been further restricted by new regulations, so Ducati developed a new valve to make it quieter at low RPM and at idle. Engine cooling has been improved by 7%, as has hot air dissipation, with insulated inner panels preventing heat from reaching the rider. The final drive ratio has been shortened compared to the Panigale, aiming for a more direct riding experience and making it easier to pull wheelies, depending on the selected riding mode.

If the engine is impressive, the chassis is equally so. The aluminum frame utilizes the engine as a structural member. The swingarm now features a symmetrical, hollow, double-sided design, which improves stability when exiting corners, responds better to acceleration demands, and is lighter. Lateral rigidity has been reduced by 43%. The wheels weigh nearly a kilogram less in total. The suspension combines the best of Öhlins and Ducati technology; the system is dubbed Ducati Electronic Suspension (DES) 3.0 and integrates the latest Öhlins Smart-EC 3.0 software. A pressurized NIX30 front fork with 125 mm of travel is paired with a TTX36 rear shock offering 130 mm of travel. In terms of braking, it features 330mm semi-floating discs with Brembo Hypure calipers, all combined with eCBS technology, which electronically manages the combined braking system.

You might think a motorcycle like the Streetfighter V4 S has a limited scope of use—that its power exceeds what is usable on the street—but the truth is that it breaks the mold; it is incredible to be able to ride with this level of safety while still enjoying over 200 hp.

One of its key features is electronic adjustability, allowing you to tailor settings to the situation and terrain. Sport mode—which delivers essentially the same power as Race mode—softens the suspension, yet the engine roars at mid-range RPMs like few other bikes on the market with a stock exhaust, and its acceleration is ferocious. That said, you can also use Race mode on the road—on well-paved surfaces and familiar curves—for a firmer, more direct ride if you’re feeling adventurous.

In any case, whichever mode you choose, you’ll have more than enough power for riding outside the racetrack. You encounter raw force almost immediately without needing to rev the engine hard—a sensation that becomes truly spectacular in the mid-range. Between corners, you barely have time to do anything but roll the throttle on and off, playing with a gearbox where the quickshifter executes gear changes at lightning speed. It takes confidence to try and make the most of everything a naked sports bike has to offer.

Despite its low weight, it doesn't feel as light as a supersport bike; the inertia of the engine's internal components, the rigidity required to handle the power, and the firm suspension demand decisive inputs at low speeds. If you ride decisively, you’ll find a bike that is highly agile during weight transitions—even with that massive 200mm rear tire—and offers impeccable stability and precision as speed and cornering radius increase.

The wide handlebars provide plenty of control, but they also amplify sensitivity if you lean too far forward. As the road surface deteriorates, the Streetfighter begins to feel out of its element. Bumps and irregularities clash with the suspension settings, and the lack of grip forces the rider-assist systems to intervene more frequently. Although it features flat handlebars, the riding position is sporty and forward-leaning—a sensation accentuated by the bike's stiff response to bumps.

You might think a motorcycle like this doesn't make much sense for the road, especially given the price, but a brief ride on familiar territory is all it takes to realize you are in a different league compared to any "standard" naked bike.

 

by: Autonews

AUTONEWS

Tyres instead of a plug: electric buses that charge during operation

The back wheel of the slightly ageing post bus stands on a plate about the size of a shopping trolley. Suddenly, the bus’s battery begins to charge. 10 percent, 20, 30 – the battery indicator climbs steadily, with no need for a cable to connect the bus to the plate. The underlying technology was developed by the ETH spin-off Winduction. As the company’s first prototype, the electric bus is intended to solve a challenge that is becoming increasingly significant in public transport. 

The electrification of bus fleets is advancing in Switzerland and Europe. At present, transport companies primarily rely on a combination of large batteries and powerful charging stations involving thick cables. Both are expensive to purchase and maintain. Moreover, charging takes place at night in the depot using electricity that is not yet derived entirely from renewable sources – and the enormous batteries make the bus heavy, which leads to greater wear on individual components, as well as taking up valuable space.  

How can electric buses be charged inductively and much more cost-effectively? It is precisely this approach that is being explored by Sonam Bhuka, Sylvain Fricker and Laurin Schwitter, the three founders of Winduction. “We believe that electric buses can be operated much more cheaply if they are charged wirelessly and regularly during operation,” says ETH graduate Laurin Schwitter, CEO of the ETH spin-off.  

