KAREL KALIP

Karea Fit: The Turkish Smart, with a plastic body and a range of 135 kilometers

Turkey has not had its own car brands for a long time, but it wants to change that in the era of electric mobility. In addition to the already well-known Togg project, they now offer customers a much more compact vehicle – the Karea Fit, Turkey's answer to the Smart Fortwo.

Behind the Karea brand is the company Karel Kalıp, which until now has been engaged in the production of molds for plastic parts in the automotive industry. Using this experience, it decided to take a step further and develop its own car with a plastic body.

The Karea Fit is classified as an L7e – heavy quadricycle – which puts it alongside the Swiss Microlin and Renault's Mobilize Duo. This classification means fewer regulatory requirements and, consequently, a lower price.

The company emphasizes that the vehicle was developed in Turkey, although the share of domestic components is about 34 percent. The body and interior are Turkish-designed and manufactured. The car is probably based on one of the many Chinese cars, but this is not an ordinary rebranding.

Technically, the car is only 2.63 meters long and is powered by a 12 kW/16 hp electric motor on the rear wheels. Acceleration to 50 km/h takes six seconds, and the top speed is 90 km/h. The LFP battery with a capacity of 9.98 kWh allows a range of around 135 kilometers. Charging is possible exclusively with alternating current via a single-phase socket, with a power of 3.3 kW.

Project manager Refik Diri explained the idea behind the vehicle: public transport cannot solve city congestion on its own, and the younger generation is increasingly reluctant to own a classic car - it is important for them to simply get from point A to point B.

Cars are very expensive there due to a combination of drastic taxation and protectionist trade policies that affect all cars, including electric cars. The main tool is the special excise tax (ÖTV), which is 45 to 80 percent for regular cars, but for luxury cars with a displacement of more than 2.0 liters, it rises to 220 percent. The standard 20 percent VAT is then added to this amount, which in practice means that taxes often exceed the value of the vehicle itself.

Although electric vehicle sales were gaining ground, they are now growing even more, although, as with fuel prices, it is uncertain whether this positive trend will continue or slow down again. The good news is that the range of electric cars is expanding, not only in luxury models but also in entry-level ones. Quad bikes are on the rise, and while we await the new smart #2, scheduled for 2027, the Turkish company Karel Kalıp also wants its share of the market.

Turkey, which has never had its own car brands but is an important country where several manufacturers have established themselves, debuted with TOGG, which is expanding into European countries, and now with another company that has the same ambitions but with a much smaller product range. This company does not specialize in electric vehicles, as it focuses on the manufacture of plastic molds.

The technical specifications of the Karea Fit position it between a motorcycle and a conventional car, having the Microlino as a direct competitor, therefore it cannot be categorized as a microcar. However, it is classified as a heavy quadricycle and, consequently, has L7e homologation. This small model stands out for its round headlights on its elaborate front.

The starting price is 699,000 Turkish liras (about 11,350 euros), making it one of the few options available in this price range on the Turkish market. The note that this is an introductory promotional price suggests that the regular price will be higher later.

The Karea Fit is the ideal city car...Karea Fit is inspired by urban life.

Even in its colors. From the first ray of sunshine to sunset...

Each color tells a story, not about the city's appearance, but about the feeling it conveys.

The Karea Fit has a plastic body, is designed and manufactured in Turkey, measures only 2,631 millimeters in length and is equipped with a 12 kW electric motor that drives the rear wheels. With only 16 hp, it can reach 50 km/h in just six seconds and achieve a top speed of 90 km/h.

The manufacturer opted for a lithium iron phosphate (LFP) battery with a capacity of 9.98 kWh, which provides a maximum range of 135 kilometers on a single charge. Naturally, this microcar cannot be charged with direct current (DC), therefore requiring single-phase charging via a 3.3 kW socket.

Refik Diri's company, one of those responsible for this electric car, explained that the motivation for creating the Karea Fit arose because "the supply of passenger cars in Turkey in the price range of 600,000 to 700,000 Turkish lira (from 11,349 euros to 13,240.50 euros) is practically nil, so we decided to prepare a car for this market niche."

