GM

2027 Chevrolet Silverado 1500

The next-generation 2027 Chevrolet Silverado 1500 debuts with new 5.7-liter and 6.6-liter V8 engines, a redesigned exterior, advanced digital displays and expanded off-road options.

Chevrolet has announced significant improvements in power, design, technology and off-road capabilities for the new Silverado 1500. The new Silverado 1500 is expected to go on sale later this year.

At the heart of the Silverado 1500 is an expanded powertrain lineup led by 5.7-liter and 6.6-liter V8 engines. Chevrolet says the new Silverado offers the most powerful naturally aspirated V8 engine in its class, reinforcing the brand's long-standing commitment to V8 truck performance.

The lineup will continue to include four powertrain choices, including an improved 2.7-liter TurboMax engine, now paired with a 10-speed transmission, as well as a Duramax 3.0-liter turbo-diesel engine.

The exterior of the new Chevrolet Silverado 1500 has been completely redesigned with a bolder front end, a stronger stance, new LED headlights and taillights, and more distinctive trim-specific styling.

Inside, every 2027 Silverado 1500 features a new digital cockpit with a standard 16.3-inch center display and a 12.2-inch driver information center. Higher-end models, such as the ZR2 and High Country, add an 11.5-inch passenger display, a head-up display, and a rearview mirror with camera, creating more than 60 inches of available digital viewing space. Available dual wireless charging and a reconfigurable Multi-Flex center console add more everyday convenience.

The 2027 Silverado 1500 lineup includes seven trim levels: Work Truck, Custom, Silverado, Custom Trail Boss, Trail Boss, ZR2 and High Country.

Off-road buyers have more choices than ever before. The ZR2 becomes the most off-road-capable Silverado ZR2 yet, with 35-inch tires, a 2-inch (50 mm) raised suspension, front and rear electronic differential locks, Multimatic DSSV shocks and the available ZR2 Bizon package developed with AEV (American Expedition Vehicles).

70 years of V8 excellence...We introduced our first V8 engine in 1955. Every generation since has built on the legacy and pride that came before it. Today, our American-assembled,* reimagined-from-the-ground-up 5.7L and 6.6L V8s stand ready to fuel our most powerful Silverado ever.

Our lineup of four hardworking engines includes the upgraded TurboMax and the class-exclusive* Duramax 3.0L Turbo-Diesel along with the next-generation 5.7L and 6.6L V8s. Engineered for serious work, these V8 engines create the most capable and refined Silverado 1500 powertrain lineup ever, with improved power and torque.

Stronger Powertrain Lineup with Next-Generation 5.7L and 6.6L V8s...At the heart of the new Silverado 1500 is its most capable and refined powertrain lineup ever, led by available next-generation 5.7L and 6.6L V8 engines. Building on Chevrolet’s performance legacy — including the recently announced Corvette LS6 6.7L V8 — these new engines will be assembled by the skilled teams at GM’s Flint Engine Operations, Tonawanda Propulsion3, and St. Catharines Propulsion plants.

The Silverado 1500 now offers the most powerful naturally-aspirated V8 engine in its class4. Engineered for serious work and confident towing, these next-generation V8s deliver improvements in power and torque giving customers more choice without compromise. These engines underscore Chevrolet’s commitment to offering V8 power for truck customers and build on more than 70 years of V8 know-how and validation that customers can rely on for demanding jobs and everyday life.

“We pushed these engines through an extensive testing and validation process to make sure they deliver the durability, capability and dependability Silverado customers expect,” said Mark Dickens, executive chief engineer. “From tough towing scenarios to the daily demands our customers put on their trucks, these next-generation V8s were engineered and proven to perform in the real world.”

The Trail Boss also gets some serious off-road equipment, including 34-inch tires, a 2-inch (50 mm) factory lift kit and a special off-road hood.

At the top of the lineup, the 2027 Silverado High Country focuses on premium pickup truck comfort. It adds standard 22-inch wheels, a new High Country badging, an exclusive front grille finish, real wood decor, available microfiber materials and the first panoramic sunroof offered in the Silverado.

Chevrolet says pricing and additional availability details will be announced later this year.

Autonews

AUTONEWS

What is the worst automotive trend of today?

The answers that the American magazine Jalopnik tried to get show that drivers are not so much annoyed by engines, performance or fuel consumption as by manufacturers' decisions that make cars more complicated and less practical.