Known in technical terms as inductive charging, this is not fundamentally a new technology. For example, mobile phones can be charged by lying them on small plates that are available for desks or bedside tables, and electric cars can now also be charged wirelessly. However, most systems seek to transfer electricity directly from a coil in the ground to a second coil on the vehicle’s undercarriage. The power is transmitted by an invisible magnetic field that links the two coils.  

Yet there is one major weakness in this approach. The distance between the road and the undercarriage is relatively large and varies from one vehicle model to another. This distance is a key factor for inductive charging systems, as the efficiency of energy transfer decreases with increasing separation. 

Much smaller batteries and less power loss...The three founders of Winduction therefore take a different approach. “In any vehicle, the only thing that’s always in contact with the ground are the wheels,” says ETH alumnus Sylvain Fricker, who is in charge of technology at the fledgling company. This simple observation gave rise to the idea from which the spin-off takes its name: Winduction stands for “wheel-based induction.” 

The technology works using magnetically coupled coil systems. The first induction coils are housed in a ground plate that is set into the road surface. These coils are connected to the power grid and produce a magnetic field. A second group of coils, integrated into a specially developed bus tyre, picks up the energy when the bus stops and passes it on to the vehicle battery. 

“We minimize the large transmission distance between the road and undercarriage by placing coils inside the wheel,” says Fricker. From the ground into the vehicle, the Winduction system achieves an efficiency of over 90 percent – in other words, less than 10 percent of the power fed in through the ground plate is lost. “As our technology is also effective during short charging stops, the buses can make do with smaller batteries, making them significantly cheaper to buy and operate,” adds the ETH graduate.

Bus tyres without steel...However, the new system with the tyre as a relay also presented a challenge for the three founders of Winduction. Specifically, conventional bus tyres contain steel belts that provide stability, but this steel would react with the magnetic field and convert a large part of the power into heat instead of transferring it.  

“For our system to function, we work with partners to develop a completely new steel-free tyre,” says Schwitter, the company’s CEO. Although this change leads to greater costs for an individual bus tyre, the increase is almost negligible in the context of the overall acquisition and operating costs of a bus. 

Lower costs over the lifetime of a bus line...It is precisely in terms of the costs that the three founders see the biggest advantage of their technology. Transport companies are less interested in the price of individual vehicle components than in the total costs over the lifetime of a bus line. These costs include the acquisition of the vehicles, energy consumption, maintenance and infrastructure as well as personnel and financing costs. 

According to Winduction’s calculations, the total costs could decrease significantly with the new charging system. The founders demonstrate this using the bus line between Zurich Airport and the city’s Oerlikon quarter. “Our calculations show substantial savings compared with depot charging. How large they are depends on the route. A feasibility study with transport operators is currently quantifying this,” explains Schwitter.  

Charging during the day, reducing the burden on the grid...The reasons for this are manifold. Buses with smaller batteries are cheaper and can transport more people. Winduction’s ground plates are also relatively cheap compared with classical charging infrastructure. Another advantage is that the buses repeatedly recharge during the day. On the route between Zurich Airport and Oerlikon, charging plates would only be necessary at 2 of 24 stops, at which the buses would charge for a total of 3 hours over the course of 16. This, in turn, would also reduce the number of reserve vehicles needed. 

For comparison, the electric buses used on this line currently charge simultaneously for five hours in the garage overnight and need much more power to do so than they would with the system from Winduction. The lower power consumption would be even more important in the future, as electricity is becoming increasingly affordable in the daytime thanks to the expansion of photovoltaics. At the same time, peak loads in the power grid are reduced, as it is no longer necessary for all buses to be charged at the same time overnight, further reducing costs. 

Pilot operation at Zurich Airport from 2028...The ETH spin-off Winduction is currently building realistic testing infrastructure in Winterthur, supported by the Federal Office of Transport and the Swiss Climate Foundation. This includes both a test lab and the company’s own test bus stop. “In a subsequent stage of development, we want to bring all the components together in a form that’s geared towards the industry,” says Schwitter. “Our aim is to build a fully converted electric bus as quickly as possible that can also be used outside of our own private test area.”  

The founders plan to carry out the first pilot in 2028. Discussions are currently underway with several Swiss transport operators. One example is the region around Zurich Airport, where the bus is to be tested in real operating conditions and will also transport passengers for the first time. The passengers will be none the wiser as the ground plate transfers power quietly and wirelessly into the battery.  

Winduction, an ETH Zurich spin-off company, has created a wireless charging system that powers electric buses through their wheels during normal route stops.

How the system works:

• Road Plates: A charging plate sits flat on the street at a regular bus stop.

• Tire Transfer: When a bus stops, electricity flows from the road plate directly through the tires and into the vehicle's battery.