Electric vehicles are treated more favorably, but there are also restrictions on power and price - intended primarily to protect the domestic Togg brand. Imported electric vehicles are additionally burdened with a 40 percent tariff.

Despite all this, Turkey remains a significant car manufacturer - in 2024 it was 13th in the global ranking, just behind the Czech Republic.

Autonomy: Can travel up to 135 km on a single charge.

Maximum Speed: Reaches up to 90 km/h, making it ideal for urban roads and city perimeters.

Battery: Uses a lithium iron phosphate (LFP) battery with a capacity of 9.98 kWh.

Charging: Supports single-phase 3.3 kW charging. Charging time from 20% to 80% takes approximately 2 hours.

Capacity: It is a compact two-seater vehicle.

by Autonews

BMW

BMW R 1100 GS 1994: the biggest trail bike of its time

When BMW Motorrad released the first images and data of the R 1100 GS in the fall of 1993, journalists at the time commented that those responsible for the project had gone mad.

Although BMW had already launched adventure bikes like the R 80 GS and the R 100 GS, the then-new R 1100 GS clearly raised the bar in terms of performance, weight, and dimensions. With 80 hp and a curb weight of almost 250 kg in the ABS version, this German machine clearly stood out from all adventure bikes sold until then.

Due to its generous size, the bulky aquarium shape, and the raised dorsal fin that, in a way, resembled a trunk, it soon received the nickname "mammoth" from many of its admirers.

Despite including the initials GS for "Gelande / Straße" (rural road in Portuguese) and although it allowed circulation on dirt roads, what stood out most was its effectiveness when driving on asphalt and, even more so, on secondary and tertiary roads, regardless of their poor condition.

In fact, due to its handling and driving comfort, it came to be considered the best BMW for road trips, even surpassing the R 1100 RS that BMW had launched on the market a year earlier.

Despite arriving at a time when it seemed that the passion for trail bikes had faded and, more especially, after the "boom" that this type of motorcycle experienced in the second half of the 80s, the R 1100 GS conquered its space, becoming one of the most desired high-displacement motorcycles.

It is true that its beginnings were not easy, but BMW persisted until it convinced the public that it was a very complete motorcycle. Proof of this persistence is that it remained on the market unchanged for five years, until it was replaced by the R 1150 GS in 1999. Today, seeing the success of maxi-trails and the variety of models available, we can safely say that the star of this Classic Club showed the way to other manufacturers.

As a legitimate member of BMW's "R" series, it was equipped with a horizontally opposed two-cylinder boxer engine. However, this was the only feature it shared with the previous R 100 GS, as everything else was new, boasting several highly innovative aspects.

With a 1,085 cc engine, a maximum power output of 80 hp at 6,750 rpm and mixed air/oil cooling, the unprecedented twin-cylinder engine featured cylinder heads with four valves actuated by an overhead camshaft.

Fuel was supplied by a Bosch Motronic MA 2.2 electronic fuel injection system, which controlled ignition and regulated the air-fuel mixture based on throttle position, engine speed, crankshaft position, atmospheric pressure, and ambient and oil temperatures. The "2-in-1" exhaust system terminated in a prominent muffler positioned slightly above, on the left side.

Like other models manufactured by BMW up to that point, the R 1100 GS boxer engine had a five-speed gearbox in a secondary crankcase located behind the engine, with a single-disc dry clutch positioned between the two crankcases.

The secondary transmission was done by an articulated drive shaft, nicknamed Paralever, a system that successfully debuted on the R 80 and R 100 GS, which smoothed transmission reactions and relieved the workload on the rear suspension. Thanks to these features, the R 1100 GS was capable of exceeding 200 km/h, a considerable mark for a trail bike 32 years ago.

Regarding the chassis, BMW announced that it was composed of three parts, one of which was the engine itself. It featured a tubular steel structure at the front and another at the rear, both connected by the engine.

