AUTONEWS

Material composition of cars mapped to assess resource impact

A passenger car contains far more materials than its weight alone would suggest. Beyond the steel and aluminum are small amounts of gold, palladium and molybdenum—elements that can become highly significant when resource scarcity is assessed. In his doctoral thesis, Felipe B. Oliveira mapped the material composition of cars and examined why the level of detail in material data matters for what a life cycle assessment can tell us.

"Felipe's work is truly unique. Thanks to the collaboration between Volvo Cars and Chalmers, he has been able to conduct life cycle assessments at a level of detail that was previously impossible. This gives us a new understanding of the complexity and environmental performance of cars that goes far beyond exhaust emissions and electrification, taking into account all material choices and laying the groundwork for the industry to address future challenges related to resource use and the circular economy," says Björn Sandén, examiner and professor of innovation and sustainability at the Division of Environmental Systems Analysis at Chalmers.

"What surprised me most was that a car can be highly complex from a resource perspective even though just a few materials dominate by weight. Behind all the steel and aluminum lies a kind of hidden periodic table containing more than 50 other metals and metalloids. Sometimes they are present in quantities of just a few grams or even less, yet they can still be crucial to the car's function and dominate its profile in terms of long-term resource scarcity," says Felipe B. Oliveira, who completed his doctorate at Chalmers with the thesis Inventory Resolution and the Interpretive Scope of Life Cycle Assessment—Environmental and Resource Profiles of Passenger Cars. He conducted his research as an industrial Ph.D. student at Volvo Cars and a doctoral student at the Division of Environmental Systems Analysis at Chalmers.

In the most highly equipped car included in the study, 55 different metals and metalloids were identified. Iron and aluminum together accounted for around 90% of the total mass of metals, while many of the other elements were present only in very small quantities.

These elements also serve different functions in the car. Copper is found in more than 700 components, mainly in wiring, while molybdenum, niobium and vanadium are used as alloying elements in high-strength steels. Even a few grams of gold can have a significant impact when the car's contribution to long-term resource scarcity is calculated.

Your research shows that the level of detail in material data affects what a life cycle assessment can tell us. Why does this matter, and what do we risk overlooking when we use less detailed data?

"A life cycle assessment can only capture what is represented in its data. If, for example, materials are grouped into broad categories, you can still get a reasonable picture of impacts such as climate change, but it is easy to lose sight of the small amounts of gold, molybdenum, palladium and other elements that are important from a resource perspective. The result is not simply less precise; the analysis also has a narrower scope. The level of detail determines not only how accurate the results are, but also which questions the analysis can answer."

Oliveira also compared the material-related environmental and resource profiles of cars from the 2012, 2016, 2020 and 2024 model years. Over this period, the weight of the parts of the car included in the study increased by around 20%, while the climate impact from material production increased by around 42%. One important reason was the increased use of aluminum.

At the same time, long-term resource scarcity changed considerably less. Behind the overall figure, however, there were substantial shifts in which materials accounted for the impact.

How do you interpret this development, and what do you think is the most important lesson to take from it?

"It shows that the picture becomes more nuanced when we consider several perspectives at the same time. We found that the climate impact from material production increased significantly, partly because of the increased use of aluminum. At the same time, long-term resource scarcity changed considerably less, although the materials dominating the impact shifted over time. The most important lesson is that different sustainability challenges do not always follow the same trajectory. If we want to understand the consequences of future material choices, we therefore need to analyze both environmental and resource aspects rather than relying on a single indicator."

You conducted your research both at Chalmers and within Volvo Cars. What did that combination make possible—and how can the results be applied in practice in the automotive industry?

"At Environmental Systems Analysis, I was able to develop and critically evaluate the method, while the industry collaboration gave us access to specific material data from real vehicles. That access was crucial. Without such data, it would not have been possible to move from general assumptions about a typical car to analyzing how actual material choices and their environmental and resource implications change between vehicle generations. The results can provide the automotive industry with a better basis for prioritizing measures in areas such as design, material selection, recycling and supply chains."

Detailed lifecycle assessments (LCAs) mapping passenger car material composition identify up to 55 different metals, metalloids, and minor elements that dictate a vehicle's long-term resource scarcity profile

Key material breakdown:

-Mass dominance: Iron and aluminum account for roughly 90% of a car's total metal mass

-Bulk vs. minor elements: While bulk materials control general metrics like climate impact, minor and trace elements—such as copper (wiring across 700+ components), gold, molybdenum, niobium, vanadium, and rare earths—dominate long-term resource depletion metrics

-Evolution over time: Studies tracking car models (e.g., from 2012 to 2024) show that overall vehicle weight increased by about 20% and material-production climate impact rose by 42%, heavily driven by increased aluminum adoption, while long-term resource scarcity shifted considerably among minor alloying and electronic elements

An extensive research initiative has successfully mapped the detailed material composition of passenger cars across generations, providing a powerful foundation for evaluating their long-term environmental and resource scarcity impacts. Spearheaded by researcher Felipe B. Oliveira in collaboration with Chalmers University of Technology and Volvo Cars, the study highlights that while the shift toward alternative materials like aluminum drastically increases short-term manufacturing carbon footprints, the trajectory of long-term resource depletion behaves entirely differently

Key findings of the resource mapping study:

The research shifts the focus from broad assumptions about a "typical car" to precise, data-backed models utilizing real vehicle specifications across product generations

The Aluminum Paradox: Increasing aluminum usage to achieve lightweight designs has significantly escalated the immediate climate impact of material production

Diverging Sustainability Metrics: Long-term resource scarcity has changed much less than climate impact over time, though the specific materials driving that scarcity have fundamentally shifted. The study highlights that individual environmental challenges do not follow the same trajectory

