RENAULT

Dacia: the new city crossover that arrives for less than €18,000 at the end of the year in Europe

For years, the Dacia Spring managed to establish itself as the cheapest streetcar on the market. However, competition has been growing — both in product diversity and competitiveness — which is why the Romanian brand of the Renault Group decided to move forward with its electrification plan. There is even a date set for the presentation of another exclusively battery-powered model that, while not intended to replace the Spring, could very well eclipse it…

Dacia will present two new cars in 2026. The information had been known for some time, having been conveyed in various ways by representatives of the brand, but it has now been confirmed, with much more concrete launch dates, by Frank Marotte, who can be considered the Chief Operating Officer of Dacia, in his position as Vice President and Director of Sales, Marketing and Operations.

Marotte specifically mentioned the complementarity of the future model with the rest of the range, especially with the Bigster and the Jogger, the other two compact models of the brand, but stated that the launch of this model will only take place at the end of the year. "We can definitely be a key player in the C segment," said the head of Dacia, explaining that "the new model that we will present at the end of 2026, and which you will certainly discover and judge for yourselves when you see it, is a very promising complement to the Bigster and the Jogger; it will be something completely different." Frank Marotte also stated that the future model, whose name has not yet been released, but unofficial information points to a possible choice of Spacer, "will be electrified," meaning it will be equipped with the 1.8-liter hybrid engine, in addition to other mild hybrid engines from Dacia. With the launch of this model, we will specifically discover "the target customers, the car's specifications, and the product philosophy," which will be "very different from what we have done so far."

The entry price, below €18,000, will be a (big) help, as will the adoption of the Renault Twingo E-Tech Electric's technical base. We will see the new Dacia electric city car at the next Paris Motor Show in October. With crossover features, it is possible that this model is the result of an evolution of the Hipster concept, a prototype revealed last year that received a very positive reception, thanks to its lines that evoke a mini "SUV", combined with a functional interior, with creative solutions and good use of space.

It's worth remembering that the Hipster was advertised as being 3 meters long and having a 2.15 m wheelbase, as well as being 1.550 m wide and 1.535 m high. These dimensions make it 73 cm shorter than the Spring, a difference that is also reflected in the wheelbase (27 cm less). In width, the prototype is only 3 cm narrower, slightly exceeding the Spring in height (1 cm more). Now, the international press is reporting that the new city car with the Dacia emblem should have a length of around 3.8 meters, which would place it practically at the same level as the Spring (3.73 m), with the main difference between the two residing in the architecture used and the benefits that this may (eventually) bring.

By using the Renault Twingo's platform, the so-called RGEV small platform — natively designed for electric vehicles — the new city car should be more efficient than the Spring, whose technical base is the CMF-A, a platform used in models such as the Renault Kwid or the Datsun Redi-GO, which was originally designed for combustion engines and later adapted for electric propulsion. A dedicated architecture for electric vehicles is more attractive to customers, but also to the brand, which can thus strengthen its electric offering with controlled costs, taking advantage of synergies with the Twingo EV and the scale effect. In addition, there is the advantage of not having to make concessions to integrate the battery, which translates into better optimization of interior space.

More than that, by adopting the RGEV small platform, the new Dacia electric car will be able to avoid the taxes imposed on vehicles manufactured in China — to which the Spring is not immune — since production will be ensured in Europe. Specifically, at the Revoz factory in Novo Mesto, Slovenia, the same industrial unit responsible for the production of the Twingo E-Tech Electric. This is a decisive factor for Dacia to be able to maintain a competitive price and fully benefit from existing purchase incentives in various markets.