Another important innovation was found in the front suspension, with the GS being the first model in the series to include a system called Telelever. This system combined a central shock absorber, a telescopic fork, and a lower swingarm, with the aim of separating the damping and steering functions, as well as providing an anti-dive effect during braking.

The braking system was from Brembo, with two 305 mm discs and 4-piston calipers on the front axle, and a 276 mm disc with a two-piston parallel caliper at the rear.

As you've already read, it could be optionally equipped with switchable ABS, making it the first adventure motorcycle in history to offer this safety system. Another notable detail for a motorcycle with off-road capability is that it came equipped with spoked wheels designed for tubeless tires.

The tires were mixed-use, in sizes 110/80-19” and 150/70-17”. The 25-liter fuel tank indicated that it was a motorcycle designed for long journeys. Further evidence of this was the availability of saddlebags, a top case, and hand guards as additional accessories.

Autonews and Mundoquatrorodas

AUTONEWS

This punishing coastal ferry route forces a radical rethink of clean speed at sea

The shipping industry must cut its climate emissions, and express ferries are the means of passenger transport that causes the most pollution per kilometer. These high-speed passenger vessels with diesel engines are currently the least environmentally friendly form of passenger transport—but they do not have to be.

The Norwegian government has been saying it will introduce requirements for zero emissions in new tenders for express ferry services for several years now. However, according to the government, the requirements have to be postponed because the technology is not yet fully developed.

A new solution shows that this is not the case. By combining batteries and fuel cells, it is entirely possible to slash emissions. Using a new method developed by NTNU, it is possible to calculate which high-speed passenger routes can be operated with zero-emission express ferries. The study is published in the journal Ocean Engineering.

Emissions to be halved within five years...Express boats are vessels that travel at speeds exceeding 20 knots and play an important role in passenger transport. About 200 high-speed passenger vessels operate along Norway's approximately 20,000-kilometer coastline.

Due to the long distances and challenging conditions on several of the 100 routes, it is difficult to implement zero-emission transport with the battery technology that currently exists. Only ten routes can be operated using express boats that can be charged or have their batteries swapped out along the way. The remaining routes must use other technologies, or a combination of technologies.

Exactly which ones can now be determined using the new method. It was developed by Samieh Najjaran in her doctoral project at the Department of Marine Technology.

"Express boats are difficult to electrify. Batteries and hydrogen solutions are also significantly heavier than traditional diesel engines. More weight increases resistance, which in turn requires more energy—a classic vicious circle," said Najjaran.

While developing the model, she used the Bodø–Sandnessjøen high-speed passenger route along the Helgeland coast as a guinea pig. The route is approximately 220 kilometers long and is considered one of the most challenging in Norway.

"If we can make this stretch a zero-emission route, it basically means that all the other routes have the same potential. This is one of the most challenging routes, with many ports of call and limited time for charging," Najjaran said.

By combining batteries and hydrogen fuel cells, even the demanding route between Bodø and Sandnessjøen can become emission-free. The high-speed vessel MS "Elsa Laula Renberg" is one of two used on the Nordland Express. Researchers collected and analyzed sailing data from an entire year. They developed a model to calculate energy consumption and explore solutions for achieving zero emissions. Credit: Brødrene Aa, NTNU

The Nordland Express...The Nordland Express route (Nordlandsekspressen) relies on two virtually identical high-speed passenger vessels. One of them is the catamaran MS "Elsa Laula Renberg." This vessel is built from carbon fiber, can accommodate 220 passengers, and has four diesel engines providing a cruising speed of 33 knots.

"We have calculated the vessel's operational profile based on detailed information from the Automatic Identification System (AIS) over an entire year. This enables us to account for almost all weather scenarios and variations in wind, currents and wave conditions across all four seasons," said Najjaran.

This information has been incorporated into a model for calculating resistance and energy consumption for a typical high-speed passenger catamaran of the same size. The model was developed during John Martin Kleven Godø's doctoral work at the same department.