Among the most frequently criticized trends were electric and hidden door handles. Many believe that they represent a solution to a problem that does not exist, while at the same time introducing additional possibilities for malfunctions, especially during winter, when the battery is discharged or impractical after an accident.

The Trend: Flush, pop-out, or purely electronic exterior door handles used for styling and minor aerodynamic gains.

The Backlash: They are highly prone to freezing shut in winter, risk trapping occupants if the car loses battery power during an accident, and solve a problem that never existed.

The Jaecoo J7's recessed door handle is designed to retract and improve aerodynamics

A large number of dissatisfied drivers criticize the disappearance of physical buttons from the vehicle interior. Drivers claim that classic controls are easier to use while driving, while switching almost all functions to the central screen distracts attention from the road.

Large wheels with low-profile tires, which have become standard even for family SUV models, have also been criticized. Although they contribute to a more attractive appearance, drivers point out that they reduce comfort, increase the risk of damage on bad roads and significantly increase the cost of replacing tires.

The Trend: Automakers are building hardware—like heated seats, remote starters, or increased horsepower—directly into the vehicle, but locking them behind monthly or annual digital subscription paywalls.

The Backlash: Consumers find it anti-consumer to pay repeatedly for parts and equipment they already financed and own at the point of sale.

Another unnecessary detail perfectly reflects today's automotive industry, where even useful functions are turned into a tool for brand promotion. Instead of making the area next to the vehicle as well lit as possible for safer entry and exit, the priority becomes the projection of a logo onto the ground, which attracts attention but does not bring real added value to the driver.

This image shows the high-tech interior of a BMW iX3, highlighting the hexagonal steering wheel and digital instrument panel

Some of the participants in the discussion also warn about the increasingly poor visibility from modern cars due to high side lines and smaller glass surfaces. They believe that drivers should not depend on cameras and sensors to maneuver in situations that they used to solve by looking out the window.

Particularly negative reactions are caused by manufacturers' attempts to charge for certain functions through subscription options (such as a subscription for heated seats), even though the necessary equipment is already installed in the car. Many believe that such a practice could become one of the most hated trends in the automotive industry.

The courtesy light projector on the doors is often considered useless because its function is purely aesthetic. It transforms the vehicle into a light panel, but does not improve safety or practical lighting.

LED courtesy light projector with the Maybach logo

Interestingly, most drivers do not criticize electrification or modern drive technologies. Instead, drivers often resent trends that they see as putting marketing and visual appeal ahead of functionality.

The conclusion is pretty clear. Many drivers want cars that are simple, reliable, and practical for everyday use, even if that means fewer screens, fewer lighting effects, and fewer "futuristic" features. The auto industry may be moving toward a digital future, but a segment of buyers clearly still value common sense.

The worst automotive trend today is the eradication of physical buttons in favor of touchscreen-only interfaces and capacitive touch-sliders. This design prioritizes sleek aesthetics and cost-cutting over driver safety and usability, requiring drivers to take their eyes off the road to perform basic tasks.

The industry-wide shift toward digital-everything creates multiple problems for drivers:Distraction: Adjusting the air conditioning or tuning the radio requires navigating through multiple menus, which increases the risk of accidents.

Capacitive Frustrations: Many touch-sliders (like those used for volume or temperature) lack backlighting, making them nearly impossible to use at night.

System Lag: Unlike a physical knob that responds instantly, touchscreens can freeze, lag, or require multiple taps to register an input.

Other widely disliked industry trends include:Pop-Out Door Handles: Electric or hidden door handles that can fail to open during a collision or leave you stranded when a car battery dies.

Automotive Subscriptions: Paying a recurring monthly fee for features that are already physically built into the car (like heated seats or remote start).

Oversized Wheels & Thin Tires: Putting low-profile tires on family SUVs, which drastically reduces ride comfort and makes the wheels highly susceptible to pothole damage.

TUNNING

Mansory Lamborghini Urus with 1085 HP

From the German tuning house Mansory comes another modified Lamborghini Urus, in this case the plug-in hybrid Urus SE.

Here, Mansory has primarily provided carbon fiber elements (front spoiler, air vents, a set of sills, elements on the C-pillar, rear diffuser, rear roof spoiler...).

Then there’s the rear of Mansory’s Urus SE, rocking a huge wing that looks like it was lifted from a JDM special of the early 2000s. Other updates include a small lip spoiler and a radical new diffuser, complete with new quad tailpipes.

