AUTONEWS

Are modern motor oils shortening engine life? Engineer claims thinner oils have their price

Changes in the automotive industry in recent years have also brought changes in recommendations for motor oils. While in the past, new vehicle specifications often included oils such as 10W40, 10W30 or 5W30, today manufacturers increasingly recommend oils with lower viscosity, such as 0W30, 0W20, and in some markets even 0W16 or 0W8.

According to the former automotive engineer, it is precisely these increasingly rare oils that could have an impact on engine longevity.

The engineer, who runs the YouTube channel Broken Clutch Garage, claims that his conclusions are based on years of work in engine testing programs, during which the durability and wear of new power units were checked. The tests involved completely disassembling the engines after a certain number of kilometers in order to analyze their condition in detail.

In his opinion, the main reason why manufacturers are switching to lower viscosity oils is not to extend engine life, but to meet increasingly stringent fuel consumption and emissions standards, writes HAK revija.

Namely, thinner oils create less internal friction in the engine, which can contribute to better efficiency and fuel savings of about one to two percent. However, the engineer claims that such oils can also have a weaker ability to maintain a protective layer between metal parts during operation.

When this protective film is occasionally interrupted, direct contact between metal surfaces occurs, which can accelerate their wear.

Testing showed a difference...The engineer states that during testing he noticed a significant difference when oils such as 0W20 appeared in the programs.

As an example, he cites the testing of a V6 engine for an American car manufacturer, where, according to him, the switch to a lower viscosity oil led to a shortening of the expected engine life. Instead of the previously projected values, the service life during testing was reduced to around 130,000 to 160,000 kilometers.

An additional problem, according to him, is modern design trends. Manufacturers today use thinner sleeves, lighter pistons and other components that are designed taking into account the specific properties of modern oils.

There are also systems such as variable oil pumps, which can reduce oil flow at lower engine speeds, as well as technologies such as start/stop systems and cylinder deactivation.

According to this engineer, deactivating individual cylinders can lead to a temperature imbalance in the engine, because parts that are not working produce less heat, which further burdens the construction of the unit.

Differences between markets...He particularly highlights the American market, where, as he claims, even thinner oils are often used than in Europe. As an example, he cites that some manufacturers, including Toyota, recommend oils with a lower viscosity in the American market than for European models.

That's why he advises drivers to pay attention to driving conditions and climate. In his opinion, oils like 0W20 can be useful during the winter months, while during the warmer months, oils like 5W20 or 5W30 should be considered.

However, it's important to note that car manufacturers determine recommended oil specifications based on their own testing, and using a different viscosity than prescribed can affect the warranty, engine performance, and long-term reliability of the vehicle. It's recommended to check the manufacturer's recommendations for a specific car model before making any changes.

AUTONEWS

Exploring a smarter way to build climate-resilient roads

Every year from June to September, India experiences the monsoon season. While the visible heavy rainfall often takes the blame for many roads requiring repairs much sooner than expected, a far less visible yet critical force is at play long before the first raindrop falls on the road. 

Rigid or concrete pavements are a type of road construction that uses concrete slabs. They distribute traffic loads over a wide area and exhibit the ability to withstand heavy loads. These pavements are used in places like highways and airports, and are becoming increasingly popular on city roads as well. 

What is interesting is that together with their surrounding environments, concrete pavements form an integrated system. Daily fluctuations in temperatures, such as those due to sunlight and cool nights, along with seasonal changes, result in cycles of heating and cooling of the pavement layers. It is these cycles that create internal stresses within the pavement structure. 

Imagine a chocolate bar. When left outside the refrigerator in summers, it would soften. However, keeping it inside the refrigerator would cause it to harden. Upon trying this process of repeatedly cooling and uncooling chocolate during my childhood, I observed changes in its texture. My chocolate bar became grainy and crumbly! It was due to the thermal stress on the chocolate’s butter and sugar structures.

In a similar manner, the stresses within the pavement structure affect concrete pavements and contribute to progressive fatigue damage, ultimately affecting the pavement’s service life.  