• No Plugs: Buses do not need heavy cables or manual plug-ins during the day.

The steel-free tire challenge:

• The Problem: Normal bus tires use internal steel belts for strength. Steel reacts badly with magnetic fields and turns electrical energy into waste heat instead of sending it to the battery.

• The Solution: Winduction partnered with manufacturers to build a brand new, completely steel-free bus tire.

• The Cost: While these special tires cost a bit more to make, the price difference is very small compared to the overall cost of running a bus line.

Key benefits:

• Smaller Batteries: Buses carry smaller, lighter batteries because they charge often during the day.

• Lower Costs: Lighter vehicles cause less road wear, and buying smaller batteries lowers the starting price of the bus.

• Cleaner Energy: Daytime charging uses cheap solar power and avoids overloading the electric grid at night.

Timeline and Testing

• Testing Phase: Winduction is building a test lab and a mock bus stop in Winterthur, Switzerland.

• Pilot Launch: Real-world testing on the route between Zurich Airport and Oerlikon is planned to start in 2028

by ETH Zurich

BMW

BMW F 450 R

The new BMW F 450 R: A dynamic naked bike for the 48-hp class—developed for maximum riding pleasure and featuring iconic BMW design language.

The new BMW F 450 R for the 48-hp class was developed as a standalone naked bike within the BMW F 450 model family. The focus was on signature BMW riding pleasure, enabled by a carefully engineered chassis and geometry layout, rigorous weight optimization, and a powerful parallel-twin engine. Its design clearly follows the current design language of the high-performance S 1000 R naked bike and visually underscores its sporty ambitions.

Smooth and characterful parallel-twin engine with a 135-degree crankpin offset for dynamic riding pleasure. At the heart of the new BMW F 450 R is the newly developed fuel-injected parallel-twin engine first used in the F 450 GS, together with a stainless-steel underfloor muffler. For use in the F 450 R, it has been specifically tuned for road riding and gives the motorcycle a particularly distinctive sound. With an output of 35 kW (48 hp) at 8,750 rpm and maximum torque of 43 Nm at 6,750 rpm, the new F 450 R delivers powerful acceleration and confident roll-on performance. As much as 80 percent of the available torque is already on tap at 3,000 rpm, providing strong propulsion from low engine speeds. High-tech materials and optimized internal friction make these performance figures possible from exactly 420 cc. This makes the engine one of the most compact and powerful units in the A2 parallel-twin segment. It not only meets the stringent Euro 5+ requirements, but is also particularly efficient, with fuel consumption of just 3.8 liters per 100 km. With its 14-liter fuel tank, the F 450 R achieves a range of more than 350 km. The service interval is the BMW Motorrad-standard 10,000 km.

Easy Ride Clutch (ERC) for a significant increase in operating and riding comfort. The optional Easy Ride Clutch (ERC) engages the clutch according to engine speed, increasing comfort and control—especially in urban traffic, while maneuvering, and on winding country roads. In combination with Shift Assistant Pro, it enables riding and shifting without manual clutch operation; the clutch lever remains available for deliberate rider input.

Six-speed transmission and left-side secondary drive. Shift Assistant Pro for fast upshifts and downshifts without operating the clutch. The six-speed transmission transfers torque to the left-side secondary drive via an X-ring chain. For rapid upshifts and downshifts without operating the clutch, the new F 450 R is equipped with Shift Assistant Pro in every equipment variant except the base model. It can be retrofitted to the base model.

ABS Pro, DBC, DTC, and MSR, plus the “Rain,” “Road,” and “Dynamic” riding modes as standard—delivering a high level of riding pleasure and safety.

The standard “Rain,” “Road,” and “Dynamic” riding modes allow riders to tailor the new BMW F 450 R to their individual preferences. ABS Pro, Dynamic Brake Control (DBC), Dynamic Traction Control (DTC), and engine drag torque control (MSR) are also standard.

Chassis with a tubular steel space frame for high rigidity, robustness, and riding precision. Naked bike-specific tuning and a short wheelbase for agile, playful turn-in behavior.

The new BMW F 450 R also uses the newly developed BMW F 450 GS chassis concept as its technical foundation, with a setup tailored specifically to road use. The tuning focused on easy handling, excellent accessibility, and direct feedback. The tubular frame is made of welded steel tubes and forged components, with the parallel-twin engine integrated as a load-bearing element.

Front wheel control via KYB upside-down telescopic fork and rear wheel control via an aluminum hollow-cast double-sided swingarm with a KYB central spring strut. At the front, a torsionally rigid 43 mm KYB upside-down telescopic fork controls the wheel. On the so-called “Sport Suspension,” the fork offers adjustable rebound and compression damping.