The "Micro-Material" Threat: Highly critical raw materials are often embedded within automotive electronics in quantities of just a few grams or less. Despite their minute volume, they dominate the vehicle’s long-term profile regarding resource depletion and scarcity

Shifts in modern automotive compositions...The broader scientific landscape corroborates this shift, treating modern vehicles as "road mines" due to the volume and variety of their elements

Drivetrain / Component	Material Count & Mass	Core Scarcity Drivers
Conventional (ICEV)	~50 distinct metals; 800 kg total metal content	Rise of minor alloying elements, copper, and actuators.
Battery Electric (BEV)	~50 distinct metals; 1,200 kg total metal content	Driven heavily by lithium-ion battery packs, power modules, and electric drives.
EV Powertrains	Concentrated exergy	Critical reliance on nickel, manganese, cobalt, lithium, and graphite.

Industry application and circular economy...By bridging top-down and bottom-up fleet datasets (such as the harmonized European Passenger Car Fleet Dataset (1980–2050)), the automotive industry can utilize these indicators to steer proactive ecodesign, supply chain mitigation, and targeted recycling strategies

For instance, optimizing battery chemistry has already successfully reduced the "thermodynamic rarity" value of EV battery modules from 275 to 100 Gigajoules primarily by substituting or minimizing cobalt. Experts suggest that alongside recycling, upstream design interventions—like downsizing car batteries, reducing variations in steel alloys, and deploying high-purity recycled aluminum—remain the most effective ways to lower cumulative material demand before vehicles ever hit the assembly line

Chalmers University---Division of Environmental Systems Analysis at Chalmers

AUTONEWS

Which all-season tires are the best? A test of 16 models reveals significant differences

All-season tires are an increasingly popular choice among drivers, as they allow for year-round driving without the need for seasonal tire changes. However, not all models are equally good, and the latest test has revealed significant differences between them.

Out of the 16 all-season tire models tested, only one received the highest rating and a recommendation, while fully half were rated as only partially recommended or not recommended at all, reports * Autonews*.

The Croatian Automobile Club (HAK) and its partner automobile clubs tested 16 all-season tire models in the 185/65 R15 size, commonly used on many small city cars. The tires had to demonstrate their performance under various conditions—on dry and wet asphalt, as well as in winter conditions.

The results also brought a few surprises.

Continental takes the top spot...The Continental AllSeasonContact 2 received the best rating, being the only model to earn the "highly recommended" label. The test showed that this model offers precision and safety on dry and wet roads, as well as in winter conditions. Additionally, the tire is wear-resistant and contributes to low fuel consumption.

Following close behind were the Pirelli Cinturato All Season SF 3 and Michelin CrossClimate 2; both were rated as "recommended" but missed out on the top rating by a mere 0.1 points.

Testers noted slightly weaker performance in winter conditions for the Pirelli tire, while the Michelin model showed minor shortcomings on wet roads. It is also interesting to note that Michelin does not yet offer its latest CrossClimate 3 in this size; instead, the previous CrossClimate 2 model was used for the test.

Five other models received a recommendation: Vredestein Quatrac, Hankook Kinergy 4S 2, Goodyear Vector 4Seasons Gen-3, Nokian Tyres Seasonproof 2, and GT Radial ClimateActive.

Half of the tested tires do not warrant an unqualified recommendation... A much more significant finding appears at the bottom of the table. As many as eight of the 16 tested models received one of the two lowest ratings—"partially recommended" or "not recommended."

These include well-known names like Dunlop and Bridgestone, demonstrating that a famous manufacturer is not, in itself, a guarantee that every one of its models will perform well in a specific test.

The Dunlop All Season 2 was rated as "partially recommended." Its strengths include good performance in winter conditions and wear resistance, but testers identified shortcomings on both dry and wet roads.

The Bridgestone Weather Control A005-Evo fared even worse, receiving a "not recommended" rating. Although it performed well on wet surfaces and offered good projected mileage, it showed serious flaws on dry roads and, particularly, in winter conditions.

The worst-performing tires struggled most in winter...At the very bottom of the rankings were the Norauto 4 Seasons 2, Bridgestone Weather Control A005-Evo, Mastersteel All Weather 2, Roadhog RGAS02, and Tomason Allseason. All five models were rated "not recommended."

A common issue among most of these tires was their performance in winter conditions. Some models exhibited shortcomings on both dry and wet roads, while others offered only satisfactory projected mileage.

Why does tire size matter? Test results must be viewed in the context of the specific size. The tires tested were 185/65 R15, yet some premium tire manufacturers do not offer their latest models in this size at all.

This is particularly relevant for Bridgestone. The Weather Control A005-Evo model, which ranked near the bottom in this test, is not the same as the newer Bridgestone Turanza All Season 6; the latter is produced in larger sizes and achieves better test results.

Therefore, the results of a single test cannot automatically be applied to all sizes and models from the same manufacturer.

Nevertheless, the test highlights a crucial point for buyers: an all-season tire is not necessarily a good compromise simply because it bears a well-known brand name. Differences between models can be significant, especially regarding performance on wet roads and in winter conditions.

For drivers specifically looking for 185/65 R15 tires, this test identified the Continental AllSeasonContact 2 as the best choice, while the results for other models demonstrate the importance of evaluating the specific model rather than just the brand before making a purchase.