As an effort to tackle this issue, researchers from the Indian Institute of Technology Gandhinagar (IITGN) have used machine learning, a subset of artificial intelligence, to develop a framework that can support the development of tailored rigid pavements in a climate-resilient and region-specific manner. It is a smarter approach that could make roads more durable and reduce maintenance costs. Their study was published in the American Society of Civil Engineering (ASCE) Journal of Transportation Engineering, Part B: Pavements. 

The team worked in India’s fifth-largest state, Gujarat, the coastal regions of which experience humid conditions, while inland areas are prone to summer heat. Different parts of the state with the country’s longest coastline vary in temperature and wind patterns. 

The standard for considering thermal stresses while building rigid pavements in countries like India and Nepal involves providing certain temperature values obtained from data as old as 1974, which may not accurately reflect present-day conditions. Further, the use of broad zones, often spanning hundreds of square kilometres and encompassing diverse climatic conditions within a single zone, fails to capture localised thermal behaviour. It results in an inadequate characterisation of thermal stress behaviour in rigid pavements, influencing the accuracy of pavement performance predictions and design reliability. For example, in the present state of practice, all of Gujarat and Rajasthan are grouped into a single climatic zone.

“We started by thinking that if rigid pavements in different parts of the state experience different levels of thermal stress, it would really not be a good idea to build these roads using the same design recommendations,” remarked Dr Sumit Nandi, a former postdoctoral fellow in the Department of Civil Engineering at IITGN. The first author of this study, Dr Nandi, is currently a Scientist at the CSIR-Central Road Research Institute and an Assistant Professor at the Academy of Scientific and Innovative Research (AcSIR).

“We began by capturing the spatial variability across the state, which led to a final dataset of 126 land-based grid points. Next, we obtained hourly weather data for these grid points using the ERA5 database developed by the Copernicus Climate Change Service,” explained Dr Nandi. The researchers collected this information for the years 1961–1991 and 1992–2022, representing distinct climatic periods. 

This data served as input for thermal modelling of rigid pavement across all 126 grid points. Think of thermal modelling as a technique that uses data and computer calculations to understand and predict how heat would behave in a place, which, in the present case, is the rigid pavement. 

The simulations were conducted for combinations of three slab thicknesses of 200, 250, and 300 mm based on the IRC:58, the Indian Roads Congress guidelines for designing jointed rigid pavements for highways in India. These simulations also considered two surface albedo values of 0.30 and 0.50. Simply put, surface albedo shows the extent to which a particular surface reflects sunlight instead of absorbing it. Hence, while 0.30 would refer to a conventional pavement, 0.50 would be a “cooler” pavement!

After reducing the complexity of their data without losing its essential information, the team used machine learning to identify locations that behaved similarly from a thermal perspective. Think about how Spotify groups songs into playlists based on specific moods or how Netflix and Hotstar recommend movies and series with similar themes. The algorithms grouped locations where roads experienced similar patterns of heating, cooling and the associated stress.

The team finally identified five distinct thermal clusters or microzones in Gujarat based on combining the outputs of different algorithms. The bottom-up linear temperature differentials across these microzones varied from approximately 16.3°C to 17.2°C. In the present context, a bottom-up temperature differential is a gradual change in temperature from the bottom of the rigid pavement to its top, which causes the road to progressively crack over its service life. 

According to Dr Sushobhan Sen, “These findings are interesting and confirm that Gujarat does not exhibit a one-size-fits-all rigid pavement thermal behaviour. Our study shows that the design that performs well in one part of the state may not be robust enough to withstand local climate conditions in another part of the same state.” Dr Sen is an Assistant Professor in the Department of Civil Engineering at IITGN and runs the Built Environment Lab, IITGN. “Extending the proposed framework to a pan-India scale represents a promising avenue for future research, facilitating the development of zone-specific thermal design charts for rigid pavements that can inform better-informed decisions that balance durability, safety and material use. It should be noted that the present study does not take into account the construction materials associated with building the rigid pavements. The quality of such materials may also adversely affect the life span of these roads. Future studies can also explore this crucial parameter,” he continued.

