AUTONEWS

Crash data reveal women face 60% higher injury risk than men

A study by TU Graz shows that women have a 60% higher injury risk in car accidents compared to men. This is especially true for female passengers and older women. The findings suggest that the safety systems and legal test standards should be adjusted.

Cars have become increasingly safe over the past few decades. However, not all groups of people benefit equally from this. Researchers at the Institute of Vehicle Safety at Graz University of Technology (TU Graz) have now analyzed Austrian accident data for the years 2012 to 2024 and reconstructed individual accidents in detail. The results of the study show that when two occupants of different sex are in the vehicle, women are significantly more likely to suffer injuries than men. In concrete terms, their risk of injury is greater by a factor of 1.6.

Same speed, more serious consequences...Women suffer noticeably more severe injuries than male occupants even at lower collision speeds. The risk of being seriously injured or killed is more than twice as high for them in these cases. "Our analyses show that women are injured disproportionately more often, especially in the chest, spine, arms and legs," says the project coordinator, Corina Klug from the Institute of Vehicle Safety at TU Graz. The higher injury risk for women is particularly evident in the 50+ age group.

In the study, real accidents were reconstructed and simulated with virtual human models in different sitting positions. This made it possible to objectively compare the stresses that affect the female and male body. In addition to the significantly higher risk of injury for women, the study shows that the seating position on the passenger side has a massive influence on the risk of injury. This applies to both women and men, but women are more likely to ride in the passenger seat than men.

"We've all seen a passenger seat positioned far back or even reclined. However, airbags and seat belts are not designed for such non-standard positions," explains Klug. The good news is that consumer protection (Euro NCAP) has already taken up this issue and has been carrying out tests on both dummies and human models in different seat positions since the beginning of the year.

The 'average man' as a benchmark...It is clear that there is a need to catch up with regard to the safety of women in vehicles. For decades, the 50th percentile man—the statistical "average man"—was defined as the global benchmark for safety. This male reference figure is deeply rooted in the historically evolved vehicle approval procedure and still shapes the test methods today. Models that correspond to the average male body are primarily used for the vehicle approval procedure.

Even the so-called "female" dummy is merely a scaled-down version of the male model and also corresponds to a very small woman—95% of women are taller and heavier than this reference point. This also applies to the improved dummies whose use is currently being discussed.

Specific anatomical characteristics of average women—such as pelvic width, chest circumference and shoulder geometry—are currently not realistically represented by any dummy for frontal or side crashes. Currently, there are only dummies of the average woman for rear-end collisions; these were developed as part of EU projects. But, they are not yet in use.

The study reconstructed real-life accidents, including through crash tests conducted at the Institute for Vehicle Safety at TU Graz. Credit: VSI

'Women are not little men'...The biomechanical differences therefore remain largely unconsidered methodologically, which limits the transferability of the test results to the actual injury risk of women. "Women are not little men. And models of very small, petite women are often unable to represent what we observe in the accidents," Klug summarizes.

Clear recommendations: Intelligent safety systems, more realistic tests...TU Graz derives clear recommendations from the study. Safety systems such as seat belts and airbags must become more intelligent. So-called adaptive belt-force limiters limit how strongly a belt restrains people in the event of a collision and automatically adapt these forces to the severity of the accident, the occupants' physique and sitting position.

In order for such systems to be available in more vehicles, they must also be evaluated in consumer protection and ideally in vehicle approval procedures. More realistic tests are also needed. Future approval procedures should stipulate different body shapes and more realistic seating positions.

"Virtual, biomechanically realistic human models are a key component here. We can use computer simulations to significantly expand the historically male-centered and rigid test procedures," says Klug. The virtual models are able to not only simulate a wide variety of body shapes, but also enable different seating positions in the vehicle to be analyzed without additional tests in the crash laboratory.

Positioning belts correctly...An often underestimated factor is the position of the belt on the body and the friction between the person in the car and the seat or belt. Thick winter jackets or blankets impair the transmission of force, which means that the body can slip under the belt in the event of an impact. This so-called "submarining" can lead to serious internal injuries, as the belt does not act on the stable pelvic bone but in the region of the vulnerable soft tissue.