Top all-season tires by category, test verified by Autonews:

-Best Overall / All-Weather: Michelin CrossClimate 2 — Features a unique V-shaped tread pattern and the Three-Peak Mountain Snowflake (3PMSF) symbol for reliable winter capability without sacrificing dry or wet braking

-Best for Longevity: Michelin Defender 2 — Backed by a massive 80,000-mile treadwear warranty, making it ideal for high-mileage commuters

-Best for Wet & Winter Weather: Goodyear Assurance WeatherReady 2 — Exceptional resistance to hydroplaning and strong performance in rain and deep snow

-Best for Quiet Comfort: Bridgestone Turanza QuietTrack — Engineered specifically to reduce road noise and deliver a smooth, premium highway ride

-Best Performance / Handling: Continental ExtremeContact DWS06 Plus or Pirelli Cinturato All Season SF3 — Excellent choice for sports cars and performance sedans needing sharper steering and wet grip

 

FIAT

Fiat TRIS: the brand's first fully electric three-wheeled vehicle

Alongside its van lineup, Stellantis Pro One also presents the Fiat TRIS—the brand's first fully electric three-wheeled vehicle—designed to meet the growing demand for sustainable, affordable, and efficient last-mile mobility solutions.

The TRIS was designed as a practical response to the mobility needs of small businesses, entrepreneurs, and urban delivery operators. Combining compact dimensions, low operating costs, and fully electric mobility, it represents a new approach to professional micromobility while fostering economic inclusion and access to business opportunities.

The three-wheeler made its world debut just under a year ago in Morocco—where it is manufactured and starts at 48,000 Moroccan dirhams. Now, with its arrival in Europe, the possibility arises that Fiat might offer it in other emerging markets, such as Brazil. "We are launching an all-electric product with a 90-kilometer range on a single charge and a 500-kilogram load capacity, meeting the needs of the hundreds of thousands of people currently working in app-based delivery in Europe," notes Laforge.

Since the unveiling of the TRIS Pick-Up for European markets at the Brussels Motor Show last January, Fiat Professional has continued to demonstrate its commitment to expanding professional micromobility solutions. Throughout the year, the lineup has evolved with the introduction of the Cargo Box version—set to be sold in Europe—and the Dolcevita concept version, further showcasing the platform's versatility and adaptability to diverse customer needs.

Today in Hanover, the TRIS reaches another key milestone with the debut of a new version equipped with doors—a development directly inspired by customer feedback. This new configuration enhances weather protection, improves cargo security, and contributes to greater driver safety and comfort, further reinforcing Fiat Professional’s customer-centric approach.

The TRIS is available in various modular configurations—including Pick-Up, Cargo, Chassis-Cab, and Platform versions—allowing customers to tailor the vehicle to a wide range of professional applications. Despite its compact dimensions, it offers a payload capacity of up to 540 kg in Middle East and Africa (MEA) markets and space for two Euro-pallets; the upcoming European version is expected to offer a payload of up to 430 kg, a figure still subject to the homologation process. Powered by a 6.9 kWh battery, the TRIS offers a range of up to 90 km and can be charged via any standard 220V household outlet, delivering an extremely low total cost of ownership (TCO) thanks to its efficiency, affordability, and simplified maintenance requirements. With a turning radius of just 3.05 m, it is ideal for navigating dense urban environments where agility and accessibility are key.

More than just a vehicle, the TRIS embodies FIAT Professional’s vision of accessible electric mobility: a simple, robust, and versatile work tool designed to help professionals expand their operations while supporting the transition to more sustainable urban transport.

At the IAA Transportation 2026 trade fair, held in Hanover from September 14 to 20, Fiat Professional is showcasing TRIS—an all-electric, three-wheeled vehicle designed to meet the growing demand for sustainable, affordable, and efficient mobility solutions.

TRIS was conceived as a practical response to the mobility needs of small businesses, entrepreneurs, and urban delivery services. By combining compact dimensions, low operating costs, and an all-electric powertrain, the vehicle represents a new approach to professional micromobility while fostering economic inclusion and access to business opportunities.

Designed at the Italian Centro Stile studio, the TRIS brings Fiat’s approach to urban mobility into the world of professional transport: it is compact, electric, affordable, and designed to meet everyday needs. It extends the vision that has long made Fiat a key player in urban mobility, now applying that same focus on simplicity and accessibility to the goods transport sector.

Unveiled in Hanover in "Cargo Box" (with doors) and "Pick-up" (without doors) configurations, the TRIS is designed for small businesses and professionals operating in increasingly congested urban environments.

Its compact dimensions—a length of 3.17 meters and a turning radius of just 3.05 meters—make it particularly well-suited for narrow streets and city centers.

It offers a homologated range of 90 km and a payload capacity of 430 kg for the European market (subject to homologation and depending on the configuration). The "Cargo Box" version can accommodate two Euro-pallets, demonstrating how highly compact dimensions can be combined with genuine professional capabilities.

It is, therefore, a vehicle designed for urban environments and short-distance transport tasks—such as deliveries—promising to combine compact dimensions with low operating costs through a 100% electric powertrain.

It features a 6.9 kWh battery, providing a range of up to 90 km. Its turning radius is just 3.05 meters. Unlike the Tris Pick-up unveiled earlier in the year, this version of the Tris features doors, offering better protection against the elements.

Thanks to various modular configurations, the Tris is available in Pick-Up, Cargo, Chassis-Cab, and Platform versions. The European model is expected to be certified for a payload of up to 430 kg, though FIAT notes that this figure is subject to the final homologation process.

At first glance, the FIAT Tris might remind observers of the classic Piaggio Ape—another enclosed three-wheeler with a covered cargo area and room for only one person: the driver. However, it boasts a distinctly modern design.

FIAT’s announcement did not specify pricing or a market launch date for the new three-wheeler.

