Made to feel the adrenaline of a race car every day. The 2026 Hyundai Elantra N TCR Edition arrives as the embodiment of Hyundai's victorious legacy in motorsport, bringing the indomitable spirit of the TCR (Touring Car Racing) tracks to the streets. Inspired by the race car that dominated world championships, this high-performance sedan combines cutting-edge technology, aggressive design, and an electrifying driving experience that promises to win the hearts of 'N-thusiasts' – those passionate about Hyundai's N performance division.
The compact sedan Hyundai Elantra received a “cracked” N version in 2021, presented almost simultaneously with the racing model, the Elantra N TCR, prepared for various touring championships. Since participation in races is a great advertisement for road cars, a special version of the sports sedan – legal for road use, called the Elantra N TCR Edition, was announced in 2024.
The interior of the special edition Hyundai Elantra N TCR is abundantly decorated with Alcantara, which is used for the seat inserts, as well as for the gearshift and brake levers. Alcantara also covers the steering wheel with a zero position mark and the armrest. In addition to the mark on the steering wheel, the recognizable blue shade is also found on the seat belts, door sills and other small details.
After the Elantra N TCR Edition debuted in the domestic Korean market last year, it is now offered in the US at a very attractive price. The main difference between the special edition of the Elantra N TCR and the regular N-versions is the huge carbon fiber rear wing, which is finely tuned and similar to the aerodynamic element on the racing models. However, a closer look shows that there are differences on the wing.
Another feature of the special edition are lightweight 19-inch forged wheels. Interestingly, the rims for the Korean market are painted white, while in the US they are “darkened”. Up front, four-piston monobloc brakes are installed, paired with two-piece discs. The N TCR Edition version is available exclusively in the Performance Blue exterior color, recognizable for the Hyundai N division.
The special edition of the TCR inherited the powertrain from the standard Elantra N, without any modifications. In the “nose” is the same 2.0-liter turbocharged gasoline engine that produces 280 hp and 392 Nm. Two transmissions are available: the 6-speed manual is equipped with a system that automatically increases the crankshaft speed during downshifts to avoid jerks, while the 8-speed N-DCT automatic has “rocker” paddles on the steering wheel and three operating modes.
These are the standard N Power Shift, the track-focused N Track Sense Shift and the most extreme N Green Shift. Front-wheel drive is supplemented by an electronically controlled limited-slip differential. The automatic version comes with Launch Control for maximum performance at takeoff: with it, acceleration from 0 to 60 mph (0-96 km/h) takes 5.3 seconds.
In the US, the Hyundai Elantra N TCR special edition costs from $ 39,250 (€ 33,375) for the manual transmission version. The model with a dual-clutch automatic transmission starts at $ 40,750 (€ 34,650).
Autonews
AUTONEWS
Russia revives the Soviet-era Volga. But “made in China”
Putin's Russia, a leader who has always shown a certain fixation on the Soviet Union, which collapsed in 1991, has decided to revive the Volga cars, the sedans named after the largest European river and the most respected among those manufactured locally during the communist regime. Initially planned for 2024, the Volga's revival suffered some delays, but finally the new models will begin to be delivered to customers from mid-2026. However, unlike the old Soviet-era Volgas, which reflected the (limited) potential of the country's automotive industry, the new Volgas have very little Russian about them, since they were designed and produced by Geely, based on models from this Chinese group.
The Volgas were always among the most sought-after models in the Soviet Union, being the means of transport of choice for the ruling class and top members of the Communist Party. Produced by the Soviet manufacturer GAZ, the Volga was manufactured between 1956 and 2010, with the Gaz Volga 24 going down in history as the best known and most sophisticated, having been produced between 1970 and 1985. The decision to revive the Volga originally came in 2024, with the Russians attempting to rebuild the brand based on chassis from Chinese vehicles from Changan, a state-controlled manufacturer, a strategy that did not work.
The deal fell through, but Russia was determined to recover the Volga, especially since the departure of foreign manufacturers after the invasion of Ukraine left enough room to launch its own brand. Hence, the Russians tried a second time, this time in collaboration with the Chinese company Geely, a private group that, interestingly, is also the largest shareholder of Mercedes, controlling about 10% of the German manufacturer's capital, in addition to 50% of Smart.