As India moves through another monsoon season, the condition of its roads is again becoming part of everyday conversation. The present research is a reminder that climate is a major player that contributes to the health of roads: not just the rains, but also the scorching summers and the chilly winters! Understanding these invisible thermal processes that occur in rigid pavements can lead to the development of smarter and climate-resilient roads. 

This research is in alignment with PM Gati Shakti, a master plan launched for India's economic growth and sustainable development with roads as its critical component, and the Ministry of Road Transport and Highways’ Bharatmala Pariyojana. The researchers acknowledged the support by IITGN through a Post-Doctoral Fellowship to Dr Nandi.

Building smarter, climate-resilient roads requires moving away from outdated, "one-size-fits-all" engineering standards and embracing localized data, advanced materials, and digital technologies. Road infrastructure is under intense pressure from extreme weather events, making it critical to anticipate risks rather than simply reacting to failures.

The latest frameworks and strategies deployed globally highlight a multi-layered approach to future-proofing our transportation networks.

Data-driven & AI design...Traditional rigid pavement design has often relied on broad geographical weather zones and outdated historical thermal data. Modern smart road engineering leverages artificial intelligence to create highly localized solutions:

Machine learning clustered microzones: In 2026, researchers at the IIT Gandhinagar developed a breakthrough framework using machine learning and thermal modeling. By breaking down large regions into hyper-local thermal "microzones," engineers can now customize concrete slab thickness and joint designs based on precise, present-day local temperature patterns to prevent thermal warping and cracking.

Digital twins: Creating virtual, real-time representations of road networks allows engineers to run stress simulations. This helps identify precisely when and where a road segment might fail due to environmental shifts.

Geospatial AI: Combining AI with Geographic Information Systems (GIS) lets planners scan satellite data to evaluate terrain vulnerabilities, such as areas prone to sudden water-logging or landslide risks.

Material and geotechnical innovation...Roads must survive both scorching heat waves and intense monsoons or freeze-thaw cycles. This demands cutting-edge structural stabilization:

Synthetic geogrids: Used to distribute heavy load pressure across unstable, soft soils caused by heavy rains or thawing permafrost, geogrids prevent the ruts and structural shifts that destroy asphalt.

Water-resistant sealants: Advanced surface-sealing polymers prevent water infiltration into the subgrade, protecting the underlying soil from erosion and heavy multi-season downpours.

Permeable and high-durability materials: Utilizing asphalt and concrete mixes explicitly engineered to resist rutting under extreme heat, alongside porous surfaces that handle intense stormwater runoff.

Nature-based & soft measures...Hard engineering is only part of the equation; integrating natural systems and robust planning provides cost-effective buffers:

Green infrastructure: Planting trees and establishing community green spaces adjacent to urban corridors helps absorb stormwater runoff, lower ambient temperatures, and reduce the urban heat island effect.

Proportional intervention planning: Rather than over-engineering every mile, agencies use risk-informed prioritization. High-altitude stretches may receive fewer interventions, whereas low-lying segments receive heavily reinforced drainage and elevated roadbeds.

Grassroots proactive maintenance: Allocating structured funding for hyper-local maintenance teams ensures that gutters, drainage channels, and culverts stay clear of debris during volatile weather, extending the road’s lifespans significantly.

Indian Institute of Technology Gandhinagar

 

AUTONEWS

Lexus ES vs Mercedes CLA, an electric luxury sedan comparison

The Lexus ES and Mercedes-Benz CLA are two luxury sedans you might be familiar with. The ES is Lexus’ comfort-oriented midsize sedan, while the CLA is a relatively affordable entry point to getting a new Mercedes. Notably, both are redesigned for 2026 and come in both gas-powered and fully electric versions. These new EVs represent the latest in electric technology and are significantly less expensive than other luxury EVs. But which one should you choose? Edmunds’ auto experts compared them to find out.

Space and comfort...The choice is clear if interior space is a priority. The ES is not only larger than the CLA; it’s also longer and taller than relatively big electric sedans like the BMW i5 and Lucid Air. That space allows for a massive amount of rear legroom. You can even get reclining rear seats with adjustable footrests if you want. The ES also has a larger trunk.

