YAMAHA

MT-07 Y-AMT 2026: the popular middleweight naked bike takes a technological leap and positions itself at the forefront of its segment

Yamaha's MT series has brought great success to the Japanese brand. Since its inception over a decade ago, these aggressively styled, futuristic naked bikes have been inspired by a motto that became more than just a statement of intent. That "Dark Side of Japan" concept—evoking the sounds of Tokyo nights—is now a philosophy embodied by a model that consistently ranks among the best-sellers, regardless of engine displacement.

However, it was the MT-07 that established itself as a true sales hit, dominating its segment and even rivaling 125cc scooters. Since its launch, it has been the best-selling middleweight naked bike in Europe, with over 200,000 units sold and a 30% market share in its category.

Last year saw the launch of the fourth-generation Yamaha MT-07, featuring significant changes to its chassis and technology without compromising its essence. It is a lightweight, agile, and easy-to-ride naked bike—practical and functional for urban use, yet fun and exciting on winding roads.

The heart of this naked bike remains the efficient CP2 engine, updated to meet emissions standards. What hasn't changed is the 689cc parallel-twin architecture, the crossplane crankshaft technology, and the peak power (73 hp at 8,750 rpm) and torque (67 Nm at 6,500 rpm)—the latter being particularly strong in the mid-range for immediate response. And, as a bike for everyone, there is a version restricted to 47 hp for A2 license holders.

Yamaha has given its middleweight naked bike more than just a simple makeover; internal and external updates make this the best MT-07 ever produced at the Iwata factory. With a more minimalist look, it exudes plenty of personality, especially at the front. The entire lighting system has been redesigned, the bodywork refined for a more aerodynamic and aggressive profile, and all superfluous accessories stripped away to highlight what truly matters.

The tubular chassis structure remains, though modifications to the steel tube diameters and thicknesses—along with reinforcement plates—deliver greater torsional rigidity. This is complemented by an asymmetrical swingarm design that enhances the motorcycle's agility.

Alongside the stiffer chassis, the ergonomics have been revised to create a more aggressive, commanding riding position. The handlebars are wider, lower, and set further back, while the footpegs are positioned lower. The fuel tank has been narrowed at the mid-section, yet it retains its 14-liter capacity and 805 mm seat height.

An inverted front fork—introduced on this latest version of the Yamaha MT-07—boosts its sporty capabilities. It is paired with a rear shock featuring an optimized linkage system, allowing for preload and rebound damping adjustments. Both the front fork and rear shock offer 130 mm of travel.

Braking duties are handled by dual large 298 mm front discs with 4-piston radial-mount calipers, and a 245 mm rear disc equipped with dual-channel ABS. Meanwhile, the wheels have been lightened using Yamaha’s patented SpinForged technology, resulting in thinner, lighter rims.

Connectivity and navigation are now more functional thanks to a 5-inch color TFT display that offers four different viewing modes. Yamaha’s free MyRide app allows riders to listen to music and view notifications for incoming calls and messages; it also includes navigation maps via the pre-installed, free Garmin StreetCross app.

Y-AMT System...The Yamaha MT-07 is the first motorcycle in its segment to offer this type of automated transmission. Specifically, the Y-AMT (Yamaha Automated Manual Transmission) system—designed especially for sport bikes—is already featured on other models in the Hyper Naked (MT-09) and Sport Touring (Tracer 9 and Tracer 7) lineups.

This Yamaha-patented technology opens up new possibilities for riders. It eliminates two elements typically associated with motorcycles: the clutch lever and the gear shift lever. These are replaced by electric motor-driven actuators located on either side of the engine that operate the clutch and gearbox. This results in a weight increase of just 2.8 kg compared to a fully manual transmission.

The innovative aspect of this system lies in the rider's ability to choose between a fully automatic transmission (AT)—which shifts based on parameters such as speed, throttle opening, and engine RPM—and a manual transmission (MT) operated via paddle shifters located near the left handlebar.

The automated transmission system is complemented by the electronic throttle, which debuted on the latest generation of the Yamaha MT-07 and also enabled the introduction of selectable traction control and riding modes. The automatic transmission offers two programs (D and D+), while the manual transmission offers three riding modes (Street, Sport, and Custom).