The results have been incorporated into an optimization model for energy management in the on-board electrical power system. In this system, the load is distributed between the vessel's batteries and fuel cells.

Scalable...The model is general enough so that different parameters can be scaled and adjusted. "This means it can be used on all similar vessels and routes," said Najjaran.

The researchers studied three possible alternatives:

-Battery-only operation—with charging or swapping batteries at selected ports

-Hybrid solution with fuel cell and battery—no charging at ports, powered solely by fuel cells.

-Plug-in hybrid solution with fuel cells and batteries—involving battery charging at various pre-designated ports

In this study, only the possibilities that already exist in a vessel were investigated, not what would happen if the vessel was modified, for example by lengthening it. "The biggest challenge is the increase in weight and thus increased resistance and energy requirements. The use of batteries alone on the existing Nordland Express vessel is not feasible," explained Najjaran.

Fuel cells, rechargeable or replaceable batteries...Najjaran believes that different technologies must be combined to meet the goal of zero-emission, high-speed passenger vessels.

"For example, fuel cells powered by hydrogen, combined with rechargeable or replaceable batteries are a good way to make zero-emission express boats. However, the vessels' design must be optimized, both in terms of hull length and hydrodynamic resistance," said Najjaran.

This is where the model comes into its own—it combines three elements:

Real sailing data based on AIS information (position and speed), statistically compiled over a year of operation.

A detailed hydrodynamic model that calculates resistance and energy demand.

Optimal energy management, where the use of batteries and hydrogen is intelligently controlled throughout the journey, also taking future charging opportunities into account.

Najjaran emphasizes that smart energy management is absolutely crucial. Hydrogen is an expensive fuel, while batteries are heavy. Making this work will require finding the optimum balance between hydrogen consumption and battery use, in order to dimension the power system and then operate the vessel.

Hydrogen storage capacity will also have to be expanded at several ports. "The energy must be distributed between the batteries and the fuel cells. Fuel cells operate most efficiently when running steadily, close to their optimal operating point, while batteries are able to handle rapid fluctuations in power demand more effectively," explained Najjaran.

Batteries and fuel cells have complementary properties that enable them to work well together.

Using real data...The researchers were able to use real data from vessels that already operate on the route when calculating new routes or upgrading existing vessels. The model allows them to calculate the most efficient distribution of energy between fuel cells and batteries, and use this information to determine the necessary specifications for the on-board power system.

They can then vary the size of the vessel, adapt it and repeat the calculations until they find the optimal overall solution.

Najjaran has not investigated the financial cost of the various options, as this was not part of her doctoral project. "That is something the county authorities and shipping companies need to consider for the specific routes," concluded Najjaran.

Provided by Norwegian University of Science and Technology 

AUTONEWS

Most electric vehicle owners are those with higher incomes and higher levels of education

A joint study by the EHU-University of the Basque Country and the BC3 research center reveals that EVs are concentrated in households with high incomes, higher levels of education and located in urban areas, which highlights a social divide in accessing them. The study, published in Energy Economics, concludes that current government grant schemes do not address this inequality, and proposes linking grants to income levels.

Road transport poses a major challenge in the fight against climate change. Not only is it one of the sectors that emits the most greenhouse gases, but it is also the only one in which emissions are continuing to rise. In this context, the electrification of the vehicle parc has become one of the key strategies for decarbonizing mobility. However, Spain has one of the oldest vehicle parcs in Europe and, although the target is to reach 5.5 million EVs by 2030, currently there are barely 600,000, according to figures from the DGT (Spanish Directorate-General for Traffic).

In view of this situation, a study by the EHU researcher Mercè Amich analyzed the factors influencing the purchase of EVs at national level, as well as the effectiveness of the MOVES schemes, the main grant programs designed to encourage the purchase of EVs.