Geely designed the first two vehicles for Volga based on two of the models in its range, creating the K50 SUV based on the Geely Monjaro, and the C50 sedan based on the Geely Preface. Both vehicles are around 4.8 meters long and use gasoline combustion engines, specifically 2.0-liter turbocharged four-cylinder in-line units that deliver 215 hp and are paired with seven-speed dual-clutch automatic transmissions.
The C50 and K50 differ very little from the Geely models they originate from, with modifications only in terms of grilles, headlights and taillights, as well as some chrome accents. Inside, the differences between the Volga and Geely models are also not evident, and while the first units will be produced in China and exported to Russia, the goal is for them to be manufactured in Nizhny Novgorod, in the former factory abandoned by the Volkswagen Group, which produced VW and Skoda models there. Russia thus intends to recover its production apparatus and update it with more modern technology, in collaboration with the Chinese, with the prospect of later being able to design its own models.
Mundoquatrorodas
AUTONEWS
Brazilian mining company announces world's first transoceanic vessel powered by ethanol
Pioneering use of biofuel in vessels serving the mining company could reduce greenhouse gas emissions in maritime transport by around 90%
Vale and Shandong Shipping Corporation have concluded a charter agreement for new Guaibamax vessels powered by ethanol, to be delivered starting in 2029. The agreement is an unprecedented milestone for the global transport of iron ore: it is the first time in the maritime industry that ethanol will be adopted as the main fuel in a transoceanic vessel.
With the potential to reduce carbon emissions by around 90% compared to the use of heavy fuel oil, commonly used in shipping, the initiative reinforces Vale's commitment to reducing its carbon emissions in the value chain and promoting decarbonization in the maritime sector, in line with ongoing discussions at the International Maritime Organization (IMO).
The agreement between Vale and Shandong includes 25-year contracts for the construction of 2 vessels, with an option for more vessels. The adoption of these second-generation Guaibamax vessels, which are 340 meters long and have a capacity of 325,000 tons, is part of a multi-fuel strategy by the Brazilian mining company. In addition to ethanol, these vessels will be able to use methanol and heavy oil, and a design also allows for conversion to liquefied natural gas (LNG) or ammonia.
"Vale's pioneering efforts towards decarbonization in maritime transport are geared towards a strategy that combines flexibility and efficiency. The use of ethanol as fuel in ships transporting our ore, coupled with the adoption of rotating sails to harness wind energy, allows Vale to be in a unique position for the energy transition in global maritime transport in the coming decades, while also driving similar initiatives in the sector," says Rodrigo Bermelho, Director of Navigation at Vale.
Considering the complete fuel cycle from well to propeller (well-to-wake), ethanol can represent an approximately 90% reduction (in the case of second-generation ethanol) in carbon emissions compared to heavy oil. In addition to maritime transport, the adoption of ethanol in Vale's logistics includes tests on trucks in operations and on locomotives of the Vitória-Minas Railway (EFVM).
Emission Reduction...The new ethanol-powered ships will be similar to 10 other dual-fuel (methanol and heavy oil) ships that will be delivered by Shandong to Vale starting in 2027. The second generation of the Guaibamax will be equipped with five rotating sails – which use wind energy to reduce fuel consumption –, more efficient engines, hydrodynamic devices, shaft generator, frequency inverters, and silicone paint, among other improvements in energy efficiency. The set of applied technologies will reduce GHG emissions by approximately 15% compared to the current generation of Guaibamax.
These technologies and alternative fuels are being tested within the Ecoshipping program, a research and development initiative created by Vale to support the decarbonization challenge of the maritime industry and increase the efficiency of the fleet serving the mining company.
The main difference lies in the multi-fuel system. Although ethanol is the focus of the operation, the ship does not depend exclusively on it.
The structure allows the use of:
-ethanol as the main fuel
-methanol as an alternative
-heavy fuel oil in specific situations
The project also already considers future adaptations for fuels such as liquefied natural gas (LNG) and ammonia, which extends the technological lifespan of the vessel and reduces the risk of obsolescence.
The efficiency of ethanol is measured considering the entire fuel use cycle, from the point of production to consumption on the ship. In this model, known as "well-to-wake," second-generation ethanol can reduce carbon emissions by up to 90%, making it one of the most advanced solutions being tested in the sector.
What changes in the ship's structure...In addition to the fuel, the new generation of Guaibamax incorporates technologies that reduce energy consumption.
