FIAT

FIAT 238 E Panorama: the evolution of one of the Italian manufacturer's most important light commercial vehicles

In the late 1970s—a time when European utility vehicles still retained a strong, distinctive character and passenger vans were beginning to gain ground as alternatives to conventional cars—FIAT offered a particularly interesting solution: the 238 E Panorama. Based on a design dating back to 1967, the model represented the evolution of one of the Italian manufacturer's most important light commercial vehicles; in its passenger configuration, it combined the practicality of a van with the comfort of a minibus. By 1979, the 238 E Panorama had reached a mature stage in its lifecycle, following updates made in 1977–78.

The story of the 238 began a decade earlier as the successor to the FIAT 1100 T. Its design was quite modern for the time, featuring a transverse front-engine, front-wheel-drive layout technically derived from the Autobianchi Primula. This configuration allowed for a relatively low floor and maximized space for passengers or cargo—a feature that helped explain the design's longevity. Initially equipped with a 1,221 cc engine, the 238 later adopted the 1,197 cc and 1,438 cc engines from the FIAT 124 family.

The 1977 update introduced the 238 E, which featured a restyled front end—including a lower, wider grille that incorporated the headlights—as well as new side trim. The interior was also upgraded with more comfortable seats, a revised climate control system, and a more comprehensive instrument cluster. Among the various commercial configurations available—such as panel van, platform truck, double cab, ambulance, and minibus—was the 238 E Panorama, marketed as a true passenger-oriented touring version. Italian advertising from the era specifically highlighted its ability to transport nine people with a standard driver's license, positioning the model closer to the concept of a large family car.

For 1979, the standout engine was the well-known 1,438 cc inline-four, designated by the code 131 AZ 000. Fed by a Weber carburetor, it produced approximately 52 hp at 4,600 rpm—a modest output by modern standards, yet adequate for the vehicle's intended purpose. It featured a 4-speed manual transmission, and front-wheel drive remained a key characteristic of the vehicle's design. A documented 1979 Panorama model measures 4,590 mm in length, 1,835 mm in width, and 1,927 mm in height, with a wheelbase of 2,400 mm and a weight of around 1,440 kg. Its top speed was approximately 110 km/h.

More important than performance figures, however, was its versatility. The Panorama version could accommodate eight passengers plus luggage—or nine occupants, depending on the configuration—effectively making the 238 a sort of minivan *avant la lettre*. The concept also found a receptive market among companies specializing in motorhome conversions; the front-wheel-drive platform and relatively low floor made it easy to transform the vehicle into a compact home on wheels—a role that would define much of the 238's career.

Interestingly, even after the larger Fiat 242 arrived in 1974, Fiat decided to keep the 238 in production. While the new model was more spacious and technically more modern, it was also more expensive and targeted at a higher market segment. The veteran 238 thus continued to serve as a compact, versatile utility vehicle, benefiting from more manageable dimensions and a well-proven mechanical setup. This strategy allowed the model to remain in the lineup until 1983, when it was finally replaced by the Fiat Ducato, developed as part of a new generation of European commercial vehicles.

The 1979 Fiat 238 E Panorama may not possess the prestige of a 130 Coupé, a Dino, or a 131 Abarth, but it represents an equally important facet of the Italian industry: the ability to turn simple technical solutions into highly functional products. With its boxy shape, vast glass area, transverse front-mounted engine, front-wheel drive, and enough space to carry practically an entire small family, the Panorama anticipated—in many respects—the philosophy behind future European family vans. It was, in essence, a work vehicle that discovered a second calling: transporting people, not just cargo, with the practicality and mechanical ingenuity that characterized Fiat during that era.

Autonews

AUTONEWS

What is more important in used cars - mileage or age?

One used car is six years old and has covered 150,000 kilometers. The other has only 90,000 kilometers, but is 12 years old. Which is a safer purchase?

The answer is not as simple as is often thought. Data from the Croatian Vehicle Center shows that both age and mileage have a very strong influence on the occurrence of malfunctions, but in different ways, writes Tportal.hr.

For cars under five years old, the malfunction rate for the best brands is only around one to three percent. For example, Volvo had 1.36 percent of defective vehicles in 2025, Mazda 1.38, Suzuki 1.92, Toyota 2.28, and BMW 2.44 percent.

When vehicles enter the age category between five and ten years, the numbers increase noticeably. Honda had 4.75 percent of defective units in that category, Volvo 5.04, Toyota 5.53, Mazda 5.67, while Volkswagen was at 6.59 percent.