"We need to understand what is going on, because, at the current rate, the targets are not going to be met. In other parts of Europe, electric vehicle uptake is indeed proving successful. You don't need to go all the way to Northern European countries. Portugal, for example, is doing it much better.

"What we found in our study is that most electric vehicles are located in urban areas, in households with high incomes and a higher level of education. There is a significant social divide when it comes to acquiring electric vehicles, and current grant schemes are contributing to this inequality. Unless access to these technologies is made more widely available, climate targets are not going to be met," explained Amich.

According to the study, the factors that most influence the purchase of EVs are income, educational achievement and place of residence. "The higher one's income is, the more property one owns. It is in households with incomes well above the average that there are the most electric vehicles. Most electric vehicle owners have a university degree and live in large cities, particularly in Barcelona and Madrid," explained Amich.

The findings are novel, as they analyze, for the first time, real data on EV ownership. Until 2021, the information available was limited to surveys on preferences and did not reflect the population's actual behavior. That is why this research provides the first in-depth analysis of what is actually going on.

Socially and environmentally ineffective grants...Regarding the effectiveness of the MOVES grant schemes run by the Ministry for Ecological Transition, the EHU study concludes that these schemes are not achieving their purpose adequately. By analyzing property data alongside the regional distribution of financial support, the research team saw that government resources are neither reaching those who most need EVs, nor driving an effective renewal of the vehicle parc.

"We do not have any data detailing whether owners of electric vehicles took advantage of the MOVES schemes. But as there are so few of them on the market, we can be fairly certain that the data are linked. So if we match the information, we can see that the grants are being given to people who could afford an electric vehicle without them. This means that they are failing to change purchasing behavior, which is precisely the aim of this type of public policy," said Amich.

What is more, the findings suggest that many users are not replacing their internal combustion engine vehicles, but are instead adding electric vehicles to their arrays of vehicles, thus reducing the environmental impact of the grants.

Proposals for improving grant scheme design...The research includes recommendations to address the social and environmental inefficiencies of the grant schemes. For example, to promote more equitable access to EVs, the study proposes introducing an income threshold to be eligible for financial support, thereby ensuring that the grants reach those who need them most.

"Right now, a wealthy individual in Madrid looking to buy a Tesla receives the same level of support as someone who does not have as much money." A great deal of public money is being spent on subsidizing rather exclusive, expensive vehicles for very small sections of the population who most likely already have the financial means to make the investment. "There should be an income cap, as is the case with other types of support," said Amich.

From an environmental perspective, reviewing the requirement for older internal combustion engine vehicles to be sent to the scrapyard should be reviewed, so that electric vehicles do in fact replace the most polluting cars. This criterion had been included in some calls for proposals under the MOVES schemes, but was subsequently withdrawn.

Historically, electric vehicle (EV) owners have been concentrated in higher income and education brackets due to a combination of financial and structural barriers that make the technology more accessible to this group.

Here are the main reasons explained by recent research(below):

1. Initial Purchase Price (Accessibility Gap)...Although battery costs have fallen, the average price of a new EV remains higher than that of cars with internal combustion engines (ICE).

Financial barrier: The high initial cost acts as a filter, allowing only people with high disposable income to make the investment.

Market segmentation: Most models launched until 2024 focus on premium, luxury, or large SUV segments, which naturally attract wealthier consumers.

2. Infrastructure and housing...Charging logistics favor those with more resources and property.

Home charging: EV owners tend to own homes with private garages, facilitating the installation of home chargers.

Urban inequality: Residents of apartments in densely populated areas or renters (generally with lower incomes) face difficulties charging their vehicles at home, making EVs less practical for them.

3. Education and perceived value...The level of education is often a stronger indicator of adoption than income itself.

Information processing: People with higher levels of education tend to have an easier time understanding the Total Cost of Ownership (TCO), realizing that savings on fuel and maintenance offset the higher initial price over time.

Environmental awareness and innovation: Highly educated individuals tend to be early adopters of new technologies and demonstrate greater concern for climate goals, which drives a preference for sustainable vehicles.