Among the main advancements are:
-Rotating sails, which capture wind energy to assist in propulsion
-More efficient engines
-Hydrodynamic devices that reduce water resistance
-Shaft generator, which reuses energy from movement
-Special silicone paint, which reduces hull friction
These improvements allow for a reduction of approximately 15% in greenhouse gas emissions compared to previous models.
Why this change is gaining global relevance...Maritime transport still relies heavily on highly polluting fossil fuels. At the same time, the International Maritime Organization (IMO) is pressuring the sector for more aggressive decarbonization targets.
In this scenario, the use of ethanol in large ships represents a concrete and scalable alternative. Vale's initiative serves as a real-world test of a technology that could become standard in the industry in the coming years.
When the ships enter operation...The agreement signed with Shandong Shipping Corporation provides for:
-25-year contracts
-initial construction of 2 ships
-possibility of fleet expansion
Deliveries are scheduled to begin in 2029, indicating a gradual implementation of the technology.
Before that, Vale will already have an operational basis for comparison, with the entry into operation of 10 dual-fuel ships powered by methanol and heavy oil from 2027.
The strategy goes beyond maritime transport...The new ships are part of the Ecoshipping program, aimed at developing solutions to reduce emissions in the mining company's logistics chain.
The use of ethanol is also being tested in other areas, including:
-trucks in operations
-locomotives of the Vitória-Minas Railway (EFVM)
This move indicates that the company seeks to reduce emissions throughout its operation, and not just in maritime transport.
The change may also affect the cost of maritime transport over time. With stricter environmental regulations, companies that reduce emissions tend to avoid fees and restrictions, which can make operations more efficient and competitive.
What changes in practice with Vale's ethanol-powered ship...The adoption of Vale's ethanol-powered ship could accelerate changes in global cargo transportation.
In practice, this could:
-reduce future costs related to emissions and environmental regulation
-influence international shipping standards
-open up space for new fuels in global logistics
If the technology gains scale, Vale's current maritime transport model could accelerate changes in the current maritime transport model in the coming years.
Autonews and Mundoquatrorodas
domingo, 19 de abril de 2026
YAMAHA
2026 Yamaha R7
The 2026 Yamaha R7, whose technical specifications you can find at this link, has become one of the most common motorcycles in racing, especially in categories that share a common model. It is a constant presence on the grids of the World Rally Championship (WCR), the Women's World Rally Championship (WMC), and was also a key component of the FIM Intercontinental Games in 2024, the Yamaha R7 Cup itself, and is now part of the World Motorcycle Championship (WSM), which replaced the Supersport 300 category. Furthermore, considering that its engine, the Yamaha CP2, will equip the Moto3 bikes in the MotoGP World Championship from 2028, we are talking about the most popular motorcycle in mid-displacement racing.
Looking ahead to 2026, the R7 has undergone modifications that go far beyond a simple update to meet Euro 5+ emissions standards and some minor adjustments. Almost all the changes focused on making it a more efficient track bike, especially with the right setup. If you consider what the standard model might lack, you'll realize that everything is easily solved. It's not the most powerful, but in the fourth quarter, Yamaha will release a GYRT parts catalog that, combined with the necessary modifications, will transform it into a true racing machine. The basic model already has a stiffer frame, good brakes, and a fully adjustable fork.
In any case, the R7 is not a motorcycle created exclusively for racing, but rather a sports bike whose main use is on the road, and which can also be enjoyed on a track, especially if it's a relatively small and winding track where pure performance isn't essential, as is the case with the Circuito do Sol in Portugal, a track that has been remodeled and now also hosts motorcycles, which we will discuss later.
The changes in the 2026 version have much in common with its siblings, which share the 680cc two-cylinder CP2 engine. The arrival of the electronic throttle (ride-by-wire) and a six-axis IMU allowed the implementation of a high-quality set of electronic driver aids, especially for its class, which also work effectively in corners. Traction control, slide control, engine braking, wheelie control, speed control, pit lane speed limiter and launch control are available.
The system features bidirectional gearshift assist, which allows you to reverse the lever operation for track-like gear changes, upshifting when pressing the lever. In addition, it offers three pre-programmed maps and one customizable map. The track mode also disables the rear wheel ABS, all controlled by a new joystick and a TFT display with multiple views.