With four seats and an approach that should be more aligned with current European standards, both in terms of design and production, the future electric Dacia will feature a distinct design, with a more robust image inspired by a small crossover, strategically distancing itself from the stylistic language of its "brother" Twingo. Still, and like the latter, it should use a more rational than emotional engine, suitable for predominantly urban use. As for the battery, everything indicates that it will have a capacity close to 27 kWh, allowing for a homologated range of around 250 kilometers. If confirmed, these values ​​exceed those of the Spring, whose LFP battery has a capacity of 24.3 kWh and a homologated range of up to 225 km between charges. This launch is part of a broader electrification plan by Dacia, which foresees the introduction of up to four electric models by the end of the decade, without abandoning its positioning as an affordable brand.

by Autonews

MERCEDES-BENZ

Mercedes-Benz C 220 Estate 2003: "A refined representative of the classic family station wagon"

As we entered the 21st century, we found ourselves in a moment when the European automobile was undergoing a silent transformation, combining tradition with emerging technology. It is in this scenario that the elegant and functional Mercedes-Benz C 220 Estate emerged, a refined representative of the classic family station wagon – or ‘estate’, as Europeans prefer.

Produced by Mercedes-Benz, this version was part of the W203 generation of the C-Class, a lineage that always sought to balance comfort, build quality, and drivability. By 2003, the model was already fully established in the market, offering a sophisticated alternative for those who needed space without sacrificing prestige.

Under the hood, the C 220 generally featured a 4-cylinder turbodiesel engine – especially in the CDI configuration, quite popular in Europe. This engine stood out for its efficiency and generous torque at low revs, ideal characteristics for long journeys and family use. It wasn't a sports car, but its smooth and consistent power delivery conveyed safety and competence in any situation.

Visually, the model maintained the understated elegance typical of the German brand. The lines were clean, with well-resolved proportions between the hood, the cabin, and the long rear. The station wagon body added a touch of practicality to the whole, expanding cargo space without compromising the harmony of the design – something Mercedes-Benz has always executed masterfully.

At the rear, the spacious trunk was one of the highlights. With generous capacity and the possibility of folding down the rear seats, the C 220 Estate easily transformed to accommodate everything from travel luggage to bulky everyday items. It was the kind of car designed to accompany different phases of life, from urban routines to weekend getaways.

The interior followed the quality standards of the time: solid materials, precise assembly, and carefully planned ergonomics. The dashboard featured a classic design, with well-positioned controls and clear readability, while the comfort of the seats reinforced its suitability for long distances.

In terms of technology, the model reflected the industry's transition. Electronic driver assistance systems, such as Electronic Stability Control (ESP) and advanced ABS brakes, were already prominent, raising the level of safety. At the same time, there was still a certain mechanical simplicity compared to current vehicles, which contributes to its reputation for robustness.

Behind the wheel, the C 220 Estate offered a balanced driving experience. The suspension prioritized comfort, absorbing irregularities well, while the steering inspired confidence without requiring excessive effort. It was a car made to be driven – and driven well – for many kilometers.

In the context of the time, this model represented a rational choice with a touch of aspiration. It was not just a family vehicle, but an affirmation of good taste and appreciation for German engineering.

And here's an interesting fact: during the 2000s, the 'Estate' versions of the C-Class were especially valued in European countries like Germany and the United Kingdom, where station wagons never lost their appeal – unlike other markets, where they would eventually be gradually replaced by SUVs.

Autonews

AUTONEWS

Euro 7 norm: Owning a car will become a thing of the past for many

The new Euro 7 directive, which comes into force at the end of this year, is not just another environmental standard. It is a document that will fundamentally change the way we understand the automotive industry, the power of vehicles and, above all, the price we will pay for mobility.

While Euro 7 is being sold to us as a necessary step towards preserving the environment, a deeper analysis reveals an economic and technical scenario that could spell the end for affordable cars.

The biggest victims of the new rules will be cars from the "A" and "B" segments. Models that were until yesterday a symbol of affordability, such as the Dacia Sandero, are facing an existential crisis. According to expert estimates, the cost of adapting engines to the new norms, mandatory hybridization and the installation of sophisticated emission control systems (including particles produced by brake and tire wear) will increase the price of these vehicles by 5,000 to 6,000 euros.

This means that the "people's car" will cease to exist. Individual mobility is slowly ceasing to be a right and becoming a privilege of the rich.