4. Failure of incentive policies...Many government subsidies (such as tax credits) have no income limits, resulting in the use of public money to make luxury cars cheaper for those who could already afford them. This reinforces the concentration of technology in the upper classes instead of democratizing access.

Provided by University of the Basque Country 

PEUGEOT

Peugeot Concept 6 & Peugeot Concept 8

Peugeot returns to the Beijing International Motor Show, reaffirming its global ambition in one of the world’s most influential automotive markets. The show marks a strategic moment for the brand as it accelerates its transformation towards electric and intelligent mobility, combining French design, driving pleasure and advanced technologies.

At the show, Peugeot presents a vision of the future that combines French style, emotive design and cutting-edge electric and intelligent technologies. True to its brand promise “Serious about pleasure”, the brand continues to advance its global positioning, placing emotion, excellence and innovation at the heart of its transformation.

The brand demonstrates its commitment to delivering vehicles that are distinctive, desirable and enjoyable to drive, fully aligned with the expectations of a new generation of customers. As part of this vision, Peugeot is presenting two new concept cars in Beijing, offering a bold and tangible glimpse into the brand’s future.

These two concept cars embody Peugeot’s ambition to push the boundaries of design, innovation and intelligent mobility, while remaining true to the brand’s core values ​​of emotion and driving pleasure. More than design studies, they illustrate Peugeot’s ability to anticipate future customer expectations and shape a new generation of desirable, forward-looking vehicles for the Chinese and global markets.

Peugeot Concept 6...Concept 6 expresses a vision of a bold new generation of large sedans. Its feline silhouette combines the elegance of a sedan with the dynamism of a “shooting brake”, evoking Peugeot’s long heritage of grand tourer estates.

Elegant and sporty, modern and timeless, Concept 6 reflects a refined and emotional approach to design, displaying French charm and a strong sense of proportion.

Peugeot Concept 8...Concept 8 prepares the future of Peugeot’s large SUVs. Its pure and essential design suggests efficiency and aerodynamic performance, while its refined and powerful stance promises intuitive driving pleasure.

Sporty and generous in proportion, the Concept 8 heralds the next chapter of Peugeot's SUV ambitions, embodying power, space and dynamism.

Together, the Concept 6 and Concept 8 embody the brand's core values: sporty, agile and unmistakably expressive. In an increasingly uniform world, Peugeot opts for emotion, presence and meaning, favouring clarity over excess and character over noise.

Peugeot's participation at the Beijing International Motor Show underlines its determination to shape the future of mobility on a global scale. With China as a key pillar of its strategy, the brand is moving forward with confidence, drawing strength from its heritage while setting new standards for the future.

These new concept cars herald a new line of large sedans and SUVs, built in China for China and for export from China to Peugeot's overseas markets, as part of the brand's international growth plan. The cars will combine the best of Peugeot's design talent and driving dynamics, with the technological excellence of partner Dongfeng, which will manufacture the cars at its factory in Wuhan.

by Autonews

VW

Volkswagen Golf Hybrid & T-Roc Hybrid

Volkswagen has developed a new full hybrid drive that combines temporary electric driving with high efficiency and a long range. The new drive system is planned to be used in the Golf Hybrid and T-Roc Hybrid from the fourth quarter of this year.

The new hybrid models are not dependent on charging cables and charging infrastructure: the energy for the electric drive phases is recovered in these models through recuperation and by using the turbocharged gasoline engine in combination with a generator.

The new full hybrid system will be offered in two power levels (136 hp and 170 hp) in the future and offers reduced fuel consumption compared to a mild hybrid drive. Volkswagen will present details of the new drive system in Vienna, as part of the International Automobile Symposium (April 22-24, 2026).