"In addition to design measures to ensure that safe seating positions are also comfortable seating positions, more information is needed on the correct seat adjustment and belt position," emphasizes Klug. "It is important not to sit too far back, to straighten the backrest and to position the belt so that the lap belt lies on the pelvic bone and the shoulder belt runs over the collarbone. This is the best way for the restraint systems to fulfill their function and, in the case of an accident, to slow the person down as gently as possible."

The greater vulnerability of women to injuries, often cited as a 60% higher risk than men in contexts such as car accidents, is mainly due to the fact that safety systems and equipment are designed based on a male standard.

Determining factors of the increased risk (below):

Safety design and "crash dummies": For decades, the "average man" (50th percentile) was the global standard for vehicle safety testing. Female dummies are often just smaller versions of the male model, ignoring specific anatomies such as shoulder geometry, pelvic width, and chest circumference.

Anatomy and biomechanics: Women have a wider pelvis, which alters the alignment of knees and ankles (the so-called Q angle), increasing stress on the joints. In addition, neck muscles are generally weaker and head size is smaller, which increases head acceleration in impacts, increasing the risk of concussions and cervical spine injuries.

Ligament laxity and hormones: Higher estrogen levels can increase collagen elasticity, making ligaments and tendons "looser" and more susceptible to ruptures, such as ACL (Anterior Cruciate Ligament) tears, which are 2 to 8 times more common in women.

Sports equipment: Many shoes and equipment are adaptations of men's models, not respecting the morphology of the female foot or the differences in muscle mass distribution.

Women face a 60% higher risk of serious injury (especially in vehicle crashes) due to a combination of physiological differences, safety equipment designed for male bodies, and higher likelihoods of being in the passenger seat. Key factors include lower muscle mass, higher structural flexibility, and hormonal differences that affect ligament stability, alongside systemic design biases in safety technology

Key factors driving the higher injury risk(below):

Vehicle safety design: Research shows crash test dummies historically modeled the average male, leaving women more vulnerable in car accidents. Women face significantly higher risks of injury to the chest, spine, arms, and legs, partly because airbags and seat belts are not optimized for female bodies, especially when seated in the passenger side.

Anatomical & biomechanical differences: Women often have less muscle mass and higher body fat percentages. A wider pelvis creates different knee and ankle alignment (larger Q angle), which places increased pressure on surrounding joints and increases susceptibility to injuries.

Hormonal and structural vulnerability: Higher estrogen levels can increase the laxity (looseness) of tendons and ligaments, making women more prone to severe ligament injuries such as ACL tears

Bone Density and Structure: Women often have smaller, less dense bones, leading to higher rates of stress fractures and breaks during similar, high-intensity activity.

Muscular imbalances: Women are more likely to have weaker core muscles, which contributes to lower extremity injuries, particularly during puberty when limbs grow faster than the core.

These findings indicate that both biological, physiological, and design-related factors create a higher risk environment for women, particularly in high-impact scenarios.

Provided by Graz University of Technology

RENAULT

Spring offer(Europe) for Renault Twingo: €19,990

The new fully electric Renault Twingo E-Tech is scheduled to arrive in spring 2026 with a starting price of 19,990 euros for the entry-level "Evolution" trim. This pricing aligns with Renault's commitment to making electric mobility affordable, particularly for urban use.

Key details on the 2026 Twingo offer(below):

Price: Starts at €19,990 for the Evolution version.

Availability: While orders for the higher "Techno" variant open earlier, the €19,990 Evolution version is available to order from spring 2026.

Powertrain: The car features an electric motor with 60 kW (82 horsepower) and a 27.5 kWh battery.

Range: The estimated WLTP range is up to 262–263 kilometres.

Charging: Standard models come with an 11 kW AC charger, with 50 kW DC fast charging capabilities optionally available to reach 10-80% charge in about 30 minutes.

Design: A five-door city car (3.79 meters long) with a neo-retro design inspired by the 1990s original, including circular headlights.

From a technical standpoint, the model boasts fast charging up to 50 kW, a positive point for the segment. However, for a more modern set of options—such as adaptive cruise control, a reversing camera, and automatic climate control—it's necessary to pay an additional 1,600 euros, with further additional features increasing the price even more.

In this context, the European strategy seems cautious when compared to Chinese models like the BYD Seagull, which offer advanced driver assistance systems and more sophisticated electronics for less money in their domestic market.