The advantages of the Y-AMT transmission in city riding are clear, allowing you to completely forget about the clutch and gear shift lever. The system handles everything: finding neutral at traffic lights, managing the clutch during acceleration, and preventing the engine from stalling during stops.

However, these benefits also extend to the open road, offering a new dimension of riding sensations and learning. The added comfort is undeniable, especially when combined with the cruise control that comes standard on the Y-AMT version.

You can also experience new sensations if you want to explore the motorcycle's more playful side. No human can shift gears faster or more precisely than the system does in automatic mode; meanwhile, riding in manual mode offers an experience akin to a video game—playing with the paddle shifters to always find the right gear and feeling completely in tune with the machine.

The Yamaha MT-07 Y-AMT is available in three colors—Ice Storm (gray), Icon Blue (blue), and Tech Black (black)—with a starting price of €8,299, representing an increase of just €500 over the standard version. The extensive list of genuine accessories allows for customization to your taste, and two exclusive packages (Comfort and Sport) are also available.

 

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AUTONEWS

Researchers use a physical device to take over electronics in a Boeing 737

Physical access to an aircraft has not typically been considered a cybersecurity risk – but it should be, according to a team of computer scientists at the University of California San Diego. In a paper presented Aug. 13 at the USENIX Security Symposium in Baltimore, Md, former UC San Diego PhD student Sam Crow showed that physical access to an aircraft – even for a brief period of time – would allow an attacker equipped with a custom-made hardware device to take over the communications between two key onboard computers. 

The device needs to be plugged into a port inside the plane’s belly – an action that the researchers estimate would take under 60 seconds. This would require access to the aircraft either when parked at a gate or when in an airport hangar during regular maintenance. Access to these areas is controlled carefully but not always successfully, the computer scientists note in the new paper. 

The researchers successfully demonstrated the attack on a testbed made of actual Boeing 737 airplane parts and airplane software. The proof-of-concept attack allowed researchers to change the plane’s flight path and change data that could make takeoff conditions unsafe.  But they are careful to note that the attack requires someone to do significant planning and engineering work ahead of time.  The research team communicated closely with Boeing, disclosed the vulnerability in 2020, and further tested and validated their findings in Boeing’s own lab.

Of note, the Boeing 737 is one of the most used aircraft in commercial aviation, with 8000 in service today. It makes up about 25% of Delta’s existing fleet, 38% of American’s, 53% of United’s and all of Southwest Airlines’ fleet.  However, while the team’s implementation is designed for the Boeing 737 specifically, the researchers believe their findings are relevant for the aviation industry more generally. 

“Our goal with this research is to alert the aviation community to this class of risks, so they may be appropriately mitigated well before they become dangerous. All of the authors of this paper routinely travel on Boeing 737 aircraft and expect to continue doing so,” said UC San Diego computer scientist and cybersecurity expert Aaron Schulman, one of the senior authors of the work. 

The research team, led by Schulman and Stefan Savage, both professors in the UC San Diego Department of Computer Science and Engineering, presented their peer-reviewed work describing the vulnerability and attack Aug. 13 at the USENIX Security Symposium. 

How does the attack work? The researchers discovered an unused maintenance port located in the plane’s Electronics and Equipment bay, which houses key electronic systems. This bay is located just under the plane’s nose, can be reached from the ground, and isn’t locked. This maintenance port provides access to the data transmitted between two critical on-board computers. 

One computer is the flight management computer, which controls the plane’s flight path as well as approach path before landing and also supplies critical information at takeoff. The other is the computer that displays this flight path information, along with other critical flight data for the pilots in the cockpit. Information and instructions to and from these two computers is ferried by hard-wired communication systems known as buses – in this case, two ARINC 429 buses, which were invented in 1977.  

Buses, like the ARINC 429, convey data via current flowing through two wires and a set of resistors. Because the system is decades old, it does not have data security features, such as message authentication. 

The researchers designed, built and programmed a small hardware device, which acts as a third-party entity that takes over these buses. It does so by driving more current so it can override any legitimate transmissions with its own. This approach allows the device to covertly transmit new instructions to the flight management computer while suppressing indications that changes have been made. 