Mechanically, changes were made to the airbox and its ducts, as well as to the ECU mapping, the clutch and the gearbox gears. Maximum power remains at 73 hp at 8,750 rpm, but the torque curve has been improved by reinforcing the weaker areas, especially in the lower half of the rev range.
The chassis follows the same design, with a large, split steel center beam weighing 15 kg. The architecture is the same, but with modifications to achieve a 12.9% increase in longitudinal stiffness, 13.2% in torsional stiffness, and 2.3% in lateral stiffness. The side plates have been replaced. Like its sibling models, it features a new asymmetrical rear swingarm with 30% more torsional stiffness and 15% more lateral stiffness. The steering head is made of lighter aluminum, with a perforated top plate.
The KYB front suspension is fully adjustable, with lighter and slightly stiffer springs, maintaining a constant of 17.5 N/mm, and features lighter piston rods and axle. The rear shock absorber operates with new connecting rods and, in addition to preload, offers rebound adjustment. The front brake calipers remain the traditional ADVICS units, complemented by a 16 mm Brembo radial master cylinder with a separate reservoir, and a Brembo master cylinder at the rear. The wheels are centrifugally forged, reducing their weight by almost 500 g.
Changes have also been made to the riding position, focusing on improving comfort on the road. The handlebars are positioned 3.6 mm higher, 8.4 mm further back and 12 mm wider. The seat is slightly lower, at 830 mm, with new material and a different shape for better access. The fuel tank is shorter, providing more room to maneuver and better lateral grip, with a capacity of 14 liters. The clutch lever has 15 adjustments.
A key innovation is the new 5-inch connectable TFT screen, which offers four display options and a track mode with lap times and fastest laps. Three apps are available: Garmin's app for using a navigation system on the screen, Yamaha's My Ride app with new features for electronically adjusting rider aids.
Telemetry...The new Y-Track Rev app, with GPS, displays lap and sector times, as well as engine data, speed and position, and can be used for telemetry. There are 10 free sessions, after which it costs €6.99 per month. The front bodywork has been refined with turn signals integrated into the mirrors and a lower front spoiler. The rear has also been modified. Finally, there are several accessories available: four packages and an exclusive track kit with mirror covers, rear ABS removal, reverse gear shifting and passenger footrest removal.
There are three color options: black, Yamaha racing blue, and a special edition called the Yamaha R7 70th Anniversary, whose technical specifications you can find at this link. This edition comes in white and red and is inspired by the paint scheme of the YZF-R7 superbike from the end of the last century. The latter costs €300 more than the €10,499 of the standard colors.
The Yamaha R7 was not born as a racing motorcycle, but rather as an accessible, fun, and efficient street sports bike, in contrast to the high-tech, high-priced, and high-performance superbikes outside the context of racetracks. This philosophy remains, with continuous improvements in the two areas where it needs to excel.
We were able to carry out this initial test both on public roads and on the track, in both cases on quite challenging terrain: the Sierra de Aracena in Huelva, Spain, and the neighboring Circuito do Sol in Alentejo, Portugal. The electronic implementation, the main innovation of the 2026 version, is also noticeable on public roads, as it includes not only driver assistance systems that increase safety and efficiency, but also features such as cruise control and the ability to view the navigation system on the instrument panel.
The riding position hasn't changed much, but enough to avoid fatigue from a sporty position with clip-on handlebars on a 200 km journey, which is quite a lot. The bubble windscreen offers some protection, and the position is classic for a sports bike, allowing you to lean forward and, with the handlebars mounted directly on the front suspension, providing good sensitivity and feedback from the front wheel.
The engine maintains its characteristics, with very linear power delivery, good response at medium revs and sufficient maximum power, although, in the case of a sports bike like the R7, a higher rev range with more power wouldn't hurt. The 73 hp can be well utilized, especially on winding roads, where the twin-cylinder engine allows for smooth starts from mid-range RPMs. The clutch assist works well and allows you to forget about the clutch, which has progressive engagement, but it becomes a little stiff over time.
Sporty touch...The suspension is firm, but even on really rough and uneven stretches, in addition to the vibrations felt from constant impacts, you don't notice any stability problems, even on tight curves. It's also true that the factory Bridgestone Battlax S23 tires are more than adequate for this motorcycle's performance.