Renault is focusing on design and urban practicality, but given the growing competition in the affordable electric vehicle segment, the question is broader: will minimalism be enough in 2026, when technological standards worldwide are rising rapidly?

* Spring bonus €500 included in the stated price

* 0% interest up to €10,000 up to 36 months or fixed interest rate 3.99% in € up to 60 months

Representative example of a car loan with a fixed interest rate of 0% up to 36 months (maximum financing amount €10,000)

-Renault Twingo, vehicle value €19,990

-Car loan indexed in EUR

-Down payment: €9,990

-Loan amount: €10,000

-Loan repayment period 36 months

-APR 0% per annum, fixed

-Loan processing fee 0%: €0

-Monthly payment amount: €278 (including loan processing fee)

Representative example of a car loan with a fixed interest rate of 3.99% up to 60 months of financing

-Renault Twingo, vehicle value €19,990

-Car loan indexed in EUR

-Down payment: €5,997

-Loan amount: €13,993

-Loan repayment period 60 months

-APR 3.99% per annum, fixed

-Loan processing fee 1.95%: €273

-Monthly payment amount: €195 (including loan processing fee)

-Price list, equipment list and technical data for Renault Twingo

Autonews

 

TUNNING

Autoforma Audi TTS restomod(video)

Dutch firm Autoforma has unveiled its homage to the 1995 Audi TTS – a concept car that preceded the original TTS a few years before its launch.

Although the TT entered production with minimal changes, Autoforma’s new restomod effectively undoes all of those changes, returning the little roadster to its original state.

Key changes include squarer, narrower grilles around the lower part of the front bumper; the return of air intakes on the front wings; and the removal of the soft top in favor of a hard panel that sits flush with the rear. The spoiler that was added to the TT shortly after its launch in 1998 has also been removed.

The suspension has also been lowered and the track widened, giving it a sportier look.

A gray paint job similar to that of the TTS concept completes the package, as does the baseball leather interior that was offered as an option on the production car.

AUDI TTS ROADSTER...Rather than replicating the past, this Autoforma TTS Restomod project refines and elevates the donor car, bringing the purity and geometric clarity of the original TT concept into a contemporary, highly detailed execution.

The Audi TT has long been celebrated for its reductionist approach to form: clean volumes, circular themes and an architectural purity. With this one-off TTS Restomod, Autoforma enhances these qualities through a series of precise interventions across the entire vehicle.

The front bumper has been redesigned with flatter, more horizontal air intakes and newly developed grille structures, reinforcing the car’s visual width and technical appearance. Newly introduced front-fender side vents, highlighted by two small torx screws, discreetly conceal the indicator units behind finely crafted mesh grilles, merging functional clarity with a clean, uninterrupted surface language. To enable this solution, the windscreen washer fluid reservoir has been relocated to the boot, as the new venting extends into the body behind the front fender, precisely where normally the reservoir is positioned.

Along the lower body, a subtle side intake has been integrated into the sill, surrounded by small torx screws, while at the rear, a newly developed diffuser houses the exhaust system within the bumper itself, eliminating the traditional underbody pipes and resulting in a more cohesive and architectural rear.

All newly developed components are executed in a carefully considered blend of advanced materials, combining 3D-printed carbon structures with carbon fibre-backed panels for larger elements such as the bumpers, ensuring both structural integrity and a refined, lightweight finish.

One of the most defining changes is the removal of the fabric convertible roof. In its place, a clean, sculptural composite cover has been developed, visually extending into the top of the door surfaces for a cohesive aesthetic. This intervention transforms the car’s profile into a more monolithic form, closely echoing the design intent of the 1995 show car.

Further refinements include the removal of visible rear weld seams behind the boot lid, and the deletion of the antenna and rear spoiler, resulting in a purer, uninterrupted surface treatment.

Autonews

LADA

New Lada Niva 2027

Last year, Russian AvtoVAZ (Lada) also showed off a prototype of the T-134 urban crossover, which has since appeared in patent renders. They reveal what the production model, or project P1340, also known as the Niva-3, will look like.

Earlier news said that the vehicle uses the Vesta platform, and that the design is a different interpretation of the classic 5-door Niva.