Euro 7 emissions standards are standards that the European Union's regulatory body is implementing to reduce automotive pollution and increase the battery life of electric vehicles.

In December 2019, the European Commission announced the European Green Deal as its priority policy, establishing a roadmap for each industrial sector with the goal of making Europe the world's first carbon-neutral continent by 2050. As a concrete measure, the European Commission is discussing a policy package, "Fit for 55," to achieve a reduction of at least 55% in greenhouse gas emissions by 2030.

GTR21 Protocol: The Magic of Numbers...One of the most controversial parts of the new regulations is the introduction of the GTR21 homologation protocol. This protocol is designed to standardize the measurement of power in hybrid and electric vehicles, but critics warn that it is far from reality.

The measurements are carried out in strictly controlled laboratory conditions, where the maximum engine power is measured at intervals of just 2 to 10 seconds. In the real world, the driver never uses the car in this way. The result is numbers that "on paper" look environmentally friendly and technically superior, but serve solely to meet bureaucratic quotas in Brussels.

A "perfect storm" for European manufacturers...The European auto industry is in an unenviable position. While domestic manufacturers (Volkswagen, Renault, Stellantis) are forced to invest billions in technology that makes their products more expensive, the door is wide open to competition from the East.

Chinese brands, such as BYD, are entering the market with electric cars that are already cheaper from the start because they do not bear the burden of the old industrial transformation and have direct access to raw materials for batteries. The result? The European will choose between an overpriced domestic hybrid and a slightly cheaper Chinese electric car, while traditional internal combustion engines will slowly disappear from the streets due to punitive taxes.

Mobility under control...The essence of Euro 7 and GTR21 is not just cleaner air. It is an instrument of economic policy that forces accelerated electrification, regardless of whether the infrastructure is ready or whether citizens can afford it.

The question that remains after reading the new regulations is not "how clean is my car", but "will I be able to afford the next one". Euro 7 will be a turning point after which car ownership will become just a memory of some bygone era for many.

What the Euro 7 emission standards mean for brake particulate matter regulations...The specific limit values for brake emissions are 3 mg/km to 7 mg/km for passenger vehicles and 5 mg/km to 11 mg/km for light commercial vehicles. Electric vehicles are also regulated under the new standards due to the particulate matter produced from brake wear. These regulations will take effect from November 2026 for new vehicles. By November 2027, all vehicles on sale in Europe must meet the standards.

While the new brake emissions standards apply to only original equipment products, they will likely extend to Europe’s independent aftermarket through the ECE R90 certification. Aimed at prohibiting low-quality brakes in the market, the ECE R90 certification ensures replacement brake parts are safe and offer braking performance comparable to the original component.

Innovative braking technologies expand...In response, the automotive industry has begun developing new emission control technologies and advanced braking systems designed to reduce brake particulate matter and comply with Euro 7 emission standards. Companies are innovating and investing in materials research and testing to comply with the regulations.

Brembo has developed new Greentell discs and pads that reduce braking emissions by nearly 90%, making them compliant with the new norms. Showcased at Auto Shanghai 2025, the discs get a dual layer nickel-free coating applied through a laser beam technology called laser metal deposition. The process is said to increase resistance and durability of the disc. Brembo has also developed its own dust measurement test bench for the study of particulate emissions.

In November 2024, TMD Friction, a supplier of brake-friction solutions, announced an investment of €1.5 million in a new test bench to support Euro 7 emission standards compliance. The investment was aimed at reducing the time to market for new brake pads and reduce reliance on external agencies.

Nitrex, a furnace systems provider for brake manufacturers, has rolled out a technology called Smart ONC (nitrocarburizing with in-process controlled post-oxidation). It is a heat treatment process that enhances brake rotor surfaces by diffusing nitrogen and carbon into the metal. The process creates a hard oxide film that boosts corrosion resistance and wear, key factors in reducing brake dust and extending service life.