At the rear, the wheel is guided by a closed, highly torsion-resistant yet lightweight hollow-cast aluminum double-sided swingarm. It is paired with a directly mounted KYB central spring strut with adjustable spring preload and rebound damping.

Wheels and tires designed for dynamic riding pleasure...The new BMW F 450 R rides on lightweight yet robust cast-aluminum wheels. The naked bike is fitted with tubeless tires measuring 110/70-17 at the front and 150/60-17 at the rear.

Powerful braking system combined with BMW Motorrad ABS Pro for safe braking, even when leaned over. Dynamic Brake Control (DBC) and the dynamic brake light provide additional safety features.

At the front wheel of the new BMW F 450 R, a floating single-disc brake with a Brembo four-piston monobloc fixed caliper and a 310 mm brake disc provides confident and efficient deceleration. At the rear, a single-disc brake with a floating ByBre single-piston caliper and a 240 mm disc is used.

BMW Motorrad ABS Pro is standard on the new BMW F 450 R. The system enables ABS-assisted braking when leaned over, increasing safety in corners. Dynamic Brake Control (DBC) enhances safety during braking in challenging situations by preventing unintended throttle application. The dynamic brake light effectively alerts following vehicles that the motorcycle ahead is slowing down.

Optimal ergonomics and equipment for comfortable, playfully agile riding enjoyment on the road.

A carefully engineered ergonomic triangle and a tapered aluminum handlebar positioned high and close to the rider provide an ideal riding position in all conditions. The bodywork and the 14-liter fuel tank beneath it are shaped for secure support and effective knee grip.

The new BMW F 450 R comes standard with a two-piece seat at a height of 790 mm, offering most riders an ideal balance of comfort and performance. Ergonomics can be customized with Original BMW Motorrad Accessories: the high Sport rider’s seat raises the seating position by 20 mm, while the low rider’s seat lowers it by 15 mm. The gearshift lever, footbrake lever, and side stand are made of forged aluminum. The passenger footpeg brackets are bolted to the rear frame—an exceptional feature in this vehicle class.

 

by Autonews

AUTONEWS

Bugs stuck to your car can be a bigger problem than you think

Anyone who drives—especially on long trips or at night—has likely encountered the sight of squashed bugs stuck to their vehicle, particularly on the front end.

This is a factor that shouldn't be overlooked. According to Start Rescue, a UK-based roadside assistance specialist, the resulting grime can cut visibility in half.

Visibility can be severely compromised, especially in low-light conditions or at night. Start Rescue director Lee Puffett stated that a quick spray of windshield washer fluid is usually not enough to remove this type of debris—and "can even make the problem worse." A solution consisting of 50% detergent and 50% water is recommended.

This issue is particularly relevant during the hot summer months, when insect activity is much higher. Therefore, it is essential to keep your car clean and ensure your wiper blades and washer fluid are in good condition. Start Rescue also recommends keeping a cloth and glass cleaner on hand.

Your car can suffer...The grime caused by squashed bugs might seem harmless, but it isn't. According to the website Car Capsule, the acidity of the residue can rise within just a few hours, potentially damaging the paintwork if not washed off.

Furthermore, once dried, dead bugs become harder to remove; the resulting stains can be stubborn, and the sticky residue tends to attract even more dirt.

What can you do about the bugs? As a preventive measure, you can apply a suitable coat of wax to your car's paint to create a protective barrier. And to remove squashed insects, you should not scrape them off; instead, opt for a suitable solvent and a microfiber cloth to avoid scratching the paintwork.

A study conducted by the National Highway Traffic Safety Administration (NHTSA) revealed that the presence of insects in a vehicle increases the risk of an accident by approximately 6.4 times compared to situations where the driver is fully focused on traffic. Furthermore, scientific analyses by Science Direct highlighted that any visual or cognitive distraction diverting the driver's focus triples the likelihood of collisions or near-misses.

What should you do if insects appear in your vehicle? The first and most crucial step is to remain calm. Panic can lead to sudden, dangerous reactions. Avoid the impulse to immediately swat at the insect or swerve to avoid it, as this diverts your attention from the road and could result in a loss of vehicle control.

If an insect enters your car while you are driving, follow these steps:

Slow down gradually: reduce your speed in a smooth, controlled manner. This gives you more time to react and lowers the risk of instability.

Use the air conditioning: direct the airflow from the climate control system upwards. This can help push the insect away from your field of vision and, in some cases, even out of the vehicle.

