TUNNING

Porsche Flachbau RS

The Flachbau body style (also known as the “slant nose”) and the Sonderwunsch program have been closely linked at Porsche for decades.

In the 1980s, the sports car manufacturer offered a spectacular modified version of the 911 Turbo (Type 930) with redesigned front wings and pop-up headlights. The design was based on the legendary Porsche 935, which had dominated endurance racing for years. Between 1982 and 1989, 948 examples of this modified version were sold. Even when later conversions are taken into account, the Flachbau models are still among the rarest variants of the 911 today. Curiosity and intrigue among those in the sports car scene and the media were certainly aroused when it was learned that Porsche had registered the model designations “Flachbau” and “Flachbau RS” with the European Patent Office in May 2025. Now the brand is revealing a secret: the reason for filing this patent was this complex transformation of the 911 GT2 RS (Type 991.2) with the Weissach package.

The multidisciplinary team - consisting of experts from the Sonderwunsch department, Style Porsche and development engineers from Weissach, Porsche Motorsport and Manthey - worked on the project for almost three years.

"The conversion to the model with a sloping nose proved to be very challenging, although we left the powertrain unchanged in agreement with the customer. Our goal was to reinterpret the iconic look of the 935 without compromising on safety, technology or roadworthiness," explains Alexander Fabig, Vice President Product Offer and Individualization at Porsche. "Thanks to comprehensive weight-saving measures, this unique car now weighs 31.6 kilograms less than before. That may sound unspectacular at first, but the 911 GT2 RS with the Weissach package is a sports car that has already been uncompromisingly optimized in terms of weight reduction."

Grant Larson, who has since retired, was responsible for the design of this Sonderwunsch project. The designer was also responsible for the modern interpretation of the 935 that Porsche presented in 2018 as part of its 70th anniversary celebrations.

“The new Flachbau RS is a modern, fitting reinterpretation of the iconic 935 Moby Dick design,” says Larson. “In addition to the lower front wings, the key feature is the stepped arrangement of the headlights with very narrow LED units.”

Inside, the sporty, high-quality feel of the front of the cabin is maintained, while the rear has been thoroughly stripped down to save weight. The Porsche Communication Management (PCM) system, audio components and most of the insulation and trim have been removed. Exposed metal elements in Grand Prix White, carbon fiber parts and deliberately exposed cables emphasize the racing car character. “Flachbau RS” lettering is embroidered on the carbon fiber seats, behind which a stylized version of the Nordschleife can be seen. A gold badge with the inscription Sonderwunsch and the embroidered words “Factory Unique 2026 | Flachbau RS” underlines its one-of-a-kind status.

The color scheme also plays with tradition and modern reinterpretation. “We combined Grand Prix White with parts painted in matt black and other parts with exposed carbon fiber,” continues Larson. “This creates a contrast, and the contrasting U-shaped element at the front is reminiscent of a design feature of the 935/78 in Martini livery - the famous ‘Moby Dick.’” The white shade was specially developed for this unique car. A historic 911 in Grand Prix White from the Porsche AG collection served as a reference.

The exterior reinterprets the Flachbau shape of the 935. The front wings are now lower and have grilles to reduce air pressure. Due to the new wing contour, the fuel tank flap and its mechanism underneath, as well as the front bumper, also had to be modified. Flaps from Manthey emphasize the aerodynamic performance of the front end. Instead of the standard round headlights, a new lighting system is used, with three very thin LED elements arranged in levels one above the other for the main beam, dipped beam and daytime running lights. Contrasting elements in black, exposed carbon fiber and Grand Prix White reflect the motorsport reference of the 935/78. Aero discs on the rear wheels and black brake calipers complete the overall picture.

The front splitter, the underbody structure, the rear diffuser and the carbon fiber aero discs improve aerodynamics and efficiency. The new rear wing with S-shaped struts is inspired by the 911 GT3 R Rennsport, but is around five centimeters higher on this car and can be locked in three positions. At a speed of 340 km/h and in the “High Downforce” setting, the Flachbau RS produces 554 kilograms of downforce on the rear axle.

Three test vehicles were built to carry out further validation tests. A test drive at Mendig Airport, 50 laps on the Nürburgring-Nordschleife and endurance tests in Weissach together simulated around 150,000 kilometers of customer use, especially for the rear wing. “On the Nordschleife, it immediately becomes clear how effectively the aerodynamic concept works,” says Porsche test driver Lars Kern, who drove the sports car on the Nürburgring. “The Flahbau RS remains extremely stable and precise even at very high speeds. This is exactly the kind of feedback needed to validate such a radically modified body design.”

 

Autonews

AUTONEWS

German automotive industry faces largest job losses since 2005

The German automotive industry, impacted by tariffs and Chinese competition, is experiencing its largest job losses since 2005, with a reduction of 42,300 positions in the first half of the year.

According to the Federal Statistical Office (Destatis), these figures represent a 5.8% drop—the largest recorded among major German industrial sectors with more than 200,000 employees.

"With 691,500 workers, the number of employees in the automotive industry has hit a new low: there have been fewer people working in this sector than at any time since 2005," Destatis stated.

Nevertheless, the automotive industry remains Germany's second-largest industrial sector in terms of employment, trailing mechanical engineering, which employed 905,900 workers at the end of the first half of the year.

Within the automotive industry, both major manufacturers and suppliers of parts and accessories have reduced their workforces.

In contrast, the number of workers among manufacturers of vehicle bodies, structures, and trailers increased by the end of the first half of the year.

Specifically, vehicle and engine manufacturing employed a total of 429,200 workers at the end of the first half of the year, down 6.1% from the previous year.

The number of employees at automakers such as Volkswagen, BMW, and Mercedes-Benz fell by 5.8%... Germany's automotive workforce has shrunk to its lowest level in over two decades as carmakers cut costs in the face of rising competition from Chinese rivals. In the 12-month period ending in June, the German automotive industry lost more jobs than any other industrial sector, the Federal Statistical Office reported on Friday.

The number of workers at automakers like Volkswagen, BMW, and Mercedes-Benz fell by 5.8%—or 42,300 employees, more than double the rate of decline seen in the industrial sector as a whole—hitting its lowest level since 2005.

German automakers are facing increasing pressure from adverse conditions in China, competition from Chinese rivals in global markets, and high domestic production costs.

Volkswagen, BMW, and Mercedes-Benz have lowered their forecasts in recent weeks following weak results in China, the world's largest automotive market. Volkswagen alone plans to cut 100,000 jobs in Germany.

The automotive industry remains the second-largest employer within Germany's industrial sector, trailing only the machinery industry, which had just over 900,000 workers at the end of June, compared to 691,500 in the automotive sector, according to the Federal Statistical Office.

While manufacturers of cars and engines and suppliers of auto parts saw their workforces shrink by 6.1% and 7.6% respectively, the workforce at manufacturers of vehicle bodies and trailers grew by 10%, the data shows.

Lusa Agency

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.

 

Autonews and Mundoquatrorodas

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.

Autonews

AUTONEWS

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.

Autonews

 

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.