Evgeny Shmelyev, executive vice president for technical development and strategy at AvtoVAZ, had earlier said: “This is the next crossover on the Vesta platform. It has a completely different perception. It is stylized in many ways like the Niva.”

The front, with its round headlights and turn signals positioned at the edge of the hood, features a classic Niva design, while the rest of the body adopts a more modern (less rectilinear) silhouette. Underbody protection and high-profile tires minimize damage during off-road driving.

The 2026 Lada Niva would have been developed using the Renault-Nissan-Mitsubishi Alliance's CMF-B platform, the same one used in the Duster. Similarly, the engines would be the same as the Romanian SUV, and the model would feature all-wheel drive with the ability to lock torque distribution at 50% at low speeds.

Focusing on the engines, the ECO-G 120 bi-fuel engine would be an excellent starting point, as the car would qualify for the Eco label. The 140 hp mild hybrid engine or the G 150 4x4 hybrid engine would complete a very well-balanced range and would also guarantee the DGT (Spanish Directorate General of Traffic) environmental label.

If we add to all this a well-utilized interior, with spacious rear seats and a trunk between 450 and 500 liters, the result would be a practical 4x4 for daily use and perfectly useful on days with complex mobility due to snow.

The vehicle features a robust design with black bumpers and underbody protection.

The rendering suggests wider C-pillars compared to the original Romanian model.

Some sources indicate that this model may be a new interpretation of the Lada Niva on the Vesta platform.

The projection for Lada's new compact Russian SUV, possibly named the T-134 if confirmed, will be based on the platform of the current generation Dacia Duster.

by Autonews

NISSAN

Nissan may cut 10% of its jobs in Europe

The Japanese automaker Nissan plans to cut around 900 jobs in Europe, approximately 10% of its regional workforce, the local agency Kyodo reported on Wednesday.

According to representatives quoted by the agency, the Japanese company is planning the partial closure of its component warehouse in Barcelona and a review of its sales model in Europe, switching in some markets from self-distribution to sales through local importers.

The measure is part of the “Re:Nissan” recovery plan, announced in May 2025, with which the group seeks to return to profitability and which foresees the reduction of 20,000 jobs globally by 2027, in addition to cutting the factory network from 17 to 10.

In Spain, the Japanese company informed the unions on April 27 that it planned to apply a legal procedure in three centers in Barcelona — where 569 people work — that allows companies in crisis to suspend, reduce working hours or terminate contracts collectively, according to union sources.

Those potentially affected include workers at the technical center in the Barcelona Free Zone, where 383 people work; the parts center in El Prat de Llobregat, with 122 employees; and the flexible areas center, also in El Prat, with 64 workers. The information generated rejection and concern among workers' representatives, including at the Nissan factory in Ávila, whose committee expressed its "absolute repudiation" of this decision.

According to the Kyodo news agency, Nissan also plans to consolidate the production lines at its Sunderland factory in the United Kingdom, its only vehicle assembly plant in Europe, from two to one, with the aim of making it more profitable.

by Autonews

SKODA

This is what a three-door Škoda Favorit could have looked like

During the socialist era, Škoda had long been synonymous with rear-engined cars. However, by the end of the 1970s, those responsible in Mladá Boleslav realized that this could no longer be the case. Fiat, Volkswagen and even Opel were switching to front-wheel drive in the compact class. Thus began the 781 project with the first prototype, completed in 1981.

A special commission of the Czechoslovak Communist Party monitored the entire process and reported to the Central Committee. It was clear there that the future car could bring in foreign currency. However, Škoda's internal prototype was not particularly beautiful. That is why Prague demanded an "Italian style" in design. Chief development engineer Petr Hrdlička went to the Geneva Motor Show in 1983. Pininfarina was busy with other manufacturers, but Bertone had time and started work, which would prove to be a fortunate circumstance. For 28 million crowns, Bertone delivered four versions: a hatchback, a sedan, a station wagon and a coupe, a total of 19 prototypes. Proposals for interior design were also included. At the same time, the body of the 781 type was extended by ten centimeters, which improved the space in the cabin. 

The elegant three-door coupé version was the biggest commercial promise of the entire new model range, according to the head of the eponymous Italian studio, Nuccio Bertone. Bertone was convinced that this car could become a real bestseller, even in demanding Western markets, especially if it were equipped with the planned more powerful power units. Despite the great ambitions, however, history decided otherwise - in 1987, only a single prototype in a bright bronze metallic color saw the light of day, which is now a rare exhibit in the newly opened depository of the Škoda factory museum in Mladá Boleslav.