Gently shoo the insect away: if safe and possible, use an object—such as a piece of paper or your mobile phone (without excessively diverting your attention)—to gently shoo the insect away, avoiding the need to lean over or take your hands off the steering wheel for an extended period.

Park in a safe location: as soon as it is safe to do so, signal your intentions, slow down, and park the vehicle in a secure spot, such as the highway shoulder or an area away from city traffic. Once the car is stopped, you can deal with the insect more calmly and safely. Anyone who travels frequently or drives at night has likely encountered this problem: upon arriving home, the front of the car is covered in insects stuck to the bumper, hood, and side mirrors. Beyond spoiling the car's appearance, insect residue contains natural acids that—if not removed promptly—can permanently stain the paintwork.

In this article, you will learn how to safely and effectively remove stuck-on insects from the front of your car without damaging the paint.

Why do insects stick and stain the paint? While driving—especially on highways—insect impacts create stubborn grime. The issue is that the insects' bodily fluids are acidic; if left on the clear coat for too long, they can oxidize and stain the paint, leaving behind residue that is difficult to remove with just soap and water.

How to remove stuck-on insects from the front of the car: a step-by-step guide

1. Wash the affected area with cold water...Before applying any product, thoroughly rinse the front of the car with cold water to soften the residue and remove loose dirt.

Important: Avoid using hot water, as it can cause the residue to bond more tightly to the paint.

2. Use a dedicated insect remover...Products specifically designed for this purpose help neutralize the acidity of the insect residue, making it easier to remove without harming the vehicle's clear coat or wax layer. Versatile products like Vonixx Impact work very well for this type of cleaning.

How to apply:

-Spray the product directly onto the stuck-on insects;

-Wait for the dwell time specified by the manufacturer (usually 1 to 3 minutes);

-Remove using a microfiber cloth or a soft wash mitt, using gentle motions. 3. Use the right tools to avoid scratching the paint

Avoid abrasive sponges or rough cloths. Opt for:

-Soft detailing brushes for small areas;

-Microfiber mitts for larger surfaces;

-Products with sufficient lubrication to reduce friction.

4. Rinse and dry the area...After removing all residue, rinse thoroughly with plenty of water and dry with a microfiber towel to prevent water spots and streaks.

5. Apply paint protection...Once the surface is clean, it’s time to protect it. Applying a quick wax or spray sealant—such as Glazox Zacs—helps create a barrier against future insect impacts, making them easier to remove during the next wash.

Extra tips to prevent insect stains:

-Wash your car as soon as possible after long trips or night driving;

-Apply paint protection products regularly (such as waxes, sealants, or ceramic coatings);

-Consider using Paint Protection Film (PPF) on the most vulnerable areas;

-Keep quick-removal products in your trunk for emergency cleanups.

Conclusion...Removing insects from the front of your car doesn't have to be a nightmare. With the right products and proper care, you can keep the paint protected and ensure your car always looks brand new. The secret lies in acting quickly, using specialized products, and maintaining a regular paint protection routine.

Cleaning with water to remove bugs from the car...There are several water-based methods for removing insects stuck to your car. This method is recommended when there is a large number of bugs spread across the front of the vehicle. Here are the best and most cost-effective methods.

Pressurized water method using a spray lance and brush...One of the most useful, satisfying, and quick ways to remove a significant number of insects from the car is by using pressurized water. This pressure is essential for removing insects from the car's bodywork.

Here are the steps to follow for this type of wash:

First, use the spray lance's pre-wash mode on the most exposed areas, such as the windshield and side mirrors. It is important to focus on stubborn marks and use circular motions over the entire vehicle to remove general dirt. Take your time and always maintain a minimum distance of 50 cm to prevent the paint from peeling.

Next, wait a few seconds for the water to soak the bugs, then scrub with the brush to remove as much debris as possible. Ensure the bristles are wet so you don't scratch the vehicle. Afterward, spray with pressurized water again using the lance to rinse. Finally, let the water run off.

You might notice bug marks remaining on the car after completing the process. In that case, we recommend placing a soapy towel over the affected areas for two to three hours. This will soften the residue and make it easier to remove the insects when you repeat the cleaning process.

Using automatic car wash rollers...Alternatively, you can also use automatic car washes. This option certainly requires less effort on your part; however, for this specific type of removal—dealing with insect residue—automatic washes may not be necessary, as manual washing gets the job done. This is because automatic washes are less thorough when it comes to removing insects from specific parts of the vehicle; the rollers move mechanically for a limited time and do not target specific areas in the way a manual wash can.