 

Autonews

 

CREATION AUTOSPORTIF

Creation CA07: the British race car from Creation Autosportif and KW Motorsport

After transforming the old Reynard/DBA 03S into the competitive CA06/H, the small Creation Autosportif team decided to take an even more ambitious step. For the 2007 season, the British manufacturer commissioned engineer Kieron Salter—through KWM Motorsport—to design an entirely new prototype for the LMP1 category. Thus, the Creation CA07 was born; it was the first car developed entirely in-house by Creation and represented their most sophisticated racing project to date. New technical regulations demanded a different design approach, and the CA07 was created from scratch specifically for the Le Mans Series and the 24 Hours of Le Mans.

Its architecture followed the classic formula for endurance prototypes of that era: a carbon-fiber and aluminum composite monocoque, open-cockpit bodywork, a mid-longitudinal engine, and rear-wheel drive. The independent suspension featured double wishbones on all four corners, with pushrod-actuated springs and dampers, while braking was handled by ventilated carbon-ceramic discs. A Ricardo 6-speed sequential transmission rounded out a package engineered to combine low weight, aerodynamic efficiency, and mechanical durability for long-distance endurance races.

For its debut, Creation selected the well-known Judd GV5.5 engine: a naturally aspirated 5,496 cc V10 featuring an aluminum block and cylinder heads, dual overhead cams, and four valves per cylinder. Mounted longitudinally behind the driver, the engine produced approximately 650 hp at 7,000 rpm and 657 Nm of torque at 6,500 rpm, while weighing just around 121 kg. With the complete CA07 weighing in at approximately 925 kg, the power-to-weight ratio reached an impressive 0.70 hp/kg. The first unit, identified as CA07-001, was completed just days before the 2007 24 Hours of Le Mans. Its speed was evident as early as the official test in June: driven by Jamie Campbell-Walter, Shinji Nakano, and Filipe Ortiz, the prototype posted the ninth-fastest overall time. In qualifying for the race, it again secured ninth place with a time of 3:36.279, making it the fourth-fastest car among the gasoline-powered prototypes. For a small privateer team that had just finished building its first all-new car, the result was extraordinary.

However, the debut at the 24 Hours of Le Mans did not end the same way. The #9 CA07 showed competitive pace during the race, but a combination of incidents and overheating issues ultimately forced its retirement. Even so, Creation quickly demonstrated that the new prototype had potential. At the 1,000 km of Nürburgring, the CA07 finished fifth; at Silverstone, it achieved an impressive fourth-place finish; and, to close out the Le Mans Series season, it took third place at Interlagos with Campbell-Walter, Stuart Hall, and Filipe Ortiz.

The CA07 also crossed the Atlantic in 2007. Creation entered the prototype in the final two rounds of the American Le Mans Series, including Petit Le Mans at Road Atlanta, where it finished fifth overall and second in the LMP1 class. Shortly thereafter, back in Brazil, the same CA07-001 chassis returned to the podium—this time at the Interlagos 1,000 Miles—cementing its reputation as one of the fastest privateer entries on the grid.

For 2008, the project underwent a significant evolution thanks to a partnership with the Japanese company AIM, which funded the development of a new engine derived from the Judd unit. The AIM YS5.5 retained the 5.5-liter displacement and V10 configuration but adopted a 90-degree bank angle, compared to the 72-degree angle of the original GV5.5. This new architecture allowed for a lower center of gravity and improved engine-to-chassis integration. Two new CA07 chassis were built for the season, while the original car also received the new powertrain.

The CA07’s career extended through 2009, including campaigns by customer teams. The model was fielded by Autocon Motorsports at the 2008 24 Hours of Le Mans, while AIM-powered cars continued to compete in the Le Mans Series. However, the program faced financial and technical challenges during a particularly difficult time for small independent teams, coinciding with the moment the global economic crisis began to deeply impact professional motorsport.

Despite never securing an outright victory, the Creation CA07 left a significant mark. It was designed by an independent company, built in limited numbers, and immediately pitted against prototypes backed by manufacturers and major racing organizations. In its Le Mans debut, it was the fourth-fastest gasoline-powered LMP1 in qualifying, and throughout 2007, it achieved results such as fifth place at the Nürburgring, fourth at Silverstone, second at Petit Le Mans, and third at Interlagos.

More than just a replacement for the CA06/H, the CA07 represented the pinnacle of Creation Autosportif’s journey. Its carbon monocoque, 5.5-liter Judd V10 engine, Ricardo 6-speed gearbox, and sophisticated aerodynamics demonstrated that a small British constructor was still capable of designing a world-class prototype virtually from scratch. The CA07 thus stands as the final great testament to an era when independent teams could arrive at Le Mans with their own cars and take on the giants of endurance racing—a quality that makes this understated British prototype particularly fascinating in the modern history of long-distance racing.

Autonews

WRC

Rally Chile Biobío 2026 – Solberg wins, Toyota crowned 2026 World Rally Champion

What a team, what a car, what a season! Oliver Solberg (Toyota GR Yaris Rally1) won the Rally Chile, while Toyota secured its tenth World Rally Championship title with two rounds of the season still to go.

Following his victory at the Monte Carlo Rally, Sweden's Oliver Solberg managed to hold onto his lead on the final day in Chile, claiming the third WRC win of his career. Sébastien Ogier (Toyota GR Yaris Rally1) finished just 16 seconds behind, while Adrien Fourmaux (Hyundai i20 Rally1) had to settle for the final spot on the podium.

Sami Pajari (Toyota GR Yaris Rally1) took fourth place ahead of Elfyn Evans (Toyota GR Yaris Rally1); Evans had been forced to change a wheel during a special stage yesterday, a mishap that cost him over two minutes. Nevertheless, Evans retained the championship lead, though his advantage over Sami Pajari has shrunk to 17 points with two events remaining in the season.