You’ll also prefer the ES if you want a cushy ride. It glides more smoothly over bumps and ruts in the road than the CLA does. Edmunds drivers found the CLA’s front seats to be a little more comfortable than those in the ES, but overall the ES is the literal and figurative big winner here>>>Winner: Lexus ES

Range and charging...The CLA 250+, which has a single electric motor, gets an EPA-estimated 374 miles of range on a single charge. It traveled a whopping 434 miles in its Edmunds’ real-world testing. The dual-motor all-wheel-drive CLA 350 has an EPA-estimated range of 312 miles, and it went an outstanding 385 miles in Edmunds’ testing.

The Lexus ES is also available in two models of differing performance and range. The single-motor ES 350e gets an EPA-estimated range of up to 307 miles. The dual-motor all-wheel-drive ES 500e has an estimated range of up to 276 miles. Edmunds’ testing of an ES 350e basically matched its EPA estimates.

Charging is a similar situation. DC fast-charging capability for the Lexus tops out at 150 kW, whereas the CLA can accept twice as much power as long as you’re connected to an appropriate fast-charging station. In Edmunds’ testing, the ES needed 13 minutes to add 100 miles of range, while the CLA needed just seven minutes>>>Winner: Mercedes CLA

Performance and driving...While the Mercedes’ compact dimensions and sportier tuning hurt it in the space and comfort category above, they become a benefit here. The ES is pleasant to drive and composed around turns, but the CLA is far more engaging and feels more like a sport sedan.

The 221-horsepower ES 350e is also slow by electric sedan standards. In Edmunds’ testing, it needed 7.6 seconds to get from zero to 60 mph. The ES 500e is more powerful, but you’ll still like the CLA more if you want quick acceleration. Edmunds tested the CLA 350 and found that it could get 60 mph in just 4.5 seconds>>>Winner: Mercedes CLA

In-car technology...While our results thus far have been quite clear, this category is more likely to come down to personal preference. At first glance, the Mercedes may seem to have a landslide advantage. The entire dashboard is basically one gigantic screen housing. The touchscreen graphics are beautiful and responses are lightning quick.

It can certainly be overwhelming, though — both from a usability and visual standpoint. Those who are less technically inclined may prefer the relative simplicity provided by the ES, which, to be fair, features the latest Lexus infotainment system. It’s not as flashy as the Mercedes setup, but it’s also easy to use and hard to fault>>>Winner: Mercedes CLA

Price and value...The Lexus ES and Mercedes CLA are very similarly priced — even their more powerful dual-motor versions align. By electric luxury vehicle standards, they’re surprisingly affordable. The electric 2026 Lexus ES 350e starts at $48,895, including destination fees, while the electric 2027 CLA starts at $49,400.

Ultimately, it comes down to where you see the most value. The ES is much bigger and comes with a few more standard features, such as ventilated seats and a wireless phone charger. For most shoppers, that probably means the ES is the better value. Still, the CLA has superior electric vehicle specs, and not just in comparison to the ES. Its tech, styling and driving experience are pretty compelling too>>>Winner: Lexus ES

Edmunds says...Both of these electric luxury sedans received high ratings from Edmunds, but it’s the Mercedes that ultimately comes out on top with an Excellent score versus the Lexus’ Very Good. The overwhelming strength of its range, charging, and driving experience scores ultimately tipped the scales.

© 2026 The Associated Press. 

AUTONEWS

All-season tires save money, but only if you avoid this common mistake

All-season tires are becoming an increasingly popular choice among drivers because they don't need to be changed twice a year. However, that doesn't mean they don't require maintenance. On the contrary, regular inspection and proper care are key to preventing premature wear and preserving their performance.

Selecting suitable tires for your vehicle becomes challenging when you live in a region where seasonal transitions occur without reaching temperatures requiring seasonal tire exchanges. The back-and-forth routine seems unnecessary, so you wonder about alternative solutions. All-season tires represent a practical solution because they have been specifically designed for various weather types. The question remains whether all-season tires would be the most suitable option for your situation. We will examine seasonal tires, beginning with their features and ending with explaining their intended applications and relevant governing rules.