The preparation of this little-known prototype took place at the branch plant in Kvasiny, where engineers processed Bertone's original vision into detailed production drawings. The work progressed quickly; by the end of 1986, the raw body was completed, and the complete functional model was assembled in April of the following year. Structurally, the coupe was based on the standard Favorit platform with a wheelbase of 2450 mm, which facilitated possible mass production.

At first glance, the front of the car was identical to a classic hatchback, but upon closer inspection, fundamental differences stood out: the windshield was given a more aerodynamic, sharper slope and the front pair of doors were significantly extended to allow access to the rear. An extremely effective element that the contemporary Škoda Rapid/Garde did not have, for example, were the frameless side windows, which gave the car a touch of exclusivity and sportiness.

Instead of conventional handles, original opening levers were used, which the designers cleverly hid in the recesses in the bodywork just behind the edge of the door, similar to the original Fiat Uno.

Under the hood of the Favorit, a significant increase in dynamics was generally expected. Instead of the standard 1.3 OHV engine with roots in the 1960s (which ultimately lasted in Škodas until 2003), the car was to be powered by a new 1.4-liter unit with OHC distribution and an output of 56 kW (76 hp). This engine was to enable the three-door Favorit to overcome the speed limit of 160 km/h, which would make it a relatively competitive car in its class. Another argument for series production was the fact that the competing Soviet Lada Samara was also originally designed as a three-door car.

The plans of the then AZNP company optimistically scheduled serial production for the period after 1993. However, the people who worked on the coupe already suspected at that time that work on the coupe would end with a single prototype, simply because there were simply not enough funds to start the production line, and logically the five-door hatchback and later the Forman station wagon version were given priority.

Among the prototypes based on the later Škoda Favorit (type 781) is the elegant three-door model with the code number 783. Work on the vehicle with a slight coupé character began in 1985, first with sketches and a 1:4 scale model in the Bertone studio. The necessary documentation was then created in Mladá Boleslav and Kvasine, and the body was built in 1986. It was probably intended as a successor to the Škoda Garde / Škoda Rapid. The break in the front side window is striking, which is not particularly suitable for mass production. A similar solution appears in 1994 in the Alfa Romeo 145, but in a milder form. At Bertone itself, a similar break can later be seen in the rear of the Citroën XM. 

The Volvo Tundra study from 1979 also shows stylistic similarities. The 783 model was first introduced to the public in 1987, but series production never took place. The factory was already busy enough with the launch of the “standard” five-door Favorit, which began in August 1988. Of Bertone’s ideas for different body versions, only the station wagon called the Škoda Forman survived, which arrived on the market in 1990 with an identical boot door to the five-door version, in order to reduce costs. A pickup truck was also developed on its basis. In April 1991, Škoda passed under the auspices of the Volkswagen Group. Whether it was the Škoda Felicia or the Škoda Fabia, the three-door version never returned to the brand’s small car range.

Autonews

AUTONEWS

Electric hydrofoil ferry trialed as low-emission alternative to diesel ferries

This past winter, people in Trondheim caught glimpses of a boat that seemed to fly over the water out on the fjord. Many also took part in test trips. NTNU researchers have investigated what it will take for people to trust a boat that runs almost without a crew on board. The findings are published in the Journal of Physics: Conference Series.

Trondheim Fjord is both wide and long, and is surrounded by many small towns and villages of varying sizes. Two ferry services and two express boat services operate daily, transporting passengers across the fjord to various destinations. A few decades ago, there were several boat routes in operation and far more places that had boat calls.

The journey between Trondheim and Frosta over the fjord takes well under half the time compared to car or bus transport.

Very energy-efficient...The new Frosta boat, locally called Frostabåten, is designed so that it almost seems to fly over the water. This electric hydrofoil boat is very smooth and quiet in its transition from starting speed to full speed. Approximately 80–85% of the water resistance disappears when the "winglike" hydrofoils lift the boat's hull out of the water. This means that it is very energy-efficient.

The boat is electric and emits only 112 grams of CO2 per nautical mile. To put that into perspective, today's diesel-powered express boats emit 32 kg of CO2 per nautical mile.