Laser technology firm Trotec Laser says the new Euro 7 emission standards not only target reduced braking emissions but also mandate continuous monitoring of brake disc conditions. The company offers laser-based wear marking on carbon-ceramic brake discs. A 100-watt picosecond laser creates precise markings without causing thermal stress to the material. 

Main Impacts of the Euro 7 Standard:

-Brake and tire emissions: Establishes strict limits for particulate emissions from brake and tire wear, affecting both combustion and electric vehicles due to their greater weight.

-Battery durability: Requires a minimum durability for electric vehicle batteries (minimum of 80% capacity up to 5 years or 100,000 km, and 72% up to 8 years or 160,000 km).

-Real-time monitoring: Introduces the use of on-board sensors to continuously monitor emissions and prevent fraud, such as the removal of particulate filters.

-Implementation timelines: The new rules for cars and light vans are expected to come into effect in November 2026 for new vehicle types, and for all new registrations in 2027.

-Alignment with the 2035 target: The standard aims to reduce air pollution in cities, aligning with the EU target of only selling zero-emission vehicles from 2035 onwards.

Autonews

AUTONEWS

Why pedestrian deaths keep rising: AI spots rare crash patterns where targeted fixes could save lives

On average, car crashes cause more than 40,000 deaths per year in the United States. Technologies like seat belts, advanced airbags, and automated braking systems have improved car driver and passenger safety, but pedestrian deaths due to crashes have actually increased by 48% over the last decade, reaching about 7,500 fatalities in 2022. Transportation researchers comb through police crash reports to identify infrastructure countermeasures that will help in the greatest number of cases. However, sometimes improving the average situation isn't enough.

"By using traditional analysis methods that focus on the average, most studies on pedestrian safety overlook crashes that are rarer but may cause disproportionately high-risk injuries," said Zeinab Bayati, a Ph.D. student in the Department of Civil and Environmental Engineering (CEE) at the University of Tennessee, Knoxville.

The most common pedestrian crashes occur during the day and at intersections, but such crashes also usually result in comparatively minor injuries. High-risk injury scenarios—those in which pedestrians are much more likely to be seriously injured or killed—are less common but still vital to consider, said Bayati's doctoral advisor, CEE Beaman Professor Asad Khattak.

"Let's say it's nighttime, there's torrential rain, and maybe the pedestrian and the person who is driving are both under the influence of alcohol," said Khattak. "Those kinds of situations result in more dangerous crashes, but they are so far outside the average that researchers might even remove them from the data set as outliers to make the general trends clearer."

Using AI methods, Bayati and Khattak have developed a novel framework that analyzes pedestrian crash data and sorts events into meaningful groups. Their research, published in the journal Accident Analysis and Prevention, reveals that safety measures aimed at the most common crashes might not save the most lives.

"We identified that the rare cases are indeed the more fatal cases," Bayati said. "That is very important. We want to see what's going on behind this pattern."

AI reveals commonalities in outliers...Bayati and Khattak used an unsupervised clustering algorithm to analyze the factors involved in more than 10,000 police-reported pedestrian crashes. Each report includes detailed information like the speed limit, lighting conditions, road surface conditions, and pedestrian position at the time of the crash.

They then directed the AI to divide the crashes into three categories relating to their distance from the core, or the cluster of "average" scenarios. While only 8% of core cases were fatal, nearly 37% of cases in the furthest edge category involved fatalities.

Analyzing the factors involved in those life-threatening "outlier" crashes reveals the types of interventions that may be most effective at saving pedestrian lives.

"You can check the history of different locations and look for trends that lead to most crashes there," Bayati explained. "We have had a lot of crashes that happened on road shoulders, so we can consider installing sidewalks, speed bumps, or crosswalks in those locations to give pedestrians the opportunity to walk in safety."

Strategic interventions save lives...Part of what makes the edge cases so dangerous—and so rare—is that they occur when many risky factors coincide. That also means it is harder to design interventions against them.