The full hybrid drive offers numerous advantages: compared to the simpler mild hybrid, it allows a higher proportion of electric driving and therefore lower emissions and consumption values, as well as reduced fuel costs. Compared to a plug-in hybrid drive, the purchase costs of a full hybrid are lower and it does not require a charging infrastructure. Taking the Golf as an example, the new hybrid system can be identified under the designation “Hybrid” and fills the gap between the mild hybrid, which is already available as “eTSI”, and the plug-in hybrid. They can be ordered in the Golf under the designation “eHybrid” or as a sporty GTE. Volkswagen is thus using an even wider range of electrified drive systems, which allows it to offer the right drive solution for every usage scenario and every customer, in addition to the fully electric ID. models.

The new hybrid drive drives the front axle. Its core components are the hybrid module, the turbocharged gasoline engine (TSI) and the lithium-ion battery.

The high-voltage battery, matched to the hybrid drive with NMC cells and a capacity of 1.6 kWh (gross) typical for HEV vehicles, is integrated into the vehicle floor at the rear of both the Golf and the T-Roc.

Volkswagen has designed the interaction between the turbocharged petrol engine (1.5 TSI evo2), two electric motors and a high-voltage battery to achieve a good balance of efficiency, dynamics and comfort. The electric motor responsible for the drive power replaces or supports the turbocharged petrol engine in all those phases in which it offers additional efficiency. For example, the Golf Hybrid and T-Roc Hybrid therefore often run on electric power alone, which makes them very quiet when moving off, at low speeds and in city traffic.

The driver will be able to choose between three driving profiles in the new Golf Hybrid and T-Roc Hybrid models: Eco, Comfort and Sport. In the Eco driving profile, the maximum power of the system is limited to 70 percent and the boost function is deactivated in order to reduce energy consumption. The Comfort profile does not limit the system's power and allows boost. In the Sport driving profile, sporty characteristics are achieved by switching the drive to standard mode earlier, so that full power is quickly available.

Full hybrid system...The new full hybrid system was developed to operate without dependence on external recharging. The electrical energy used by the system is generated on board through energy regeneration (recovery) and by the combustion engine associated with a generator.

According to the manufacturer, this configuration allows for lower fuel consumption compared to mild hybrid systems. Compared to plug-in hybrids, the system has a lower acquisition cost and eliminates the need for recharging infrastructure.

The system operates on the front axle and consists of a hybrid module, a 1.5 TSI evo2 turbocharged combustion engine, and a lithium-ion battery. The hybrid module integrates two electric motors — one responsible for traction and the other for energy generation — as well as power electronics, differential, single-speed transmission, and an electronically controlled multi-disc clutch.

Also part of the system are an electric air conditioning compressor and an electric brake servo. The high-voltage battery uses NMC-type cells and has a gross capacity of 1.6 kWh, being installed in the rear of the vehicle floor.

The system's operation combines the combustion engine, electric motors, and high-voltage battery in an automated way, focusing on energy efficiency and adaptation to usage conditions.

In electric mode, the vehicle moves using only the electric motor at low speeds, with the combustion engine switched off. In serial mode, the electric motor propels the vehicle while the combustion engine operates decoupled, generating energy through the generator to power the electrical system.

In parallel mode, the combustion engine takes over the main propulsion from approximately 60 km/h, with the electric motor acting as support in situations such as acceleration.

Volkswagen recently unified the hybrid technology for the Golf and T-Roc, introducing a new full hybrid system (HEV). Although they share engines and technologies, the choice between them depends on your preference for a dynamic hatchback or a practical, elevated SUV.

Both models now feature the 1.5 TSI evo2 engine combined with two electric motors, allowing for temporary driving in 100% electric mode without the need for external charging (self-recharging).

Space and practicality...The T-Roc has an advantage in versatility and height, while the Golf focuses on aerodynamic efficiency and interior refinement.

Trunk: The T-Roc Hybrid offers approximately 475 liters (30 liters more than the previous model), surpassing the 380 liters of the standard Golf. In the Golf GTE (Plug-in), this volume drops to 273 liters due to the batteries.

Driving position: The T-Roc offers a higher view and facilitates access to the rear seats and the installation of child seats.