The 14-liter fuel tank isn't enough for long distances, but it's also not exactly a touring bike, nor is it suitable for trips with a passenger for more than a reasonable distance. The different riding modes make a small difference, but the engine always responds quite smoothly and with the same power, both in Sport and Street modes.
Upon entering the circuit, equipped with even sportier Bridgestone RS12 tires and a track kit that removes some elements and alters the gear shift direction, as well as eliminating rear ABS and reducing controls to a minimum, you encounter a truly fun motorcycle, especially on a track like the Circuito do Sol, which is characterized by having a series of blind corners with changes in lean angle.
On the R7, with the original transmission ratio, it was only possible to reach fourth gear on the fastest sections, which required agility and sensitivity to the chassis to change direction with the extended suspension at the top of the climbs. Under these conditions, the bike does not suffer from the lack of power at high revs that it would suffer on a fast circuit, because, although the engine performs well until it reaches the maximum power range, just below 9,000 rpm, it does not offer much more beyond that. There are engines of the same displacement with more power, but the R7's is certainly characterized by its ease of use for any type of rider. Its suitability for the track is proven by the lap times that these bikes achieve in various championships.
One thing that has clearly improved is the relationship between the bike and, in this case, the rider. The instrument panel in track mode displays lap times, showing the last laps and the best time, and you can easily adjust the controls. The suspension has sensitive adjustments, although to improve it even further it is necessary to change the shock absorber, which, due to cost, is not specifically designed for the track, so the classic Öhlins will be the obvious solution.
Although ABS is still present on the front wheel, it is almost imperceptible, and its cornering assistance function increases safety for those who do not have much experience. In short, it is a really fun motorcycle, perfect for those who want to accelerate on the track without worrying about power and speed, simply enjoying the curves, exploring the limits, braking hard and accelerating the engine to the maximum.
The Yamaha R7 has become a benchmark among the new mid-displacement sport bikes that have simplified the segment. It maintains the same base as models like the MT-07 or the Tracer, guaranteeing its versatility, but at the same time, it includes all the details that allow it to specialize in its function and make it more than adequate for track riding, with much more ease and confidence than a high-powered, expensive and more complex motorcycle.
by Autonews
MERCEDES-BENZ
2027 Mercedes S-Class Coupe
Exterior design: The front grille is 20% larger and now fully illuminated, accompanied by new digital headlights that project symbols onto the road and have a range of up to 600 meters.
Digital interior: The dashboard now features Hyperscreen (three screens under a single pane of glass) as standard equipment on several versions, running the new MB.OS operating system with integrated AI assistant.
Performance: The S 580 version features an electrified twin-turbo V8 engine with 537 hp, while the top-of-the-line AMG S 63 E Performance combines a V8 with a hybrid system to deliver an impressive 802 hp.
Executive comfort: New features include heated seatbelts, an air filtration system that cleans the cabin in 90 seconds, and rear seats with reclining and calf massage functions.
Whether it's a fire or a flood, a ship's crew can only rely on itself and its training in emergencies at sea. The same is true for crews facing digital threats on oil tankers, cargo ships, and other commercial vessels.
New cybersecurity research from the Georgia Institute of Technology, however, revealed that crews aboard commercial vessels were often not adequately prepared to manage cyberattacks effectively due to systemic training gaps. "A Sea of Cyber Threats: Maritime Cybersecurity from the Perspective of Mariners" was presented at CCS 2025.
The findings are based on interviews conducted by researchers with more than 20 officer-level mariners to assess the maritime industry's readiness to handle cybersecurity attacks at sea.
"Historically, cybersecurity research has focused heavily on cyber-physical systems like cars, factories, and industrial plants, but ships have largely been overlooked," said Anna Raymaker, Ph.D. student and lead researcher.
"That gap is concerning when more than 90% of the world's goods travel by sea. Recent incidents, from GPS spoofing to ships linked to subsea cable disruptions, show that maritime systems are increasingly part of the global cyber threat landscape."
The researchers proposed four practical strategies to strengthen maritime cyber defenses and close the training gaps. Their findings were presented recently at the ACM SIGSAC Conference on Computer and Communications Security (CCS).
1. Make cybersecurity training actually maritime...Many of those interviewed for the study described current cybersecurity training as "boilerplate"—generic modules that don't reflect real shipboard risks.