For example, installing a sidewalk along an unlit stretch of a rural roadway will only make it safer during the day. Darkness was a common factor in the highest-risk crashes Bayati and Khattak analyzed, indicating that installing lighting with a sidewalk would lead to an even greater increase in safety.

These complex and rare scenarios can also be used to improve autonomous vehicle safety by exposing failure modes unlikely to appear in routine driving data. Autonomous cars need to be able to reliably sense pedestrians on the road shoulder even in darkness, for example.

"Nighttime crashes or freeway crashes require a lot of different kinds of countermeasures that are harder to implement," said Khattak. "That might be another reason why safety improvements tend to focus on the most prevalent problems, like at urban intersections."

Bayati hopes that this study will create a better understanding of how pedestrian risk is distributed across a transportation system and result in more impactful safety interventions.

"Pedestrian safety is a very important topic. It affects everyone," she said. "I would be happy to have even a small role in creating a safer transportation system."

AI identifies rare flaws by detecting subtle deviations in large volumes of data that would go unnoticed by human experts. In critical areas such as healthcare and engineering, this technology allows for targeted corrections before problems become fatal. Methods for Identifying Rare Faults To find these "invisible" patterns, AI uses specific approaches:

Anomaly detection (Unsupervised Learning): Algorithms such as Isolation Forest isolate data points that deviate significantly from the norm without needing previous examples of failure. This is vital for detecting new or ultra-rare defects.

Transfer learning: Because data on rare flaws is scarce, models are first trained on large, common datasets and then fine-tuned to recognize the specific signals of rare conditions.

Increased synthetic data: Generative models create "fictitious but realistic" data to expand small datasets, allowing AI to learn failure patterns that rarely occur in real life.

Challenges and the "human factor"...Despite its accuracy, AI in high-risk environments requires human oversight. The opacity of some models ("black boxes") can lead to mistrust or error if the doctor or engineer does not understand the logic behind an alert. Therefore, the use of explainable AI (XAI) is essential for experts to validate machine suggestions before acting.

Provided by University of Tennessee at Knoxville

AUTONEWS

See why Felipe Massa's LaFerrari is no ordinary LaFerrari

Although Felipe Massa never won a Formula 1 World Championship with Ferrari (despite briefly believing he would in 2008), his time with the Scuderia left an indelible mark on Maranello. This affection was even reflected in one of his road cars, the Ferrari LaFerrari he bought during his last year in Italy.

Massa – as is typical of Ferrari drivers – didn't miss the opportunity to get his hands on one of the 499 units of the pinnacle of the Italian brand's sports car range at the time, the LaFerrari. He requested it during his last season at Ferrari and the car was delivered to him during his time at Williams, with a message inside: "Grazie Felipe" (Thank you, Felipe).

It was a thoughtful gesture from Luca Cordero di Montezemolo himself, one of his biggest supporters, who kept him on the team for eight seasons, even though the Brazilian was almost always overshadowed by his teammates, especially Michael Schumacher, Kimi Raikkonen, and Fernando Alonso. The team boss wanted to leave this message for his protégé on a plaque located between the seats, as a sign of respect.

Although he didn't win a title, Massa took home a beautiful souvenir from Italy: his personalized LaFerrari. He didn't opt ​​for the Corsa red paint for the body (although he used it in some details, such as the front splitter, side skirts, mirror supports, and brake calipers), but rather for black (including the Alcantara interior). The wheels are FXX-K, an option available only at Ferrari Atelier, and the front and rear diffusers are made of carbon fiber.

The LaFerrari was a sufficiently advanced car and, of course, with performance that met the needs of a Formula 1 driver (top speed exceeding 350 km/h and acceleration from 0 to 100 km/h in less than 3 seconds).

It was one of Maranello's first hybrids, combining an 800-horsepower V12 engine with an additional 163-horsepower electric motor. Although it didn't exactly qualify as a hypercar (more than 1,000 horsepower), the LaFerrari was a worthy representative of Ferrari against the Porsche 918 Spyder or the McLaren P1.