Dimensions: The new generation T-Roc has grown by 12 cm, offering more legroom compared to the Golf, especially for tall passengers.

Main differences in choice:

-Golf Hybrid: Ideal for those seeking a lower car with better handling and external charging options (PHEV) offering up to 132 km of electric range. It is the benchmark for interior finish quality in the segment.

-T-Roc Hybrid: Perfect for those who prioritize the SUV look, greater ground clearance to tackle urban obstacles (speed bumps and potholes), and a more generous trunk for family trips.

Autonews

AUTONEWS

Q&A: Expert discusses who's responsible when AI makes mistakes

What happens when artificial intelligence gets it wrong? From self-driving cars to medical tools, rapid advances in AI are raising new ethical and legal concerns.

University of Virginia professor David Danks is uniquely positioned to speak about what happens when AI fails. He joined the University in January with dual appointments in the Department of Philosophy and the School of Data Science. We sat down with him to discuss the recent AI boom and the ethical challenges it raises.

What are your thoughts on accountability when AI makes a high-stakes mistake? A. We're facing a competition between two futures. One is a future in which we don't solve this problem and instead just keep saying, "There always has to be a human who's accountable."

We're starting to see some signs that this might be the future we're moving to, where a radiologist, for example, has to sign off on every AI diagnosis, but they aren't given the time to actually second-guess the AI diagnosis.

They're essentially having to put their signature on diagnoses, and thereby be accountable for any errors, even though they didn't meaningfully get to contribute in any way to that diagnosis. So, we're solving the accountability problem, but only by making humans the perpetual scapegoats.

How could accountability be addressed with AI systems?

A. A different future is one where we think carefully about issues of accountability and liability and recognize that the companies and organizations creating these systems should bear some accountability when the systems fail or go awry.

We have very well-established product liability law in essentially every country in the world, and one way to do this would be through product liability law.

If a company such as OpenAI does not want to assume liability, then they can put that into their contracts, and they can negotiate who bears the liability. This is a very standard sort of contract law.

We need something more than just liability, though, because increasingly, we're seeing AI systems that act in surprising and novel ways without direct prompting by a human.

When do you think the accountability issue will come to a head?

A. I think the place we're going to see this play out first, or most likely going to play out, is in fields around home, consumer robotics, things like autonomous vehicles, software and cars.

Imagine you purchase a self-driving car. Who bears the liability when it gets into an accident when you're not in the car? Is it you, as the owner? 

Is it the company that created the self-driving car system? Or do we say, "No, you need separate self-driving insurance on top of your regular insurance so that when things go wrong, you're covered?" This is all going to have to get worked out in the next five to 10 years.

Much as we allow corporations in the United States to be legal persons, perhaps algorithms and systems need to start having some form of legal personhood, such that they can have insurance.

If they do something wrong, there's an insurance payout, or they might have property that could be seized, as compensation when the AI makes a mistake.

As these systems become more powerful, what should we do to make sure the tools are benefiting us?

A. The single biggest step that we can take collectively is actually to have an understanding of what we want these technologies to do.

The rhetoric and hype around AI emphasize the ways in which it will transform our lives, and companies are selling a very rosy picture of those transformations without people having a real understanding of the risks that are also there.

And so, we're stumbling toward a future that nobody really intended or had in mind.

Do you think deploying this technology responsibly is possible, given the race that tech companies are in right now?

A. I do believe that companies could be more responsible in how they develop and deploy these systems without bankrupting themselves. It's massively more expensive to find problems later rather than fixing them early.

Most of the responsible AI practices that people have advocated for, myself included, are ultimately about knowing why you're building whatever it is you are building.

I think a lot of the race narrative is actually self-generated by the companies, rather than reflecting actual economic pressures.

What advice do you have for individuals as we adjust to this changing technological landscape? A. Perhaps the most important thing that people can do is be educated. Too many people use technology without thinking about why. Instead, we should all strive to think about whether AI will be useful for us and only use it if it will.

Provided by University of Virginia