Researchers recommend(below):
Role-specific instruction: Navigation officers should learn to detect and identify GPS spoofing. Engineers should focus on vulnerabilities in remotely monitored systems.
Bridging IT and Operational Technology: Crews need to understand how attacks on IT systems can trigger physical consequences in operational technology—including collisions, groundings, or explosions.
Hands-on delivery: Replace passive PowerPoints with drills and in-person exercises that build muscle memory.
Accessible standards: Training must account for the wide range of educational backgrounds across crews and be standardized across ranks.
2. Move beyond 'call IT'...At sea, crews can't simply escalate a cyber incident to a shore-based IT department and wait. Operational resilience requires onboard readiness.
Researchers recommend(below):
Vessel-specific response plans: Ships need clear, actionable protocols for threats such as AIS jamming or radar manipulation.
Military-style drills: Adopting MCON (Emission Control) exercises—used by the U.S. Military Sealift Command—can train crews to operate safely without electronic systems.
Stronger connectivity controls: High-bandwidth satellite systems like Starlink introduce new risks. Clear policies and network segregation are essential to prevent new entry points for attackers.
3. Create unified, ship-specific regulations...Maritime cybersecurity regulations are often reactive and fragmented. Researchers argue the industry needs a cohesive, domain-specific framework.
Key recommendations include(below):
A unified global model: Like the energy sector's NERC CIP standards, a maritime framework could mandate baseline controls such as encryption, network segmentation, and anonymous incident reporting.
Rules built for real crews: Regulations designed for large naval operations don't translate well to smaller merchant or research vessels. Standards must reflect actual shipboard conditions.
Future-proofing requirements: Autonomous ships and remotely operated vessels expand the cyber-physical attack surface. Regulations must proactively address these emerging technologies.
4. Invest in maritime-specific cyber research...Finally, the researchers stress that long-term resilience requires deeper technical research focused on maritime systems.
Priority areas include(below):
Real-time intrusion detection systems tailored to shipboard protocols.
Proactive security risk assessments of interconnected onboard systems.
Cyber-physical modeling to better understand cascading failures in complex maritime environments.
The bottom line...Cyber threats at sea are no longer hypothetical. Mariners report real-world incidents ranging from GPS spoofing to ransomware that disrupts global trade.
"Through our interviews with mariners, I saw firsthand how much dedication and pride they take in their work," said Raymaker. "Our goal is for this research to serve as a call to action for researchers, policymakers, and industry to invest more attention in maritime cybersecurity and support the people who risk their lives every day to keep global trade, food, and energy moving."
Researchers conducted interviews with over 20 merchant marine officers and identified several critical shortcomings(below):
"Boilerplate" training: Current training modules are often described as generic and do not reflect the specific real-world risks of a ship.
Reliance on shore support: At sea, crews cannot simply "call IT" and wait for assistance. The lack of onboard response protocols creates a significant vulnerability.
Complexity of new systems: The use of high-bandwidth systems, such as Starlink Maritime, introduces new attack vectors, requiring stricter network control and segregation policies.
IT-OT blindness: Sailors often do not understand how attacks on Information Technology (IT) systems can cause immediate physical damage to Operational Technology (OT) systems, such as propulsion and navigation. Recommendations from researchers...To close these gaps and strengthen operational resilience, Georgia Tech experts suggest four main strategies:
Contextualized training: Replace passive PowerPoint presentations with hands-on exercises and simulations that create "muscle memory."
Job-specific instruction: Navigation officers should focus on detecting GPS spoofing, while engineers should focus on vulnerabilities in remotely monitored systems.
Unified regulation: Creation of a cohesive global model, similar to the NERC CIP standards of the energy sector, that establishes mandatory basic controls.
Military-style training: Adopt practices such as emissions control exercises (MCON), used by the US Military Sealift Command, to train crews to operate safely without relying solely on electronic systems.
These findings serve as a call for policymakers and industry to invest more in maritime cybersecurity to protect global trade.
Provided by Georgia Institute of Technology
sábado, 18 de abril de 2026
AUTONEWS
Electric vehicles pass tipping point, breaking the link with oil prices
When the Strait of Hormuz first closed in March and oil hit US$120 a barrel, a very old question came back: is this finally the moment electric vehicles take off for good—or just another false start?
EVs have been here before. They surged after the 1973 oil embargo, collapsed when oil fell, and surged again. Each wave died when the external pressure eased.