The Brazilian kept the car for seven years and drove 3,000 of the nearly 4,000 kilometers now on the odometer. Its next owner, a client residing in Denmark, is now auctioning the vehicle through RM Sotheby's, to the delight of a wealthy collector... probably a Formula 1 fan.

Its third owner will also be able to boast the signature of its illustrious original owner. This, coupled with the natural appreciation of one of the jewels of Ferrari's recent history, leads the company to expect an offer between 4.5 and 5 million euros for this supercar.

That's practically triple the price of one and a half million for which it was put up for sale in Spain.

Watch the video below of Felipe Massa driving his LaFerrari(Monaco license plate: MC3223) through the streets of Monaco back when he was still a Williams driver.

Autonews and Mundoquatrorodas

AUTONEWS

Why electric cars have so many accidents: Statistics show a worrying trend

The sudden acceleration and abundant power are overwhelming for many drivers. That's why electric cars are involved in a particularly high number of traffic accidents. Data from the insurance company AXA from 2022 shows that drivers of electric cars cause 50 percent more collisions that result in damage to their own vehicles than owners of cars with internal combustion engines.

Namely, most electric cars, especially high-performance models, have very high torque that is available without waiting even with light pressure on the accelerator pedal. This can lead to unexpected and sudden acceleration that the driver may no longer be able to control.

The result is not only a higher number of accidents but also different types of accidents. The greatest risk of accidents with electric cars occurs during acceleration, not braking. This is particularly the case with large cars with powerful engines, which of course cost significantly more than smaller and less powerful models. As a result, the damage in an accident is also very expensive.

Crash tests conducted by the insurance company have revealed another weakness of electric cars: the undercarriage. For example, it can be easily damaged if the car accidentally drives over an obstacle. The battery is mounted above the undercarriage. Although it is very well protected by special body reinforcements, this protection is limited to the front, rear and sides, but not the underside.

The undercarriage is clearly the Achilles heel of electric cars, because the battery has no additional protection there. Drivers should be aware of this.

The insurance company is calling on car manufacturers to take measures and better protect their cars, for example with undercarriage protection panels that would prevent battery damage and major fires.

The truth is, the fear of electric car fires is far greater than the actual risk. Only five out of 10,000 electric cars catch fire. That's a rate of 0.05 percent, so the risk of damage from a mink bite, for example, is 38 times higher.

Electric vehicles are gaining rapid popularity as drivers look for environmentally friendly ways to reduce their transportation costs...In 2013, automakers sold nearly 500,00 hybrid vehicles and 100,000 electric vehicles in the United States. In the United States, new electric car registrations totalled 1.4 million in 2023, increasing by more than 40% compared to 2022.

Electric vehicles offer several benefits compared to gasoline-powered vehicles. Marketing of EVs focuses on these benefits without discussing the potential risks of the new technologies. While electric vehicles do offer benefits to drivers and passengers, as well as to surrounding community air quality, they also pose risks during a crash - risks that automakers are just beginning to understand.

EV-Related Accidents in the US and South Carolina...While electric vehicles are becoming more popular, new EV registrations still made up less than 7 percent of all new vehicle registrations at the start of 2023. In total, EVs make up about one percent of all cars on US roads.

To date, statistics on EV accident injuries and deaths indicate that these vehicles are neither significantly more nor significantly less safe than gasoline-powered vehicles. EVs do, however, have unique parts and features that make different types of accidents more common - and that make certain kinds of crashes or crash damage more dangerous. For example:

-New EV owners are three times more likely to cause a crash, partly because they aren’t used to the vehicle’s instant acceleration. 

-33 percent of all EV crashes involve cyclists and pedestrians - a rate 1.5 times higher than gas-powered vehicles. 

-Occupants of an EV have a 40 percent lower risk of injury in a crash, but the vehicle has a 50 percent higher risk of damage - indicating that the forces of the accident are pushed onto others outside the vehicle, increasing their injuries.