When you need a dependable vehicle for regular driving or plan to embark on a road journey, all-season tires should be considered. Your vehicle needs appropriate tires regardless of your choice of driving conditions. Europcar’s vehicle rental options provide customers with various seasonal vehicles that deliver safe driving experiences.

What exactly are all-season tires? All-season tires function as the multi-purpose tool equivalent for tire use. The tire attributes from summer and winter models blended in all-season types deliver constant, reliable performance throughout the year. During cold weather, the rubber compound maintains enough flexibility for proper grip but retains strength for hot summer driving conditions. The specific tread pattern design works well in water dispersion, which leads to enhanced stability during wet conditions as well as limited contact in light snow situations.

These tires have a drawback because their versatility prevents them from adapting to seasonal characteristics. The tread depth of winter tires goes deeper than that of all-season tires to grab snowy and icy surfaces, and their rubber substance stays flexible for snow and ice. However, all-season tires have reduced effectiveness in freezing conditions. All-season tires lose their durability more quickly during hot summer temperatures because they lack the same resistance levels as summer tires.

The M+S (Mud and Snow) marking on specific tire models indicates their ability to perform well in light winter conditions. The Three-Peak Mountain Snowflake (3PMSF) symbol on tires ensures real winter performance standards because it signifies strict compliance with winter performance standards.

When do all-season tires make sense? Every road and driver presents different characteristics. All-season tires become the best choice for people who reside in areas with mild winters and moderate summer conditions and dislike frequent tire exchanges. These tires function optimally under conditions of minimal snowfall and temperatures above freezing and mostly clear roads.

Winter tires maintain adequate traction on icy surfaces and light snow-covered roads yet dedicated winter tires should be preferred by those who need to drive on dangerous icy roads or steep mountain pass conditions. During the summer season all-season tires deliver safe handling and braking performance yet their lifespan gets reduced when exposed to intense high-temperature conditions than dedicated summer tires made for hot weather.

The all-season tire stands as a practical choice for urban drivers because it needs minimal care. The tire type gives reliable performance all year round so people who avoid seasonal tire swapping will find them useful. Calculating between season-specific tires and all-weather alternatives should begin with analyzing how often you need to tackle challenging driving situations since specific tires provide optimal performance in extreme weather conditions and demanding road conditions.

Car clubs and tire manufacturers emphasize that drivers must not neglect one key rule: regular tire rotation between the front and rear axles.

Why is tire rotation mandatory? The reason lies in the uneven distribution of load on the vehicle's axles. In front-wheel drive cars - which are the most common on our roads - the front tires bear the heaviest load; they are responsible for steering and braking, and transfer engine power to the ground. Accordingly, they wear out much faster than the rear tires. If tires are left in the same positions for years, the difference in the degree of wear becomes drastic, which directly threatens driving safety, reports Fenix ​​​​Magazine.

The German automobile club ADAC recommends rotating all-season tires after approximately 10,000 to 15,000 kilometers. Drivers who frequently drive short distances or in urban conditions, or those who drive heavy vehicles (such as electric cars), should check and rotate their tires even more frequently.

The exact way to rotate tires depends on their construction:

* Directional tires: As a rule, they are rotated only on the same side of the vehicle (front right moves to rear right and vice versa).

* Asymmetric tires: Other rotation patterns are possible with these, but the specific instructions of the tire or vehicle manufacturer must always be followed.

Where should the new tires go - front or rear? If you are only changing two tires and not all four, experts and ADAC offer clear, unanimous advice: new tires should always be mounted on the rear axle. Older tires – provided they still have sufficient tread depth – are moved to the front axle.

This practice helps maintain vehicle stability. The rear axle is crucial for the car’s stability when cornering and during sudden maneuvers. Tires with deeper treads on the rear wheels provide significantly better lateral grip on wet roads, drastically reducing the risk of dangerous skidding and loss of control of the vehicle.

Check tire pressure and tread depth: once a month...Regardless of tire rotation, checking tire pressure should become a monthly habit for every driver, especially before long trips. Inadequate pressure not only accelerates tire wear and leads to uneven wear, but also directly affects the extension of braking distances, as well as increased fuel consumption.