Using their proof-of-concept demonstration, the researchers showed that their implant could  re-route a plane in flight or modify data about weight, balance and temperature, which could lead to an unsafe takeoff.  While pilots could override such changes, it would require that they detect that a compromise had occurred.

“We believe we have made a strong case that time-limited physical access (e.g., 60 seconds) represents a realistic goal for a motivated attacker and that the consequences of even such short access can be significant (and hence worthy of attention),” the researchers write.

 

San Crow, Pat Pannuto, Stefan Savage and Aaron Schulman, Department of Computer Science and Engineering, University of California San Diego Jacobs School of Engineering

Patrick Mercier, Department of Electrical and Computer Engineering, University of California San Diego Jacobs School of Engineering Stephen Checkoway, Oberlin College    

KOENIGSEGG

Koenigsegg CCGT1

Just as the CC850 pays homage to the CC8S - Koenigsegg's first homologated production car - the CCGT1 pays homage to the iconic CCGT GT1 racing project.

The CCGT was built exclusively for racing, but never fulfilled its destiny. The CCGT1 is its modern homage, fully homologated and road-legal in standard form, worldwide.

The CCGT1 takes the base CC850 to new heights, with race-engineered aerodynamics, Koenigsegg's 9-speed Light Speed ​​​​transmission (LST) and a 5.0-liter twin-turbo V8 engine producing 1280 hp (1600 hp on E85 fuel). For the first time, Koenigsegg is also offering an optional, factory-designed track package, which elevates the CCGT1's track performance beyond anything it has ever offered before.

The CCGT1 combines exceptional road performance with uncompromising track capability. Nearly every body panel has been redesigned to increase downforce and improve cooling. Its active rear wing automatically adjusts, a large front splitter and sculpted underbody keep the car aerodynamically balanced, while integrated NACA ducts provide cooling during extended track use.

The CCGT1 generates up to 800 kg of downforce at a speed of 250 km/h. Consistent aerodynamic performance under braking, cornering and acceleration gives the driver confidence at the limits of grip.

In standard form, the CCGT1 is a fully street-legal car with an impeccable pedigree and outstanding track performance. For those looking to take the experience to the next level, Koenigsegg offers its first-ever factory-designed track package.

The CCGT1’s cockpit is designed for focused driving with minimal distraction. Lightweight carbon fiber seats and six-point harnesses provide support and security. For track use, optional racing seats and a fire suppression system are available. The touchscreen infotainment system provides full functionality without compromising focus.

The optional track package transforms the CCGT1 into the fastest Koenigsegg track car to date. It includes a carbon roll cage, HANS-compatible racing seats, a racing fire suppression system, a racing exhaust, track-focused suspension and brakes, improved aerodynamics and dedicated wheels with track tires. Supplied separately, the package can be installed or removed by any authorized Koenigsegg dealer. Owners also receive access to exclusive CCGT1 track days with factory support, allowing them to explore the car’s full potential. The interior delivers everything you’d expect from a Koenigsegg interior: top-notch materials and finishes, comfort and increased levels of flexibility, functionality and safety. 

Stopping is provided by a braking system with 408 mm discs at the front and 390 mm at the rear.

The wheels are 20 and 21 inches, and the Pirelli P Zero R tires (optional Trofeo RS): 275/35 – 20 at the front and 335/30 – 21 at the rear.

The length of the car is 4478 mm, width 2058 mm, height 1160 mm, wheelbase 2700 mm, while the fuel tank capacity is 72 l.

Only 70 copies are planned, and all have already been sold in advance.

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Historic Mazda 767B race car catches fire at Laguna Seca, will be restored

When a historic race car catches fire, it’s always a bad situation, and what can be said when such an incident happens to a Mazda prototype with a rotary engine that simply cannot be replaced.

That’s exactly what happened to Mazda 767B #203, an orange and green race car that was damaged in a fire during the Monterey Motorsports Pre-Reunion at Laguna Seca. Footage shows flames shooting out of the back of the car as crew members rush over with fire extinguishers. The Ghost Riders team, which is competing in the car, said the car will miss the remainder of the Reunion event, but has already committed to restoring it.