-Hybrid vehicles have a 3.14 percent chance of catching fire in any given crash - over twice the risk in a gasoline-powered vehicle and 100 times the risk of a fully electric vehicle. 

Some EVs on the market weigh more than twice the weight of the average passenger vehicle - weighing in at 9,000 pounds instead of the average 4,289 pounds, according to the Environmental Protection Agency (EPA).

Higher weights can mean more traffic deaths. In 2021, 42,915 people died in traffic crashes - a rise of over 10 percent from 2020 and the highest number recorded since 2005. 

Electric vehicles are 37 percent more likely to hit pedestrians than gas-powered ones unless the EV has a noisemaking device installed to alert pedestrians to its presence at low speeds. 

Adding auditory signals to quiet EVs at low speeds is expected to save 2,400 lives annually.

Recent studies and insurance data indicate a "worrying trend" of higher accident rates among electric vehicles (EVs) compared to internal combustion engine (ICE) vehicles, with some insurers reporting up to 50% more collisions among certain EV groups.This trend is generally not due to faulty technology, but rather a combination of driver behavior, vehicle physics (weight), and unique driving dynamics.Here is a breakdown of why electric cars are seeing higher accident statistics in 2026(below):

1. Instant torque and rapid acceleration

-The cause: Electric motors deliver maximum power instantaneously, unlike gasoline engines which require revs to build power.

-The result: Drivers, particularly those new to EVs, often misjudge this acceleration, leading to "sudden acceleration" accidents, specifically during starting phases and parking, says the Steinberg law firm.

-Data: A 2024 study noted that new EV owners cause crashes at three times the rate of experienced drivers.

2. High-speed potential of heavy vehicles

-The cause: EVs are significantly heavier than their conventional counterparts due to battery packs, yet they often have much higher horsepower.

-The Result: A 2026 report indicates that high-performance EVs are associated with a surge in fatal crashes, with AXA Switzerland  noting that luxury, high-powered EVs cause roughly twice as many accidents as standard cars.Increased 

-Force: The added weight means more momentum and higher forces involved in a crash, increasing the severity of injuries to others, according to the NTSB.

3. One-pedal driving and regeneration

-The cause: Many EVs utilize "one-pedal" driving, where lifting off the accelerator causes rapid deceleration to regenerate energy.

-The result: This different, often abrupt, deceleration profile can confuse following drivers, leading to a higher rate of rear-end collisions.

4. "Silent" operation and pedestrian risk

-The cause: EVs are nearly silent at low speeds, which is a particular hazard in urban settings.

-The result: Data from the National Highway Traffic Safety Administration (NHTSA)  suggests EVs are nearly 40% more likely to cause accidents involving pedestrians compared to conventional vehicles, though new noise-emitting regulations (AVAS) are being implemented to mitigate this, says Barcan and Kirby Solicitors.

5. Increased repair costs and sensitivity

-The issue: EV batteries are frequently located at the bottom of the car, making them vulnerable to damage from road debris or accidents.

-The result: Mitchell International  reports that EV collision repairs cost 20% more than conventional cars. Even minor, low-speed impacts can damage the battery, leading to high-cost claims or the car being written off entirely.

Autonews

CITROEN

Citroen Saxo VTS: The brand's compact sports car turns 30

Thirty years ago, Citroën made its mark in the world of compact sports cars with the Saxo VTS. Far from being just an urban car with a flashy emblem, it translated a clear vision: to offer enthusiasts a true 'kart for the streets' - reliable, accessible and made for fun. Three decades later, Citroën celebrates the anniversary of the small French sports car that managed to combine driving pleasure and performance within everyone's reach.

To understand the origins of the Saxo VTS, you need to go back to the AX. Launched in 1986, the AX consolidated Citroën in the compact sports car segment with the AX Sport and AX GTi versions, thanks to its precise dynamic behavior and excellent power-to-weight ratio. Introduced in February 1996, the Saxo took over the position left by the AX as the brand's entry-level model. That same year, the Saxo VTR debuted, equipped with a 1.6-liter 8-valve engine producing 90 hp. Soon after, the model destined to continue the legacy of the AX GTi arrived: the Saxo VTS, powered by the TU5J4 1.6-liter 16-valve engine, with 120 hp.