Nevertheless, for a general wash rather than targeted cleaning, an automatic wash—whether standard or premium—might be the ideal solution for you.

However, if you have the space available, another effective and convenient alternative is to acquire the necessary equipment and products to clean the vehicle yourself at home.

Waterless cleaning...When your vehicle is generally clean but has specific areas plagued by insect residue, waterless cleaning is your best option. This way, you avoid the time and effort involved in washing the entire car. For this purpose, we recommend using a product specifically designed for insect removal: Repsol’s Wizard line.

You can choose from liquid, spray, or even a trigger-spray format. Always follow the usage instructions on the packaging; generally, you simply spray the affected areas and wait a few minutes for the chemicals to work and soften the residue. Afterward, all you need to do is wipe it off with a microfiber or standard cloth.

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VW

New VW tractor unit can single-handedly tow the weight of a fully loaded Boeing 737

Volkswagen has just launched new models in the Constellation family of extra-heavy trucks, designed in Brazil and manufactured in Resende (Rio de Janeiro state).

The vehicle is designed for severe off-road operations—specifically sugarcane transport—and can tow up to 91 tons, which is the maximum takeoff weight of a Boeing 737 MAX 10, the largest model in the 737 family.

The new VW Constellation 33.540 features a 13L, 6-cylinder in-line MAN D26 Ultra engine producing 540 horsepower, paired with a ZF TraXon 12-speed automated transmission.

Its rear axle assembly, featuring a reinforced structure and hub reduction, enables it to handle the largest tractor-trailer combinations permitted in Brazil: 11-axle setups with a Gross Combined Weight (GCW) of 91 tons.

The truck includes various protective features to withstand off-road work, and its engine-transmission combination delivers 2,650 Nm (270.1 kgfm) of torque.

According to Volkswagen Trucks and Buses (VWCO), the maximum towing capacity—the machine's absolute limit—is 125 tons, though this can reach 150 tons with manufacturer consultation.

"Our new 540-horsepower extra-heavy truck family represents an evolution of the Constellation and Meteor platforms, and this engine has received a calibration specifically tailored for severe off-road applications," says Rodrigo Chaves, Vice President of Engineering at VWCO.

In addition to the uprated engine and protective elements for the headlights, chassis, and critical areas, the truck features raised suspension and an improved approach angle. In the cab, air suspension helps ensure occupant comfort, even during the roughest operations in plantation areas.

The VW Constellation 33.540 is available across the Brazilian market, offering maximum traction capacity in a 6x4 axle configuration. It is suited for sugarcane and forestry applications.

In the 11-axle configuration with a Gross Combined Weight (GCW) of 91 tonnes—known as "super road trains" (*super rodotrens*)—Brazilian regulations allow these combinations to transport sugarcane only from the plantation area to the processing plant via private roads.

To travel on public highways, the vehicle combination requires a Special Transit Authorization (AET), which imposes restrictions regarding operating hours, maximum speed (60 km/h), and travel distance (60 km).

For special applications, the new product can handle loads of up to 150 tons, with guidance provided by the manufacturer. Equipped with the new 540-horsepower D26 Ultra engine, the new Constellation features a calibration specifically tailored for this application. In addition to increased power, the model delivers enhanced performance and fuel savings of up to 5%, contributing to greater operational profitability.

The vehicle has also undergone a series of upgrades aimed at durability and field productivity, validated through over one million kilometers of testing under extreme conditions. Key features include chassis reinforcements, new radiator protection for severe-duty applications, a reinforced fifth wheel with higher load capacity, and a new coupling ramp that enhances safety and component durability. Operational versatility was another key focus of the development process.

The model features raised suspension and an improved approach angle—attributes that boost performance on uneven terrain and the access routes typical of off-road operations. The truck also incorporates comfort improvements, such as a new air-suspended cab with automatic adjustment and optimized damping curves, alongside features designed to enhance safety and the overall driver experience.

Technology...The new Highline package features a fully digital instrument cluster with a 10-inch screen and over 80 functions—the most advanced on the Brazilian market. Customizable, intuitive, and practical, it offers a wide range of features and enhanced visibility. The modern 7-inch multimedia system provides constant entertainment, supporting mobile connectivity, screen mirroring, and voice assistants. With its touchscreen interface and integration with the instrument cluster, you can easily view various types of information with just a few taps.