Also, the tread depth should be measured regularly. Although the legal minimum in most European countries is 1.6 millimeters, experts recommend replacing all-season tires – especially before the winter months – well before reaching that limit. As tires wear, their grip on wet roads and snow decreases drastically, so it is safer to invest in a new set in good time.

Photo: ADAC

TRIUMPH

Triumph Speed Twin 1200cc TFC

Triumph is launching another factory-customized model: the Speed​​Twin 1200 TFC, limited to 750 units worldwide.

Triumph Motorcycles has unveiled the new Speed ​​Twin 1200 TFC for 2027, the fifth creation in the prestigious Triumph Factory Custom (TFC) line. Produced in a limited run of just 750 units worldwide, this version represents the pinnacle of the British brand's official customization, combining exclusive finishes, racing-grade components, and refined chassis dynamics based on the acclaimed Speed ​​Twin 1200 RS.

The TFC badge identifies the most exclusive models Triumph has ever produced. Each unit is individually numbered, comes with a signed certificate of authenticity, and boasts a level of attention to detail far superior to the rest of the lineup. For the new Speed ​​Twin 1200 TFC, the brand opted for an exclusive Obsidian Gold livery, complemented by various carbon fiber components, gloss black accents, machined bar-end mirrors, a gold chain, and titanium Akrapovič silencers with carbon fiber end caps.

The riding position has also been revised to deliver a sportier experience. Clip-on handlebars, rear-set footpegs, and a machined aluminum top yoke shift the ergonomics closer to those of café racer-inspired motorcycles, strengthening the connection between rider and machine without sacrificing the comfort characteristic of the Speed ​​Twin family.

In terms of chassis and suspension, Triumph has equipped this special edition exclusively with high-performance components. Suspension duties are handled entirely by Öhlins, featuring a fully adjustable 43mm inverted front fork and twin rear shocks that are fully adjustable for preload, compression, and rebound. Braking is provided by radial-mount Brembo Stylema calipers actuated by an adjustable Brembo MCS radial master cylinder, while Metzeler Racetec RR K3 tires promise high levels of grip for both road riding and spirited performance riding.

First, it should be explained that TFC stands for Triumph Factory Custom series. It can be compared to Harley-Davidson CVO models or other limited editions from well-known manufacturers. All TFC models share hand-painted design elements and special gold accents, as well as the use of high-quality materials such as carbon fiber.

The Triumph Speed ​​​​​​Twin 1200 is a special edition retro-naked bike with clip-on sports handlebars with two tubes, carbon fiber components and a new exhaust. After the Rocket, two Bobbers and the Thruxton, the Speed ​​​​​​Twin 1200 is the fifth TFC model from the British manufacturer. The new Triumph Factory Custom is based on the current production model Triumph Speed​​​​Twin 1200 RS (105 hp, 112 Nm), which is currently available for 16,595 euros.

The TFC, with the same performance as the 1.2-liter 2-cylinder model, costs almost 21,000 euros. What do you get for the 4.5 thousand euros difference in price? Visually, one of the main features of the new Triumph Speed ​​​​​​Twin 1200 TFC is the two Akrapovič silencers with titanium housings, elements that cost just under 1,100 euros. Officially, the exhaust system should not increase the Triumph's power, but Akrapovič mentions a gain of 1.8 hp and 3.31 Nm. In addition, the weight has been reduced by 1.1 kg. Only upon closer inspection does the new Triumph Speed ​​​​​​Twin TFC fork become noticeable: Öhlins instead of Marzocchi, with a diameter of 43 mm and a stroke of 120 mm, it costs at least 2,700 euros on the aftermarket. The rest of the package includes a conversion from the classic tubular to a clip-on handlebar with two separate tubes and numbered triple clamps. The turn signal has also been changed – also available from Triumph Factory Accessories.