Although the general lines of the Saxo were developed by the Italian designer Donato Coco, the sports version was the responsibility of a young talent. In 1996, Gilles Vidal's first mission at Citroën was precisely to develop the visual kit for the VTS. A meticulous job, marked by widened fenders carefully integrated into the side skirts and wider bumpers. On the rear fenders, the extension goes from the wheel arch to the door cutout, sliding elegantly under the side protection trim.

The Saxo VTS knows how to hide its true nature very well. With a discreet look – marked only by the 16V emblem on the rear fenders, the chrome exhaust tip, and exclusive alloy wheels – it doesn't explicitly announce its capabilities. However, under the hood, the TU5J4 engine delivers 120 hp at 6,600 rpm, with a rev limiter at 7,300 rpm. Paired with a 5-speed manual transmission with a shorter final drive ratio and weighing only 935 kg, the VTS reaches a top speed of 205 km/h and accelerates from 0 to 100 km/h in less than 10 seconds.

But it's the chassis that truly makes the difference: the front responds with surgical precision, the power steering is well-calibrated, and the rear adopts a looser behavior, ready to slide as soon as the driver demands more from the car. On winding roads, the Saxo VTS outperforms much larger and more powerful models. Front brakes with ventilated discs complete the package of a small sports car designed for pure driving pleasure.

The Saxo VTS never rested on its laurels. At the end of 1997, a first update reorganized the sports family, and the 16-valve model once again sported the ‘16v’ emblem, previously used on the ZX. This was also the moment when Citroën expanded the VTS offering. Although the 120 hp 16v version remains the true object of desire, the sporty look and refined chassis of the VTS were now combined with more accessible engines, attracting a wider audience in search of dynamic and visually sporty performance, without necessarily prioritizing maximum performance. The VTS line then began to offer the 90 hp 1.6i engine (previously exclusive to the VTR), the 100 hp 1.6i, and even the 75 hp 1.4i.

In 1999, a significant restyling modernized the front, with almond-shaped headlights, a higher hood, and a grille with large chevrons. The VTS was updated without losing its identity. Produced until June 2003 at the Aulnay-sous-Bois factory, before giving way to the C2, the Saxo VTS ended its run after seven years of success.

As soon as it arrived on the market, the Saxo VTS proved in competitions what was already perceived in everyday use. Whether in rally, rallycross, circuit races, or even on ice, the small Citroën proved to be an extremely effective, accessible, and versatile machine.

Citroën Sport built a true competitive ecosystem around it: Saxo Cup, Saxo Challenge, Saxo Rallycross, and Saxo Glace, each with its own regulations, allowing as many drivers as possible to take their first steps in motorsport with a car developed for that purpose. Notably, these categories required the use of the production engine, demonstrating that the Saxo VTS chassis was, in itself, a true competitive weapon.

This competitive environment served as a school for an entire generation of drivers. Names like Patrick Henry, Yoann Bonato, Marc Amourette, and Pierre Llorach took their first steps in this universe before going on to much broader careers. The Saxo VTS, therefore, was not just a racing car, but also a true school of sports driving. In 2001, Sébastien Loeb and Daniel Elena won the WRC Junior world title aboard a Saxo Super 1600.

30 years later, a model that withstands the test of time...Today, the Saxo VTS has become a legitimate collector's item. Well-preserved examples are increasingly rare, and enthusiasts do not hesitate to cross France to find a model in good condition. The name Saxo VTS still appears on the entry lists of French regional rallies, proof of its extraordinary longevity in motorsport. Celebrating its 30th anniversary, Citroën pays homage to a model that, in its own way, embodied the spirit of the brand: creative, accessible, and incredibly efficient. The Saxo VTS is the story of a small car that you never thought was small.

by Autonews