Of course, no Mansory product would be complete without some serious performance upgrades. As standard, the Urus SE’s 4.0-liter twin-turbocharged V8 and electric motor combine to produce 789 hp and 701 lb-ft (950 Nm) of torque. That fell short of Mansory’s ambitions, even on a build it calls soft.

Through a series of undisclosed upgrades, the tuning brand has bumped power to 1,085 hp and 922 lb-ft (1,250 Nm) of torque. No one needs hypercar-level power in an SUV, but these changes at least help ensure the SE’s performance matches its new looks.

Also available are a sports exhaust system, wheels up to 24 inches and a modified suspension, as well as a refined interior (at the client's request).

The plug-in hybrid drive (4.0 liter twin-turbo V8 engine and electric motor) now has a total of 1085 HP and 1250 Nm

The price is not stated in the short news.

Autonews

AUTONEWS

How do jet fuel changes actually affect airfares?

As concerns grow over global fuel supplies and the cost of flying, new research from the University of Adelaide shows the relationship between jet fuel prices and airfares is not as simple as passengers might think. The study found that different types of jet fuel price shocks have very different effects on Australian domestic airfares, with some shocks leading to higher ticket prices, some having little effect, and others pushing fares in different directions across fare classes.

Published in Research in Transportation Economics, the study examined business-class, restricted-economy and best-discount airfares in Australia, and found the source of the fuel price shock matters more than the price movement alone.

"Not all fuel price shocks are economically harmful in the same way. The source of the shock matters greatly," said Professor of Aviation Shane Zhang from the University of Adelaide's College of Engineering and Information Technology.

"At first glance, it may seem that fuel price increases can be easily passed on to consumers through higher fares. In reality, the relationship is more complex.

"Airfare adjustments are shaped not only by rising input costs, but also by airline pricing strategies, passenger behavior, competitive pressures and consumer sensitivity to price."

Jet fuel is one of the airline industry's biggest costs, typically accounting for 25% to 40% of total operating expenses. In Australia, where about 90% of jet fuel is imported, understanding how airfares respond to fuel price shocks is particularly important.

Analyzing Australian domestic airfare data from the Bureau of Infrastructure and Transport Research Economics, the study separated jet fuel price shocks into three categories: supply shocks, aggregate demand shocks and jet fuel-specific demand shocks.

Fuel supply shocks, which can be caused by events such as wars, natural disasters or disrupted supply chains, were found to have little direct impact on domestic ticket prices.

"This was one of the more surprising findings," said Dr. Yifei Cai from the University of Adelaide's College of Engineering and Information Technology.

"Many people would expect airlines to immediately pass fuel cost increases on to passengers, but our results suggest airlines can often smooth these effects through fuel hedging, long-term supply contracts and other operational strategies."

By contrast, aggregate demand shocks, which are usually linked to periods of economic growth, were found to increase business-class and restricted-economy fares.

"When economic conditions are stronger, travel demand tends to increase, particularly among business travelers," Professor Zhang said. "That gives airlines more room to raise prices in these fare classes."

The third category, jet fuel-specific demand shocks, had more complex effects. These shocks can occur when market participants begin buying or hoarding oil because of fears about future shortages, geopolitical risks or climate-related disruption.

The research found these shocks can reduce business-class fares in the short term, as uncertainty dampens corporate travel budgets, while increasing discount fares as more travelers seek cheaper tickets.

"Oil-specific demand shocks are particularly destabilizing because they can trigger sharp price increases without corresponding changes in actual supply or global demand," Dr. Cai said. "Overall, the findings highlight that airfare responses are shaped not only by fuel costs, but also by passenger behavior and broader macroeconomic conditions."

The findings are especially relevant amid current global concerns about fuel supply and aviation costs.

"In the current context, fuel market disruption can act in more than one way," Professor Zhang explained. "On one hand, it can be understood as a supply shock, where the physical flow of oil or refined products is constrained. Our research suggests these supply shocks do not necessarily lead to immediate domestic airfare increases, because airlines may be able to absorb them.

"At the same time, uncertainty can create an oil-specific demand shock, where buyers respond to fears of future shortages. That can be more destabilizing for aviation markets and may lead to very different fare responses across domestic and international routes."