The VW Constellation 33.540 now comes with a new standard Off-Road package for a more comfortable driving experience: a metal bumper, a multifunction steering wheel with height and reach adjustment, and a new premium driver's seat with washable upholstery and multiple adjustments (including lumbar support). Air conditioning, a Bluetooth-enabled radio, and air-suspended cab mounting are all designed to make the journey more pleasant! Plus, it now features integrated DRLs in the headlights, as well as LED position lights and taillights, ensuring greater visibility and safety. You’ll be impressed by the many convenient features!

The entire powertrain of VW’s new extra-heavy-duty family was designed to offer operational gains to the customer. In addition to the domestically produced MAN D26 engine, a number of factors underpin this advantage—such as the new Traxon automated transmission, combined with more efficient components and intelligent systems—to ensure maximum operational efficiency.

The new injection system, together with new pistons and a new electronically controlled turbocharger, significantly improves combustion efficiency. This allows for increased power density, delivering high performance and durability alongside reduced fuel consumption.

These new extra-heavy-duty models introduce the ZF-manufactured Traxon automated transmission to the VW portfolio. Calibrated to meet market demands, it is available in 12- and 16-speed versions across all vehicle model configurations.

The 13L MAN D26 engine delivers 540 hp and 2,650 Nm (270.1 kgfm) of torque to ensure superior performance. Featuring a new EGR and SCR emissions system, it meets the stringent PROCONVE P8 emissions standards while delivering high performance and lower fuel consumption. ZF TraXon 12-speed automated transmission—the most advanced on the market—offers exclusive operational features: "Rock-free" assists in getting unstuck from mud or potholes, while "Off-Road" mode ensures rapid gear shifting based on speed, providing greater stability and enhanced traction.

The result is improved fuel economy and superior performance for the country's driving conditions. This transmission processes information at high speed.

When combined with the onboard technology system, it enables smarter gear shifting across a wide range of topographical and load conditions, optimizing fuel consumption, safety, and comfort.

The new high-efficiency drive axles offer a wide range of gear ratios suited to diverse operating conditions, ensuring high performance and durability with low fuel consumption.

The vehicle also features onboard intelligence that uses georeferencing to enhance efficiency, uptime, safety, and robustness. This system, utilizing sensors and electronic functions, enables proper, automatic management of engine power, gear shifting, braking, and the use of vehicle momentum based on topography and the load being transported.

Thanks to this work, it has been possible to combine superior performance with a remarkable improvement in fuel economy. The new-generation MAN D26 engine, the new Traxon automated transmission, the electronic management system, and aerodynamic improvements drive a significant reduction in fuel consumption.

Evolution across all components...However, the secret behind the powertrain of the new VW heavy-duty trucks goes beyond just the MAN D26 engine and the Traxon transmission with its advanced programming. There have been improvements to every component, all developed with a focus on durability, operating costs, ease of maintenance, and modularity—enabling a wider range of variants to meet customer needs. This approach ensures the product is ideally suited to the market and delivers the high uptime required for these applications.

All models in the new family feature dual fuel tanks, with capacities ranging from 630 liters (two 315-liter plastic tanks) to 940 liters (two 470-liter aluminum tanks), depending on the chosen wheelbase. With the exception of the off-road model, all tanks are made of aluminum. The VW extra-heavy trucks also include a 100-liter tank for Arla 32 (AdBlue), ensuring a balanced operating range for their intended applications. The entire fuel and injection system has been engineered to operate using biodiesel.

Designed for the sugarcane sector...The new Constellation was developed with a focus on sugarcane transport, particularly for off-road operations. To this end, it features significant structural reinforcements, such as more robust axles, hub reduction, and a special suspension system designed to withstand harsh field conditions.

When configured as an 11-axle "super road train," the combination reaches a Gross Combined Weight (GCW) of 91 tonnes. Volkswagen states that the new engine calibration delivers fuel savings of up to 5% compared to the previous generation.

Highway travel is restricted...Despite their high load capacity, these 91-tonne combinations are primarily intended for use on private roads within processing plants and plantation areas. To operate on public highways, the vehicle requires a Special Transit Authorization (AET), a document regulating the transport of oversized or overweight loads. This authorization imposes certain limitations—such as a maximum speed of 60 km/h, a distance limit of 60 km per trip, and specific operating hours—to ensure road safety.

The launch reinforces the Constellation line's presence in the Brazilian extra-heavy truck market, a segment where the brand already has an established track record.

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WRC

Evans Clinches WRC title after Sardinia drama

Welshman Elfyn Evans and his co-driver Scott Martin secured their first World Rally Championship (WRC) title today, successfully defending their lead over Oliver Solberg and Elliott Edmondson in a dramatic finish to the Rally Italia in Sardinia.