Special TFC parts, such as the triple clamp and carbon fibre components (such as the front mudguard or side covers), are not available for purchase separately. The positive effect of the silencer and several parts made of carbon fibre: ready to ride, the Triumph Speed ​​​​Twin TFC weighs 214 kilograms, which is 2 kilograms less than the standard RS.

by: Autonews and Mundoquatrorodas

AUTONEWS

2 million cars with anti-theft systems installed by dealers are at higher risk of theft

At least 2.2 million cars on the road today are vulnerable to an attack that allows thieves to lock and unlock doors and immobilize vehicle engines remotely via a Bluetooth connection, computer scientists at the University of California San Diego have found.

Attackers can get access to cars from as far as five yards away. Most of the vulnerable vehicles were bought at Honda, Toyota, Mazda, Ford, and Jeep dealerships in Southern California from 2017 to today. But because these vehicles are resold on the second-hand market, several hundred thousand vulnerable vehicles can also be found throughout the United States, Canada and even as far as Japan. Many vulnerable cars display a sticker with the word “KARR” or “SWDS” on the driver’s-side window.

The vulnerability is due to a device controlled via a smartphone app that is typically installed by dealerships to manage vehicle inventory and prevent theft. The device, installed underneath the bottom of the dashboard on the driver’s side, connects vehicle and app via Bluetooth. The app makes the device perform functions similar to a key fob: lock and unlock doors as well as honk a horn and flash headlights as a warning. In addition, the device can prevent the car from starting as long as the car isn’t already running.

All KARR-SWDS devices rely on the same secure key – meaning that once the researchers cracked that key, they had access to all the cars equipped with these devices. It’s a bit like setting all passwords for a line of devices to 1234 and making it impossible to change the password.

When a dealership sells a vehicle, they market the device and app as a paid upgrade – an anti-theft tool as well as a tool to control the car via an app. Even if the buyer declines the upgrade, the device remains active, still leaving the vehicle vulnerable to an attacker in certain situations.

The company manufacturing these devices, Acrisure, released a patch to fix the vulnerability on July 20, 2026. The fix requires downloading an app. “Many car owners don’t even know that their vehicle is vulnerable. So we wanted to make sure they were aware by publishing this study,” said Aaron Schulman, a professor in the UC San Diego Department of Computer Science and Engineering, and one of the study’s senior authors.

The vulnerability could allow thieves to steal cars more easily. “Instead of smashing a window to get access to a vehicle, thieves could simply connect remotely via Bluetooth to the device inside the vehicle, and make it unlock car doors,” said Jerry Yu, who earned a master's in computer science at UC San Diego and the paper’s co-first author. Once the car is unlocked, attackers can use a variety of tools available to locksmiths to then start the car and drive away.

The researchers, led by Schulman, will detail how they discovered the vulnerability and reverse-engineered it at the DEF CON conference Aug. 9 in Las Vegas and the USENIX Security conference Aug. 12 in Baltimore, Md.

In the study, researchers identified at least 1.4 million vulnerable vehicles, but further analysis by the UC San Diego researchers increased that number to an estimated 2.2 million – at least.

Different levels of vulnerability...In addition to Acrisure, Rockledge, a car security and insurance company, makes similar devices. The researchers found these devices may also be vulnerable, but are more difficult to attack. An attacker would need to be there when a driver uses these systems to intercept and record their digital interactions, and then play those interactions back to get access to the user’s vehicle. Researchers were unable however to validate these findings with Rockledge as the company had not yet responded to the researchers’ disclosure as of this writing.

The research team is careful not to disclose the details of how they reverse-engineered the systems so their work can’t be replicated by thieves. Researchers also disclosed the vulnerabilities to all relevant manufacturers and vendors as well as to the National Highway Traffic Safety Administration.

How to fix the vulnerability?...“Removing the devices is not trivial. You have to open up the dashboard and cut and reconnect the wires that are deeply intertwined with the car’s computers and ignition system,” said Yibo Wei, who is also a computer science Ph.D. student  in Schulman’s group at UC San Diego and the paper’s co-first author.

To fix the vulnerability non-invasively, the device firmware – the software that controls the hardware – needs to be updated. On July 20, KARR-SWDS maker Acrisure announced that it has released a firmware update to fix the issue. The update needs to be made by the vehicle owner via the KARR app. For more information visit www.KARRsecurity.com

But to truly make sure similar vulnerabilities do not occur in the future, researchers suggest that physical interaction – like pressing a button inside a car – be required when a new smartphone connects with these Bluetooth-based security systems.