Dr. Cai said the findings could help passengers better understand why airfare changes are often uneven and not always directly tied to fuel price movements, while for airlines, the results highlight the importance of flexible pricing strategies and fuel risk management.

The findings also have implications for future discussions around aviation fuel policy, carbon pricing and the transition to sustainable aviation fuel.

Jet fuel changes directly affect airfares because fuel accounts for up to 30% of airline operating costs. When fuel prices spike, airlines pass the burden onto consumers by raising base ticket prices, adding explicit fuel surcharges, reducing the number of cheap discount seats, and cutting less profitable flight routes.

Higher Ticket Prices & Surcharges: Airlines—especially on long-haul and international routes—often add explicit fuel surcharges to the ticket price or raise the overall base fare. For instance, recent geopolitical shocks have driven a surge in global fuel costs, causing some transcontinental and international ticket prices to spike.

Reduced Supply of Cheap Seats: Rather than raising every ticket evenly, carriers use dynamic pricing algorithms to limit the availability of basic economy and discounted seats, pushing travelers into slightly more expensive main economy classes.

Route Cuts and Cancellations: If fuel costs remain stubbornly high, airlines may park less fuel-efficient aircraft or cancel routes with lower profit margins to save money.

The "Rocket and Feather" Effect: Airfares rise rapidly when fuel prices spike, but rarely drop at the same pace when fuel costs go back down (often called asymmetric price transmission). Airlines often delay lowering fares while waiting to ensure fuel price drops are permanent.

Fuel Hedging: Some airlines lock in fuel prices months or even years in advance to protect against sudden market changes. This means a sudden spike in crude oil prices might not hit your ticket price immediately, but will likely be factored in once those hedges expire.

Provided by University of Adelaide

AUTONEWS

An underrated automotive part that we almost always forget about, but which proves very useful in the heat

When temperatures rise, the interior of a car can turn into a small oven on wheels in minutes. The seats burn, the steering wheel feels like it's been through a forge, and any bottle of water left on the seat reaches an undesirable temperature. In the midst of this battle against the summer heat, there is a feature that thousands of vehicles have had for years, but which often goes unnoticed, even by many owners.

It's not a new feature, nor does it require apps, giant screens, or complex digital menus. In fact, it's been around for so long that it's surprising how many people forget about its existence or are simply unaware of it. And the most curious thing is that it can make a huge difference, especially during a summer trip.

In the glove compartment or under the armrest...It can be something as simple as a refrigerated glove compartment, although this type of refrigerator is not always located in the glove compartment itself. In fact, in recent years, it is usually placed under the front center armrest, which is more practical because the driver, and not just the passenger, can store and retrieve any beverage with complete ease.

Its operation is much simpler than it seems. Manufacturers take advantage of the cold air generated by the climate control or air conditioning system and direct a small portion of it to this compartment through a specific duct. In this way, and due to the reduced size of the space, it remains at a considerably lower temperature than the rest of the passenger compartment when the climate control system is running.

Simply open the glove compartment or the storage compartment under the armrest to find a small wheel, rotary button, or sliding flap. By activating it, you release the airflow from the climate control system. When not needed, the driver can close it again to avoid wasting air.

The temperature inside the car depends on the climate control system. In the vast majority of cars, the air reaching the glove compartment or armrest is the same temperature as the air exiting the cabin air vents. There is no independent control. If the driver sets the air conditioning to a very low temperature, the car will also cool down more. If the temperature is higher, the effect will be less pronounced.

This means the system has a clear limitation. When the air conditioning or climate control is off, the compartment stops receiving cold air. In other words, it doesn't generate cooling on its own. The duct simply uses a resource the car is already producing to cool the cabin. Without this airflow, the glove compartment behaves again like any other storage space.

Forgotten and found...This simplicity explains why many users discover the function years after buying the car. There are countless cases of owners finding the air vent control by chance or during cleaning. From that moment on, the glove compartment or armrest transforms into a kind of mini-fridge, a welcome relief in the summer.

The practical benefits go far beyond simply keeping a can of soda cold. Keeping water cold during a trip can significantly influence the driver's perception of comfort. Our bodies use various mechanisms to regulate internal temperature, especially when it's hot. Drinking cool water contributes to an immediate feeling of relief and helps combat fatigue caused by the heat.