The battle for second place took a dramatic turn on the penultimate stage when Evans was forced to stop to change a wheel, losing over two minutes and dropping from second to fifth place.

Ogier, a nine-time world champion, won that stage—finishing 5.4 seconds ahead of Fourmaux—to move up to second place, while the Hyundai driver climbed to the final spot on the podium.

Solberg entered the final stage with a 13.3-second lead over Ogier and sealed the victory by setting the fastest time on the 'Power Stage,' beating Evans by half a second.

"It was an unbelievable weekend. We’ve had a season of ups and downs, but the team supported us and always believed in us. This was a perfect weekend," the Swede said.

Oliver Solberg fined €1,500 for removing his gloves too early...Oliver Solberg (Toyota GR Yaris Rally1) leaves Chile with a gold medal, but also something else: a €1,500 fine for an unusual infraction.

A special stage does not end simply when the car passes the "photocell" and the stage time is recorded; it concludes only when the car reaches the designated time control. The driver and co-driver must wear their full protective gear until they reach the red board marking the so-called "time control."

The Rally Chile winner and Toyota factory driver removed his gloves twice before reaching the "stop control." He did so on Friday after Special Stage 3, resulting in a €500 fine from the stewards. Toyota did not appeal the decision and acknowledged the error was the driver's fault. On Saturday, Solberg repeated the mistake after Special Stage 9. As it was a repeat offense, the stewards imposed a €1,000 fine. Toyota once again confirmed it accepted the decision.

Fortunately, these penalties will not affect the final rally standings. Solberg remains the winner of Rally Chile, having secured nearly the maximum number of points. The 24-year-old Swede leaves Chile with 34 points, putting him back in contention for the title. With two events remaining in the season, Solberg has 209 points, while championship leader Elfyn Evans (Toyota GR Yaris Rally1) has 230 points. Sami Pajari (Toyota GR Yaris Rally1) holds second place in the championship with 213 points. 

Rally Chile Biobio 2026 - Objective:

1. Oliver Solberg / Elliott Edmondson Toyota GR Yaris Rally1 2:57:08.2

2. Sebastien Ogier / Vincent Landais Toyota GR Yaris Rally1 +16.6

3. Adrien Fourmaux / Alexandre Coria Hyundai i20 N Rally1 +33.3

4. Sami Pajari / Marko Salminen Toyota GR Yaris Rally1 +1:33.9

5. Elfyn Evans / Scott Martin Toyota GR Yaris Rally1 +2:22.3

6. Esapekka Lappi / Enni Mälkönen Hyundai i20 N Rally1 +5:07.0

7. Josh McErlean / Eoin Treacy Ford Puma Rally1 +7:31.5

8. Yohan Rossel / Arnaud Dunand Lancia Ypsilon Rally2 HF Integrale +9:31.0

9. Robert Virves / Jakko Viilo Skoda Fabia RS Rally2 +10:24.0

10. Gus Greensmith / Jonas Andersson Toyota GR Yaris Rally2 +10:58.2

by Autonews

AUTONEWS

Beef fat can fuel your truck

JBS, a global giant in beef and beef-product production, has already logged over 500,000 kilometers with an extra-heavy-duty DAF truck powered by B100 (100% biodiesel) produced by its subsidiary, Biopower.

Last year, the company received millions in investments to modernize and expand its biodiesel production plants in Lins (São Paulo), Mafra (Santa Catarina), and Campo Verde (Mato Grosso); it projects a production capacity of 650 million liters of the biofuel by the end of 2026.

The fuel produced by Biopower uses animal by-products from JBS’s supply chain—such as beef tallow—and used cooking oil, among other organic materials, as feedstock.

The biodiesel is derived from the esterification reaction of these vegetable and animal fats; it undergoes purification and filtration before being sent to storage tanks. Today, plants like Biopower’s supply biodiesel to the fuel market, where 15% of the product is blended with petroleum diesel before reaching service stations.

500,000 km without failures...The DAF XF truck operated by JBS—fueled entirely by biodiesel—makes a daily run between the city of Lins (São Paulo,Brazil) and the Port of Santos, transporting export cargo such as frozen and chilled foods.

They haul container trailers over routes featuring steep inclines and declines; according to the company, they maintain high efficiency without engine failures or component wear, even when running on 100% biodiesel.

Because biodiesel is derived from vegetable and/or animal fats, it can exhibit certain characteristics that—if stored improperly—may damage vehicle engines. Its composition may include water and organic matter that settle at the bottom of the tank; when drawn into the truck's fuel system, these can cause premature component oxidation and sludge deposits capable of clogging hoses, valves, and diesel engine cavities.

Regarding JBS's biofuel operations, since the company produces the B100 itself, it employs storage practices that maintain biodiesel quality; consequently, the truck experienced no failures.

Generally, trucks running on B100 are specially prepared, undergoing modifications to fuel delivery software, hoses, and valves to handle the pure product. JBS reported that the DAF truck, which reached the 500,000-kilometer mark running on B100 without failure, underwent no such modifications.

"Biopoint" refueling station...According to the company, the B100-powered trucks are refueled at the first 100% biodiesel refueling station—dubbed a "biopoint" by the company—approved by the National Agency of Petroleum, Natural Gas and Biofuels (ANP), located in Lins, São Paulo.

The refueling station was installed at the JBS complex, which also houses a Biopower unit; the facility features two pumps and a fuel storage capacity of up to 46,000 liters.

Using biofuels like B100—produced by JBS from animal fat and used cooking oil—allows truck operations to avoid emitting approximately 90% of the carbon that a petroleum-diesel vehicle would release.