The Toyota Gazoo Racing crew survived one last twist on Sunday to finally secure the crown after years of near-misses, while Oliver Solberg and Elliott Edmondson won the rally following a superb weekend in their GR Yaris Rally1.

Evans entered the final Wolf Power Stage knowing his championship battle with Solberg had effectively become a straight fight. That scenario had been created on the preceding Osilo – Tergu test, where Evans suffered a front-right puncture and stopped to change the wheel. It was his second costly penultimate-stage puncture in as many rallies after a similar setback in Chile.

With Super Sunday points gone, Evans and Solberg arrived at the 7.10km Sassari – Argentiera finale separated by the smallest of margins in the title race.

Evans completed his run first. Solberg then attacked and was 1.9sec ahead of the Welshman’s time with little more than one kilometre remaining.

The championship was decided in the final kilometers of the season. Heading into the concluding "Sassari – Argentiera" special stage—spanning 7.10 kilometers—Evans held a slender lead in the title race, having previously suffered a front-right tire puncture that forced him to stop and change the wheel.

Evans, driving for Toyota, was the first to complete the final stage. Solberg launched an attack and, with just over a kilometer remaining, held a 1.9-second advantage over the Welshman. However, a few corners from the finish, Solberg slid off the track and into the sand. Although he managed to rejoin and complete the stage, the time lost was enough for Evans and Martin to clinch the world title.

"I don't think it has fully sunk in yet what happened. I was pretty sure it was over. It wasn't my best run; I gave it my all, but it wasn't a clean drive. I feel for Oliver, too—he had an incredible weekend, and it’s a shame he lost the title so close to the finish," said Evans, as reported by wrc.com. Evans had previously finished the season as world runner-up five times, and twice he entered the final race as the championship leader. He spent much of this season at the top of the standings, though his lead began to shrink during the second half of the year.

"This was a season that required a lot of resilience. We kept believing and fighting right to the very end," Elfyn noted.

Evans became the first British driver to win the WRC title since Richard Burns in 2001.

Oliver Solberg and Elliott Edmondson won Rally Italia Sardegna, finishing 57.6 seconds ahead of Sébastien Ogier and Vincent Landais. Sami Pajari and Marko Salminen took third place, allowing Toyota to sweep the podium.

Adrien Fourmaux and Alexandre Coria finished fourth, ahead of Evans and Martin, while Takamoto Katsuta and Jon Armstrong were also among the leading crews.

The Welshman had been championship runner-up five times in the last six years but emerged triumphant after a final Powerstage duel with teammate Oliver Solberg ended with the charging Swede crashing out two corners from the finish while on course to take the crown.

Solberg, 25, ran wide and careered down a bank before getting the car back on the road. He still won the rally but lost the crucial bonus points on offer for the top five in the final stage.

Evans, with co-driver Scott Martin at his side, became ‌the first British world rally champion since ⁠Englishman Richard Burns in 2001 and only the third since Scottish driver Colin McRae became the nation's first in 1995.

Sweden's Solberg, son of Norway's 2003 champion Petter, ended the season as runner-up. The final standings left Evans on 243 points, Solberg on 238 and Sami Pajari on 237 in what was also the end of an era for the ‌sport with new regulations in force next year.

"It hasn't sunk in. I was sure it was over. I didn't drive the best stage but threw everything at it ⁠but it wasn't clean. I feel for Oliver. He had an incredible weekend," said Evans, who completed his ‌final run first and had to watch and wait to see whether he had done ⁠enough to ‌take the title.

"I don't really know what my reaction is, it's surreal with how it happened. It's a relief. It wouldn't be my proudest way of winning it, but it's job done," added the 37-year-old, who finished fifth in the gravel rally.

Evans had started the rally -- ⁠the final round after Saudi Arabia's finale was cancelled due to conflict in the region - 17 points clear of Finland's ⁠Pajari, also in a Toyota, and 21 clear of Solberg.

The Swede took control of the rally on Saturday, knowing he had nothing to lose and all to gain, and started the final day 33.6 seconds clear of the field and the momentum swinging his way.

That feeling was reinforced when Evans lost time changing a wheel on Sunday's penultimate stage, leaving the championship outcome hanging on the short final stage and the title going to which ‌of the pair finished ahead of the other. Toyota had already won the manufacturers' championship.

Ireland's Jon Armstrong finished seventh on Sunday, while Derry native Joshua McErlean was 20th. The latter is ninth in the championship standings as a result, while Fermanagh's Armstrong is 12th.

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