This sensation has a very simple physiological explanation. When a cold drink comes into contact with the mucous membranes of the mouth and throat, thermal receptors send signals to the brain that translate into an instant perception of coolness. The body doesn't cool down drastically when taking a few sips of water, but the subjective feeling of well-being increases considerably. On a long trip, especially during a heat wave, this difference is quite noticeable.

In addition, proper hydration helps maintain concentration. Numerous studies have shown that even mild dehydration can impair cognitive performance, increase feelings of fatigue, and reduce attention span. Having fresh water available encourages drivers to drink more frequently and arrive at their destination in better condition.

AUTONEWS

Mercedes CLA 200+ EQ could worry rivals with its price and range

When Mercedes introduced the new generation of CLA, one of the most interesting pieces of information, between the lines, was the announcement that some electric versions would be priced very close to the Tesla Model 3. That is why the latest CLA 200+ EQ is attracting special attention.

Mercedes is finalizing the pricing of the electric CLA for the rest of Europe, and the emphasis is on the new version that combines lower power with the largest battery in the range, creating a recipe that could pose a serious challenge to Tesla and other competitors.

The CLA 200+ EQ uses an electric motor on the rear axle with a power of 218 hp, while the maximum torque remains 335 Nm. Acceleration to 100 km/h takes 7.6 seconds, and the maximum speed is 210 km/h, which is more than enough for everyday use.

However, the key advantage of this model is not in performance but in range. Instead of a smaller 58 kWh battery, Mercedes has installed a larger 85 kWh NMC battery, the same one used in the more powerful CLA 250+. The result is an estimated range of as much as 730 kilometers, which places it among the electric cars with the longest autonomy in its class.

Mercedes has apparently assessed that for a large number of customers it is not crucial whether they have 220 or 300 horsepower, but how many kilometers they can travel between two charges. That is why the new CLA 200+ EQ seems like a model designed for drivers who value efficiency and range more than sports performance.

Even more interesting is that this version is expected to be significantly more affordable than the more powerful electric CLA models. Earlier information indicated that Mercedes wants to bring certain versions of the new CLA closer in price to the Tesla Model 3, a car that has been a reference in this segment for years.

If Mercedes can really offer an electric car with a range of around 730 kilometers at a price close to the Tesla Model 3, it could gain one of the most powerful weapons in the battle for electric car buyers.

Another trump card is fast charging. The CLA 200+ EQ supports DC charging with a power of up to 320 kW, which allows the battery to be recharged from 10 to 80 percent in approximately 22 minutes.

At a time when most manufacturers are still struggling to find the right balance between price (around 49,000 euros in the EU), range and performance, it seems that Mercedes is trying to offer exactly what customers are looking for most – a range on par with luxury electric sedans, but at a price closer to the mass market.

The Mercedes CLA 200 EQ is worrying mainstream EV rivals (like the Tesla Model 3) by pairing a highly competitive base price with exceptional range and ultra-fast charging capabilities. Mercedes achieved this by prioritizing segment-leading efficiency rather than just stuffing the car with expensive batteries.

Aggressive Pricing: The CLA EQ undercuts traditional luxury EV premiums, starting competitively (e.g., around €49,421 in Europe) and bringing genuine Mercedes-Benz luxury into the direct crosshairs of Tesla Model 3 and Polestar 2 pricing.

Massive Range: Despite being an entry point, the CLA 200+ boasts a large NMC battery (up to 85 kWh), delivering a massive WLTP-estimated range of up to 730 to 780 kilometers (roughly 450 to 480 miles) depending on the region.

Hyper-Efficiency: The vehicle sips energy, recording impressive consumption numbers (as low as 12.5 kWh to 13.0 kWh per 100 km).

Ultra-Fast Charging: Utilizing the new MMA platform's 800-volt architecture, the CLA supports up to 320 kW DC fast-charging. It can add hundreds of kilometers of range in roughly 10 minutes.

S-Class Tech Inside: It features Mercedes' newest MBUX operating system, incorporating integrated AI assistants and premium styling that elevate it above cheaper-feeling EV competitors.

 

AUTONEWS

Vehicle miles traveled: An improved, but imperfect, traffic metric

Opponents of new developments often argue that more construction will bring more traffic, frequently convincing developers to reduce the scale of their projects or seek out less densely populated areas to build. Although such compromises may lead to less congestion on the road, they don't necessarily reduce driving and driving's associated environmental effects. But what if how much a community actually drives provides a better measure of how a new development stands to affect a neighborhood?