This is because biodiesel is a non-fossil, 100% renewable fuel made from raw materials that would otherwise be discarded but are instead repurposed through a circular process. Biodiesel offers the same performance and fuel consumption rates as standard diesel.

Beef tallow, a byproduct of meat processing, is finding a new purpose beyond the food industry. In Brazil, the material is already being used as a feedstock for biodiesel production, fueling trucks involved in freight transport operations.

One of the most advanced trials is being conducted by JBS, which has logged over 500,000 kilometers with an extra-heavy DAF truck fueled exclusively by B100—pure biodiesel. For about three years, the vehicle has been traveling the route between Lins, in the interior of São Paulo state, and the Port of Santos, hauling cargo for export. According to the company, the truck required no engine modifications and experienced no mechanical failures during this period.

The fuel is produced by Biopower, a JBS company dedicated to biodiesel production. In addition to beef tallow, the facility uses used cooking oil and other feedstocks to manufacture the biofuel. This initiative expands the possibilities for waste utilization and positions B100 as a viable alternative for specific fleets.

How tallow becomes fuel...Transforming the waste into biodiesel involves a series of industrial steps. The material must undergo treatment and quality control before being used to manufacture the fuel, which must meet specifications set by the National Agency of Petroleum, Natural Gas and Biofuels (ANP).

In conventional biodiesel production, oils and fats undergo a chemical reaction known as transesterification. During this stage, the triglycerides present in the feedstock react with an alcohol to form esters—which make up the biodiesel—and glycerin as a byproduct.

At Biopower, JBS has also invested in enzymatic esterification technology to boost process efficiency and allow for greater flexibility in the use of feedstocks. This method employs enzymes instead of chemical catalysts and can facilitate the use of various types of waste in production. 

Trucks are already using pure biodiesel...The case of the DAF truck is not an isolated experiment within the company's operations. Other vehicles in the JBS fleet have also switched to using exclusively B100 for various transport activities, including container hauling and the transport of live cattle.

The use of pure biodiesel does not yet represent a wholesale replacement of conventional diesel across the entire fleet. B100 usage depends on vehicle specifications, operational requirements, and the regulations governing this type of fueling.

The ANP (National Agency of Petroleum, Natural Gas and Biofuels) itself maintains specific rules for the voluntary use of biodiesel at concentrations higher than the mandatory blend. In July 2026, the agency began a regulatory review to align its rules with the changes introduced by the "Fuel of the Future" Law.

JBS invests in biodiesel production...The expansion of these trials coincides with Biopower increasing its industrial capacity. The company announced an investment of R$140 million to modernize the three plants it operates in Lins (São Paulo), Mafra (Santa Catarina), and Campo Verde (Mato Grosso).

Planned upgrades include the implementation of enzymatic esterification, with completion expected in 2026. The company projects production exceeding 650 million liters of biodiesel and stated that its facilities have a combined production capacity of over 900 million liters per year.

This strategy aligns with the growth of the Brazilian biodiesel market. ANP data shows that national production reached 9.8 billion liters in 2025, an increase of 8.7% compared to the previous year.

Law mandates increased biodiesel blending...The landscape is also shaped by the "Fuel of the Future" Law, enacted in 2024. This legislation established a gradual increase in the mandatory biodiesel blend for diesel fuel sold in the country. The schedule sets the blend at 15% starting in March 2025, rising to 16% in 2026, with annual increases of one percentage point until reaching 20% ​​in 2030. The legislation also allows the National Energy Policy Council (CNPE) to set higher percentages—up to 25%—provided technical feasibility is demonstrated.

However, this growth does not mean that the diesel sold at service stations will be replaced by B100. Most biodiesel remains earmarked for mandatory blending with fossil diesel. The use of the fuel in its pure form is primarily found in specific projects, fleets, and operations that meet regulatory requirements.

The experience with beef tallow thus reveals an additional opportunity for a byproduct that is already abundant in the meat production chain. Instead of being discarded or put to lower-value uses, a portion of this material can re-enter the production chain as fuel to power freight vehicles on Brazilian highways.

Side effects...The fuel's composition may include water and organic matter that settle at the bottom of the tank; when drawn into the truck's fuel system, these can accelerate component oxidation and lead to sludge deposits capable of clogging hoses, valves, and diesel engine cavities.

Regarding JBS's biofuel operations, the company—being the producer of the B100—employs storage practices that preserve biodiesel quality; consequently, the trucks experienced no malfunctions, the company reports.

Generally, trucks running on B100 are specially prepared for it, undergoing modifications to fuel delivery software, hoses, and valves to handle the pure product. JBS did not disclose whether it had made any such modifications to its trucks.

Beef fat can fuel a truck, but it doesn't go straight from the barbecue to the fuel tank. This waste product, known as beef tallow, undergoes a chemical industrial process called transesterification to be transformed into biodiesel (B100).

Major food industry companies, such as JBS through its subsidiary Biopower, are already using this biofuel in real-world operations. An extra-heavy truck in their fleet recently reached the 500,000-kilometer mark while running exclusively on B100 made from beef tallow and used cooking oil.

How does it work, and what are the benefits?

-No engine modifications: Testing showed that the truck covered this distance on demanding routes (such as the descent from the highlands to the Port of Santos) without requiring mechanical adjustments or showing abnormal component wear.

-Sustainability: Using this fuel reduces carbon emissions by up to 90% compared to traditional fossil diesel.

-Circular economy: Waste from meatpacking plants gains significant value and is transformed into clean energy for road transport.

Necessary precautions...Although performance is excellent, a driver cannot simply produce the fuel at home. Animal-fat biodiesel must comply with strict quality standards set by the National Agency of Petroleum, Natural Gas and Biofuels (ANP). If the fuel is not properly purified and stored, it can accumulate water and organic matter, creating sludge that clogs filters and hoses and damages the engine.