How did the researchers discover the vulnerability? It all started in 2018 when researchers led by former UC San Diego computer science Ph.D. student Nishant Bhaskar found Bluetooth fingerprints they didn’t recognize while hunting for devices called credit card skimmers, which criminals install in gas pumps to steal consumer credit and debit card data.

After a fair bit of research, they were able to connect the Bluetooth fingerprints to the devices manufactured by Acrisure and Rockledge. They then set out to test whether the devices were secure, as part of a broader research effort to understand cybersecurity in Bluetooth devices.

Researchers also found that public databases store location information about vehicles equipped with these devices. This in turn, would allow attackers to track specific vehicles they want to break into.

University of California San Diego/Jacobs School of Engineering

DS

Test DS No.7

DS N°7 carries forward and modernises the winning formula of DS 7: a positioning at the heart of the premium compact SUV segment with features worthy of the class above — from comfort and interior space to boot capacity — all while maintaining dimensions perfectly suited to everyday use. Its 1.90 m width and height of 1.63 m remain unchanged while its length, increased to 4.66 m, follows the market trend by increasing slightly. This total difference of 7 cm compared to its predecessor essentially corresponds to a 5 cm extension in the wheelbase, which hits 2.79 m, benefiting the car’s architecture and passenger space.

The balanced proportions of DS N°7 give it an elegant and dynamic silhouette. The waistline, which visually extends the windows towards the rear wing, emphasizes the sense of power suggested by the shoulder line beneath the gloss‑black quarter panel. The wheel diameter now reaches 740 mm, further enhancing its visual impact with wheels up to 21 inches.

DS N°7 is the result of a subtle balance between aerodynamic efficiency and interior space optimisation. Inspired by the DS AERO SPORT LOUNGE concept, the elegant curvature of its roof, which is extended by a spoiler on top of the tailgate, allows for a 0.26 Cx while providing comfortable headroom for rear passengers. As in DS 7, and despite the installation of a battery under the floor of the electric versions, the occupants benefit from generous legroom and excellent visibility to the outside thanks to the large glass area. Compared to DS 7, the rear doors are extended to increase the surface area of the side windows by 30% and the optional panoramic roof is enlarged by 40%.

DS N°7 consolidates one of the major strengths of DS 7: a generous boot adapted to all the uses of a versatile SUV. It provides up to 560 litres depending on the powertrain and audio equipment (500 litres in the minimum AWD configuration with subwoofer). Its interior layout, with its conventional geometry, instantly simplifies understanding the available space. As standard, DS N°7 is equipped with a two-position boot floor to obtain a flat surface when the rear bench’s 40/20/40 backrests are folded down. Even with the floor in the low position, the mode 3 cable supplied with the E-TENSE 100% electric versions still has its place under the load area to free up space for luggage. Despite the roof’s streamlined curvature, DS Automobiles’ engineers were able to maintain the load height and DS 7’s width between the wheel arches by moving the tailgate’s hinges forwards, thereby maintaining ease of use on a daily basis.

DS N°7, record range and efficiency...DS N°7 E-TENSE, 100% electric, has a record range for a compact SUV with up to 740 km on the WLTP combined cycle for the FWD LONG RANGE version. This range is based on a 97.2 kWh battery made in France and a comprehensive approach to efficiency. The exceptionally careful aerodynamics, embodied by a 0.26 Cx and an SCx of 0.69, allow you to travel up to 450 km on the motorway at legal speeds (i.e. an average speed of 120 km/h). With DS N°7 E‑TENSE, the driver stops when they choose to, not anymore when the technology dictates it.

Equipped with the same battery and all-wheel drive, the E-TENSE AWD LONG RANGE version claims a range of up to 679 km on the WLTP combined cycle. The electric offering is completed by the E-TENSE FWD version equipped with a 73.7 kWh battery providing up to 543 km of range on the WLTP combined cycle.

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