Although it's not a silver bullet, research from Northeastern University published in the Transportation Research Record, finds that that new approach—called vehicle miles traveled (VMT)—is a better way to measure a development's environmental impacts related to transportation.

"We replaced something that was counterproductive with something that makes a lot more sense," said Serena Alexander, an associate professor in civil and environmental engineering and public policy and urban affairs at Northeastern. "But it doesn't mean that it's perfect."

Alexander explained that for years, developers and planners used a measure called "level of service" to evaluate the environmental impacts of a development on transportation infrastructure. The higher the congestion, or overcrowding, on railroads, streets or shipping lanes, for instance, the worse the level of service.

Planners and developers historically had two main solutions to improve worsening levels of service, Alexander said, widening and building new roads, and increasing construction in more remote places where there was less traffic.

Unfortunately, both make people drive even more, she said.

"As you widen the road, people think that, "Well, there's no traffic, so we can drive,'" Alexander said.

Meanwhile, reducing the level of service by building housing or retail in remote, low-density areas can lead to subdivisions that you can only get to and navigate by car, Alexander said.

"Every time that you build something, you potentially generate more driving," Alexander said. "But when you build something that's near transit or in a dense urban area, the extra driving that you generate is a lot less than when you build homes in a suburban or exurban area."

The metric sounded promising to planners and environmentalists. Instead of encouraging developers to build 15 miles (24 kilometers) beyond city limits to reduce traffic, projects were incentivized to build closer to transit infrastructure, municipal hubs and amenities to reduce driving.

The state of California implemented VMT in 2013. The state even proposed incentives where developers could mitigate higher levels of projected VMT by providing money for local transit projects, issuing public transportation vouchers and more, Alexander said.

Other states, including Washington and Oregon, now use VMT in transportation projects and to meet transportation goals, and Massachusetts is also considering using the metric.

But the metric has not been without critics, who worry that it punishes rural or suburban housing, or even personal mobility and freedom.

In her research, Alexander found a few challenges with VMT.

First, there is limited legal precedent and data that establishes VMT as a valid metric.

"Cities struggle to push for this because they are afraid that they'll be sued by developers and there's not enough evidence to back up what [planners] are saying," Alexander said.

For instance, if a builder is asked to mitigate the driving that their development produces by adding an expensive bike lane, they may challenge the use of VMT as an effective measure.

Similarly, there are many tools for measuring VMT, but few standards, Alexander said.

"Some cities have their own VMT tool. States have tried to develop their own metro-level tools," Alexander said. "So, they use different tools to see if they will get the same numbers, and the numbers don't match up."

These opposing numbers mean that VMT and mitigation efforts can be calculated differently for different projects depending on geographic location, leading to potential disagreements, distrust and uncertainty.

"You cannot require the developer to contribute to a VMT bank when you don't know how reliable your VMT estimations are," Alexander said. A VMT bank is a system where developers or project sponsors purchase VMT reduction credits to offset the environmental and traffic impacts of new construction projects. "You cannot also expect that the community will accept that this project will not increase driving tremendously if they cannot trust your tool."

Using VMT and establishing mitigation strategies for it can also prompt equity issues, Alexander said.

"When you require developers to contribute to a bank or even an exchange program, how do you know that the benefits of those projects or programs are actually going to be shared in an equitable way with the community that experienced the development?" Alexander asked.

For instance, Alexander wondered if a new subdivision's increased VMT is offset by a bike lane miles away, will the subdivision residents really benefit. Another thing to consider, she said, is whether more dense development in transit-rich neighborhoods will lead to gentrification.

"It's not that VMT is necessarily a bad tool or that it's not useful," Alexander said. "It's just that it's new, it's developing, and we need to answer all these questions before we can actually do something that makes sense."

Mariela Alfonzo, the CEO and founder of State of Place, a predictive analytics company that evaluates how urban design features impact cities and collaborated on the research, said level of service was a "square-peg-round-hole metric."

But she said that VMT's future as a successful metric depends on more than just the number of car trips. It also depends on information about who is driving, when the trips are made, what alternatives may exist and even the experience those alternatives provide.

"People do not choose whether to drive based only on density or distance—they respond to the actual street-level experience," Alfonzo said. "If the sidewalk is broken, the bus stop is exposed, the crossing feels unsafe, or there is no shade, that changes behavior."

Provided by Northeastern University