Its cruising speed is 25 knots.

The electric hydrofoil boat is designed to be driven with a high degree of autonomy, although there is a captain on board who can handle the controls if necessary, and ensure a safe journey.

The Trondheim Fjord may gain new boat routes featuring environmentally friendly and innovative marine technology. Credit: Lars Bugge Aarseth, Fremtidens Industri

What do passengers say?...In both December and January, the boat carried out trial runs with passengers on board. The vessel can accommodate 30 people, but carried fewer during the trials.

Passengers participated in surveys and answered questions related to their experiences. The survey is part of NTNU's research contribution to the collaborative project around the Frosta boat project.

Among other things, the survey focused on what type of information passengers need before and during a trip and where and how they wish to receive it.

"Much of the research on autonomous surface vessels focuses on technical feasibility. Our study explores how passengers experience and interact with an autonomous ferry service," says Ole Andreas Alsos. He is head of NTNU Shore Control Lab and a professor of Interaction Design at the Department of Design.

Specific recommendations on design...Using service design methodology, the researchers conducted interviews, workshops, prototyping, and usability evaluations to identify user expectations, pain points, and design requirements throughout the entire voyage.

"Key findings highlight the importance of transparency, trust, intuitive touch-points, and universal design. We believe that the passenger experience is a critical component in the introduction of autonomous vessels. We are proposing specific design recommendations that include a mobile app, a screen on the quayside displaying relevant information, and a screen on board. These will be the main points of contact and sources of information for the journey," says Alsos.

On-shore control...A key part of the trial runs was collaboration with NTNU Shore Control Lab at Nyhavna in Trondheim, which has demonstrated how these types of passenger boats can be monitored from land-based control rooms. This has been an important part of the trial process.

"We have equipped Frostabåten with cameras and communication equipment that enable us to stream 360-degree video from the vessel over the 5G network to our control room," says Alsos.

NTNU has even developed its own Gateway; a compact box that connects to power, cameras, and an antenna, and transmits high-quality audio and video streams directly from Frostabåten to the control room.

"In our lab, we also recreate the weather conditions on the fjord through sound and motion so that we feel as if we are actually on board the vessel," explained Alsos.

But what is the advantage of having the crew work from shore instead of on board the boat? "Crew shortages are a major problem. This technology enables a small team of operators to monitor an entire fleet of autonomous vessels, providing more efficient use of the crew. In addition, it is more comfortable for them, and it enables them to remain in the job longer and go home to their families immediately after finishing a shift," says Alsos.

"If the boats can be remotely controlled from land, it will be possible in the future to operate a whole fleet of autonomous vessels. The purpose of the demonstration is to show that it is fully possible to remotely monitor passenger ferries from shore, which is an important step toward more autonomous and cost-efficient operation," adds Alsos.

A boat that can dock almost anywhere...The boat was built by the Swedish company Candela, which specializes in this type of vessel design. The trial runs on the Trondheim fjord have primarily focused on:

-Stability and comfort

-Operational performance

-Interaction between the vessel, infrastructure, and surrounding environment under real conditions in the Trondheim fjord

Additional routes from Trondheim to various ports of call along the fjord may also be introduced. Frostabåten has already tested docking in Vanvikan, Leksvik, and Kvithylla, where Fosen shipyard is located.

Munkholmen may also be introduced as a summer route, along with other tourist destinations.

"We can establish new shortcuts to and from Trondheim, which will have the additional benefit of replacing car traffic," says project manager Linda Hald at FI Ocean Space Incubator.

One advantage of this type of boat is that it can dock almost anywhere. Unlike today's traditional express boats, it does not require large quay facilities. However, new infrastructure with charging stations will be necessary.

An alternative option...Today's express boats carry many passengers on commuter routes in the morning and afternoon rush hours. However, at other times during the day, there are often few passengers. During these off-peak periods, smaller electric hydrofoil boats could provide an alternative option.

An electric hydrofoil ferry from Candela is already in service on one of Stockholm's many waterways. In 2026, Candela will increase its production to 40 vessels per year. The Swedish manufacturer has received orders from customers in Mumbai, Thailand, Berlin, and the Maldives.

Provided by Norwegian University of Science and Technology