We think this time is different. In a new discussion paper, we argue that the economic case for electric vehicles is now improving on its own terms. This is because of what has happened to batteries, not because of the oil price. The same evidence, though, shows the transition creates new problems as serious as the ones it solves.
Why this time is different...Battery costs have fallen 93% since 2010. That is the number that changes everything. A pack that cost more than US$1,000 per kilowatt-hour in 2010 cost US$108 by late 2025, driven down by a decade of learning, investment and policy support.
Research on the global battery industry finds that every time cumulative production doubles, costs fall by around 9%. More buyers, more production, lower costs, more buyers.
Unlike the 1970s, this loop does not need an oil crisis to keep spinning. Electric cars have crossed lifetime cost parity with petrol vehicles across much of Europe; in the used-car market they now have the lowest total cost of ownership. Newer models even match petrol cars in estimated lifespan—something early EVs could not claim.
Global sales surpassed 17 million in 2024, one of the fastest technology diffusion processes in the history of transport. Norway is near-fully electrified. And Ethiopia reached around 60% EV sales share in 2024, powered by cheap hydroelectricity—some way ahead of the US, for instance, which sits at around 8%.
An economic platform, not just a better engine...The deeper reason this wave will not fade is not technical—it is economic. An EV is a platform. Its value grows as the network around it grows, just as smartphones became indispensable not because of the hardware but because of everything connected to it.
Every charger built makes the next EV more attractive. Every software update raises the value of every car already on the road. Every recycled battery feeds back into the supply chain, which makes the next one cheaper. It's part of the reason some other technologies, like hydrogen fuel cell vehicles, have struggled to get off the ground in numbers—the tech exists, but all the other elements aren't quite there.
One study of 8,000 drivers in Shanghai found that range anxiety—the fear of running out of charge—has a real economic cost due to unnecessarily avoided trips. But that cost is falling sharply, not because batteries improved, but because charging networks expanded.
Making real-time charger availability visible could add 6–8 percentage points to market share by 2030. And because EV charging is far more flexible than other household electricity demand, drivers can shift away from peak hours remarkably easily when the price is right—turning the car into a grid asset, able to store and release electricity when needed. These are economic network effects, not engineering features.
Swapping one dependency for another...Ending oil dependence does not end geopolitical exposure. It relocates it.
In late 2025, China introduced rules requiring government approval for exports containing more than 0.1% of rare earths. The leverage that once came from control of oil flows now comes from control of processing capacity and component supply chains.
The minerals at stake—lithium, cobalt, nickel, graphite and neodymium to name but a handful—carry their own geopolitical risks and, as we have written elsewhere, serious human costs in the communities that mine them. This creates a predictable cycle of social contestation that threatens to stall the transition unless the industry commits to responsible, sustainable innovation.
The metal cobalt traditionally helped EVs travel further on the same charge. And when prices spiked, so did research into making batteries with less or even no cobalt. Today, more than half of all EV batteries sold globally are cobalt free.
Four decades of patent data show the same pattern: higher mineral prices consistently redirect research and development toward mineral-saving technologies.
Recovering lithium and cobalt from used batteries is becoming economically viable too, shifting part of the supply chain away from geopolitically exposed extraction sites. In addition, Norway and other countries are looking to exploit new critical mineral resources to diversify supplies.
The transition is real—but not risk-free...The Hormuz crisis is a reminder of what concentrated energy dependence costs. The EV transition does not need it. The learning curve keeps falling, the platform keeps compounding, the economics keep improving. That is what makes this wave different.
What it does not do is eliminate geopolitical risk. Unlike oil, where leverage comes from energy flows, EV supply chains concentrate power at materials, processing capacity, and technological bottlenecks—supply chains that are highly concentrated and carry their own serious risks. Fuel dependence becomes mineral dependence. That dependence is highly concentrated.
Traditional carmaking regions are already absorbing concentrated job losses, and history shows such disruptions leave persistent scars even if the long-term aggregate effects are positive. Yet electric vehicle assembly is proving more labor-intensive in western countries than expected—requiring more workers on the shopfloor, not fewer, at least in the ramp-up phase. Contrast this with China, where massive automation has led to the creation of "dark factories" where there are so few humans, internal lighting isn't required.
The same regions facing losses could benefit. But the gains and losses do not fall on the same people. That is where the work remains.