Autonews and MotorLand

AUDI

Audi RS5: Full test of the V6 hyper-wagon that beats physics

Preconceptions can be awfully sticky. Think ‘fast Audi’ and you might still think of understeer and numb steering, but a quick dive into the Autocar archive reveals that all the way back in 2006, we reported that “the [new RS4] even changes direction properly now”, and we’ve heaped plenty of praise on the handling of subsequent generations.

Nevertheless, Audi Sport’s engineers are still on a mission to prove they can produce super-saloons that are on the same level as products from BMW M and Mercedes-AMG as driver’s cars. At the launch of the new Audi RS5, its head of technical development, Steffen Bamberger, told us that “we wanted it to be an oversteering car”, to which end the newly hybridised RS5 has gained a very clever, very complicated rear differential that can send power this way and that.

On previous encounters, we’ve already found out that the new RS5 does indeed oversteer. Now to see what it’s like to live with and how it fares against the road test timing gear.

The headline feature of the new RS5 is the new torque-vectoring rear axle. If you thought we’d seen every possible way of distributing power between the left and right wheel at this point, think again, because Audi has come up with something new.

What it has effectively done is to harness the same powers of the planetary gearset as Toyota’s hybrid transmission but for the purposes of fun rather than economy. Planetary gearsets have the useful property that if you drive the sun gear with a small electric motor, you change the ratio of the whole system. A Toyota e-CVT uses this to create a variable ratio between the engine and the wheels. In Audi’s Dynamic Torque Control system, a 5bhp, 30lb ft electric motor fed by the high-voltage battery does much the same but to create a variable ratio between the left and the right rear wheel, so that one side can receive more torque than the other.

Whereas the BMW M3’s wide rear wheel arches only start behind the doors, the RS5’s flaring runs into them. Note also the shaped fuel filler flap. That’s a lot of bespoke parts and panels – times two for the estate. A production engineer’s nightmare, but it looks great...Illya Verpraet-Road Tester

The rest of the drivetrain is relatively conventional for a fast Audi. The twin-turbocharged 2.9L petrol V6 is largely the same as in the previous generation, although it’s now assisted by a 174bhp electric motor upstream of the automatic gearbox, which is the trusty ZF eight-speed torque converter. All other A5s have switched to a dual-clutch gearbox, but presumably it can’t handle the violence of the RS-spec engine. Power then goes to all four wheels via a Torsen centre differential. This is pre-loaded, so that the RS5 is never purely two-wheel drive. The hybrid battery lives under the boot floor and is largely the same as in a normal A5 E-Hybrid, although it has a bit more usable capacity.

The suspension is relatively standard fare, sticking with coil springs, albeit with twin-valve adaptive dampers, while the bushings are RS-specific. The steering is variable-ratio as standard. One unusual detail is that while the tyres are the same size front and rear, the rear alloy wheels are half an inch wider than the fronts to give a bit more sidewall stiffness at the rear.

A proper super-saloon needs a purposeful stance, and the new RS5 certainly has one, thanks to deeply dished wheels and remarkably involved flared arches. Some may lament that fast Audis aren’t as subtle as they once were, but the RS5 has plenty of presence.

Unlike the previous generation, it’s now available in both Avant estate and Saloon (which is actually a liftback) variants. The estate is expected to take the majority of sales, but we think there is a certain elegance to the saloon. It’s good to have the choice.

The RS5’s cabin disappoints on two counts. We already know that the base A5 has taken a big step backwards from its predecessor in terms of visual and tactile appeal, as well as usability, but it’s a shame that Audi Sport hasn’t done more to inject some quality and sense of occasion into the RS5.

We hoped Audi Sport might have added some performance flavour to the regular A5 recipe, but that hasn’t occurred. In fact, if you were to materialise into the driver’s seat of the RS5, your only clue that you weren’t in an S5 or a high-spec A5 would be the RS and Boost buttons on the steering wheel.

For 2026, Audis have ditched the touch-sensitive steering wheel controls in favour of scroll wheels. Much better, but the gloss black button panel still looks and feels a bit cheap...Matt Saunders-Road test editor

The seat itself is also the same as in the S5. It’s relatively comfortable and supportive but leaves plenty of room for a more aggressive bucket seat option, which currently doesn’t exist. We’d recommend Audi take some inspiration from its Spanish colleagues and pinch a few Sabelt seats from Cupra’s parts warehouse.

Even then, some drivers might run into the issue of the instrument cluster being partly obscured by the oddly shaped steering wheel, which some testers experienced.

Whereas the old A4 and RS4 had a class-leading interior that combined beautifully wrought switchgear with classy materials, the new car has screens and fingerprint-attracting gloss black plastic everywhere. What few physical controls remain don’t feel particularly solid and some of them don’t operate consistently either.

The infotainment, which has recently been updated with Google Android-based software, largely works well. The touchscreen responds quickly, the built-in navigation is clear and well informed of traffic conditions and there are shortcuts permanently displayed on-screen.

Even then there are frustrations. Although there is a physical drive mode button, it’s more involved than it should be to switch modes or adjust the parameters of the custom mode. The driver display also lacks configurability and doesn’t always show the most relevant information.

Rear-seat space is typical for the class, although the saloon’s sloping roofline limits head room slightly. The upside is that it has a hatchback rather than a traditional bootlid, which gives it some added versatility. That’s just as well, since the hybrid battery pushes up the boot floor to an unhelpful degree. We measured 10cm less height than in the S5, which already has a fairly high floor. A BMW M3 saloon’s boot swallows 149 litres more.