The Mazda 767 and 767B are prototype race cars built by Mazdaspeed for the 24 Hours of Le Mans, competing in the GTP class under International Motor Sports Association specifications. The 767 replaced the 757 in 1988, featuring a newer, larger four-rotor 13J Wankel engine that produced nearly 600 hp (450 kW).

In 1988, two 767s competed in the 24 Hours of Le Mans, finishing 17th and 19th overall—though behind a single 757, which took 15th place. In the All Japan Sports Prototype Championship (JSPC), Mazda finished fourth in the constructors' championship. For 1989, Mazda upgraded the 767 to the 767B and initially tested it at the IMSA 24 Hours of Daytona, where it achieved success by finishing fifth overall. Later that year, Mazda returned to Le Mans with two 767Bs and an older 767. The 767Bs finished seventh and ninth overall, while the lone 767 took 12th place. However, results in the JSPC were less promising, with Mazda finishing only fifth in the championship. In 1990, a single 767B was entered alongside two newer 787s; it was the only one of the three cars to finish the race, albeit in 20th place overall.

"The car is special to each member of our team, and to history. It will not participate in the remainder of the Reunion event, but its story is not over. The #203 number will be restored," the team said in a statement.

It is important to note that this is not the same car that won the 1991 24 Hours of Le Mans. That car was 787B, chassis 202. Mazda still owns it and previously confirmed that it would be at the Rolex Monterey Motorsports Reunion. However, the car that caught fire the previous year finished 20th overall and won the IMSA GTP class there. It is chassis 203 and is clearly much more than a valuable old race car that accidentally caught fire. It is a car that has survived and has a real racing history behind it.

Neither the Ghost Riders nor Mazda have said what caused the fire or detailed the extent of the repairs needed. Fortunately, the most important thing is that no one was hurt. After that, it's good to know that this car will live to race again another day.

What We Know...The incident involved the No. 203 1989 Mazda 767B, correcting early speculation that the blaze hit the better-known No. 202 car. Video and trackside reports agree the prototype was parked in the WeatherTech Raceway Laguna Seca paddock when flames erupted from the left side of the engine cover, with thick smoke pouring from that area.

This particular car is chassis 003, the third and final 767B built, and one of just three examples of Mazda’s Group C prototype. It was sold by Gooding & Company at Amelia Island in 2017 for $1,750,000 and has since been prepared for historic racing by its current owner, American businessman Tony McIntosh.

Reports from the paddock identify Brendon Leitch as the driver listed to race it in the Hurley Haywood Trophy, though he had not yet turned a competitive lap before the fire.

Mazda’s motorsports arm stressed that this 767B is privately owned and not part of its official heritage collection, an important distinction for anyone wondering whether one of Mazda’s factory museum pieces had been lost. The team thanked marshals and crew for the rapid response, confirmed the car will skip the rest of the Reunion schedule, and pledged that No. 203 will be restored once more and “sing again.”

Not A 787B, At Least...Social media clips initially misidentified the burning prototype as Mazda’s 787B that won the 1991 24 Hours of Le Mans, then as 767B No. 202, before outlets and on-site observers confirmed the car as No. 203. The confusion was amplified because the actual Le Mans-winning 787B (chassis 787B-002) is at Laguna Seca this same week, flown in from Mazda’s collection in Japan to headline the JDM Mazda exhibit at the Rolex Monterey Motorsports Reunion.

Having the most historically important rotary-powered race car ever built on the grounds made early viewers fear that the fire might have claimed the 787B, prompting Mazda to clarify that the blaze involved a different, customer-owned 767B. With that fear eased, attention shifted back to No. 203’s condition. As of now, there is no official cause, aside from suggestions of an oil or fuel issue combined with heat soak near the engine bay.

Team Ghost Riders Squad's promise that No. 203 will be restored rather than written off matters because complete 767B chassis are so scarce and so closely linked to the development of the Le Mans-winning 787B. For context on how dramatic race car fires can reshape a weekend, compare this to an earlier incident where an AMG GT prototype caught fire during testing, abruptly ending its session. Laguna Seca has seen its share of drama too, including a high-profile Nissan GT-R R34 crash that led to a lawsuit.

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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

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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