Because the RS5 is now a plug-in hybrid, when you press the start button there isn’t a flare of revs but simply a message on the screen to say that the car is ready to drive.

You can then proceed to drive your 630bhp super-saloon as a 174bhp EV if you wish. For some people, being able to keep the engine for best will add an extra dimension, because the RS5 functions well enough as an EV. It will still hit 60mph in 10.5sec and the shift paddles will adjust the level of regen. Because the motor is upstream of the transmission, it goes through the gears as you drive and you can hear the whine of the motor rise and fall, sounding a bit like a supercharger without an engine. In the standard drive modes, the engine will come in smoothly as and when it’s needed, taking into account navigation data, much like any other A5 E-Hybrid.

If you needed any more evidence of the ZF 8HP transmission’s ubiquity: not only is it used by the RS5, M5, M4, M3, M2 and Giulia Quadrifoglio, but all of those cars have the same ratios as well. Clearly, if you want to buy in a gearbox that will withstand the violence of a modern super-saloon, you have one option, and you don’t even get to specify the gearset...Illya Verpraet-Road Tester

But to drive the RS5 in electric mode does feel like denying yourself something. Switch to one of the RS modes, or to S on the gear selector, and the V6 will fire up. Contrary to what the drainpipe exhausts promise, its voice is actually fairly muted. At low revs, it’s quite gravelly and rather similar to the turbo sixes in the BMW M3 and Alfa Romeo Giulia Quadrifoglio. It feels quite free-revving, and in the higher registers it clears its throat and gains more of a V6 bellow without ever becoming truly loud or especially distinctive. Lift off at the right moment and you might even hear some pops from the exhaust.

The battery is located beneath the trunk floor, and its enhanced chemistry ensures that power output remains impressive even at low charge levels. Thermal management has been improved, making the battery less sensitive to temperature fluctuations. It powers not only the main electric motor but also supplies up to 8 kW to the motor driving the torque-vectoring unit.

This is where things get complex. The RS5 would feel compromised if the battery charge level weren't optimal; therefore, in RS Sport and RS Rear Torque (i.e., drift) modes, the charge level is maintained at 90%. Pumps, fans, and heat exchangers keep the temperature around 20°C—the ideal temperature for peak battery performance.

In Hybrid mode, the battery is constantly being recharged, though you can select a preferred state of charge (SoC) using a digital slider. There is also a Boost mode, activated via a steering wheel button, which makes the car's full power available for 10 seconds. A countdown is displayed on the instrument cluster.

With petrol and electric power joining forces, you have a monstrous 630bhp at your disposal – but also 2.4 tonnes of weight to deal with. As a result, the RS5 is clearly very fast but, much as we found with the BMW M5, outright performance is perhaps not as much of a leap forward as you might hope. The RS5 hit 60mph from rest 0.6sec quicker than the RS4 Avant of 2018, but that was tested in the damp. In fourth gear, the RS5’s 30-70mph time was only 0.2sec quicker. The mighty BMW M4 CS, 87bhp down but also 661kg lighter, out-accelerates it in all metrics.

Where you do notice the electric punch is in the accelerator response. The 2.9L V6 was never a particularly laggy engine, but the RS5 seems to delight in flinging you back in your seat when you floor the throttle, no matter which gear it’s in.

Like most of its rivals, the RS5 uses ZF’s eight-speed automatic gearbox, which manages to combine smoothness at low speeds with super-saloon-appropriate shift speeds when you put the hammer down. Most of the time it responds well enough to the paddles, but if you try to shift within 500rpm or so of the redline it will get flustered and the engine will bang into the limiter.

Under braking, you can again see the work Audi has done to make sure the 2.4 tonnes bother you as little as possible. While the old RS4 had ‘mere’ 375mm front discs and 330mm rears, the RS5 gets an upgrade to 420mm at the front and 400mm at the back. Our test car had the standard iron discs, but carbon-ceramics are an option – one that we would recommend if you plan to take your RS5 on track frequently. We recorded good stopping distances in both the dry and the wet and no notable change in retardation during our fade test. However, we noticed a puff of smoke after slowing down from 160mph in our acceleration test runs and the discs had a blue tinge afterwards, so they were clearly working hard. The RS5 has brake-by-wire technology, which produces a nicely solid pedal feel that’s very easy to modulate at all speeds.

The technology enabled by the electrification aims to elevate the handling, rather than just negate the ill effects of the added weight. Early media coverage was dominated by pictures of RS5s in clouds of their own tyre smoke. Thanks to the new rear torque-vectoring unit, it will do all of that, but the drifting capability is a bit of a red herring.

You don’t need to torture the tyres on a track to feel the effects of the torque-vectoring tech. It suffices to engage one of the RS modes, dive into a tight corner at a speed that feels like it ought to be a bit too quick and feel the nose bite and the car zip round with not a hint of understeer or even tyre squeal. It feels slightly unreal, as if there is downforce at work or the car is wearing hardcore track tyres. Neither of those things is the case. The standard Bridgestone Potenza Sports are a high-quality performance tyre but certainly not a semi-slick and, while there is the usual gamut of lift-reducing diffusers and spoiler lips, this obviously isn’t an aero car.

Audis can drift now, but nobody told the seatbelt pre-tensioners. Get the RS5 sideways and there’s a good chance you’ll get choked by the belts...Richard Lane--Deputy road test editor

When you attempt the same corner again, this time with more confidence, and add more throttle on the exit, you’re rewarded with a manageable hint of oversteer, as the differentials and electronics telepathically know where to send power. On a good road, the RS5 can be a very exciting driver’s car that doesn’t feel like anything else.

Reporter: Illya Verpraet