After ten years, the difference becomes enormous...For vehicles older than ten years, the picture is completely different. Even the brands with the best results have a double-digit percentage of defective vehicles. Mercedes-Benz was at 14.35 percent, BMW at 17.41, Volvo and Audi at around 18.3, Toyota at 19.01, while for some brands, defects exceeded a quarter of the inspected units.

Mileage also increases the risk, but there is a catch. A car that covers 150,000 kilometers in six years has often spent a large part of its life on the highway, where the engine, transmission, clutch and brakes are exposed to a different operating mode than in a vehicle that covers short city distances every day.

On the other hand, a low number of kilometers is no guarantee of good condition. Time equally affects rubber seals, hoses, corrosion, fluids, battery, brakes and numerous other parts that age even when the car is driven little.

So, if you are choosing between a younger car with 150,000 kilometers and a much older one with lower mileage, a well-maintained younger car can often be a safer purchase. This is not a universal rule, but a conclusion that stems from the fact that CVH data very clearly shows a strong increase in malfunctions with the age of the vehicle, writes Autonews.

The most important thing is therefore not to buy mileage or year, but a specific car. Service documentation, chassis inspection, cold start, engine and transmission condition, as well as a history check, can be more valuable than five digits on the kilometer-hour.

Car miles – all you need to know...When people choose to buy a used vehicle, they often go with the idea that the lower the mileage the better. But what is ‘good’ mileage for a used car? Answering this question is a little trickier than you might think.

Generally speaking, the more miles a car has driven, the more likely its moving parts are worn. However, mileage is not necessarily an indicator of quality, nor of the car’s actual state. Let’s see why.

Assume we’re looking at two used cars of the same age, but one has a much higher mileage. The car with the higher mileage definitely requires serious consideration, and the one with lower mileage would often be preferable. However, there are several complicating factors:

Cars are meant to be driven. Many parts in a car self-lubricate while the vehicle is running. This means that a car which is being regularly taken out on the road will likely be in a better condition than one kept stationary for months on end on a driveway. A car sitting and doing nothing over long periods of time will deteriorate faster, with parts like the engine clogging up.

The kind of miles. Certain kinds of driving can affect cars in different ways. It all depends on the road surface, the driving conditions, and the type of driving – a car can rack up what is known as ‘good’ and ‘bad’ mileage. Those driven mainly on nice smooth motorways will usually be ‘healthier’ than those bumping over urban potholes and endless sharp turns.

So, does mileage matter? Yes…and no! You’ll need to find out a bit more about the car and how it’s been used, to decide on the state of the vehicle.

What’s good mileage for a used car? Is there really such a thing as good and bad mileage on a car? Absolutely! It might seem strange at first, but once you break it down it makes total sense.

Basically, motorway miles are better for a car than miles gained from city driving. That’s because motorway driving is easier on the vehicle, which can operate at optimum performance, with less stress on the brakes and clutch, and greater fuel efficiency. City driving is the opposite, wearing the car down more with frequent braking and gear changes.

Motorway-driven cars will likely have more miles on the clock, whereas city-driven cars will probably have fewer miles due to shorter commutes. However, the motorway mileage will be better for the car comparatively. As a result, the number of miles on an odometer is not always an indicator of a car’s ‘health’.

What’s good mileage for a used car?...Is there really such a thing as good and bad mileage on a car? Absolutely! It might seem strange at first, but once you break it down it makes total sense.

Basically, motorway miles are better for a car than miles gained from city driving. That’s because motorway driving is easier on the vehicle, which can operate at optimum performance, with less stress on the brakes and clutch, and greater fuel efficiency. City driving is the opposite, wearing the car down more with frequent braking and gear changes.

Motorway-driven cars will likely have more miles on the clock, whereas city-driven cars will probably have fewer miles due to shorter commutes. However, the motorway mileage will be better for the car comparatively. As a result, the number of miles on an odometer is not always an indicator of a car’s ‘health’.

Car depreciation – mileage vs age...‘Depreciation’ refers to the way cars lose value over time – and this process starts the moment a new car is driven off the forecourt. So does mileage matter more for depreciation, or is the passing of time the biggest factor?

Broadly speaking, age is considered the main influence in depreciation, but that’s partly because it’s assumed that the older a vehicle is, the more miles it will have driven. Typically, the average car will stop depreciating after 8-10 years.

So why is this important in the car mileage vs age debate? Basically, it can help you decide whether a car with high mileage or an old age is well-priced and a deal worth going for.

Example: Emma is a student and wants to buy a car while she’s studying. As a student, she’s not that well-off, so doesn’t want to lose money to depreciation when she comes to sell the vehicle. She finds an eight-year-old car with relatively low mileage. This is smart, because depreciation more or less stops after eight years anyway, so she might be able to sell it again for a similar price in a couple of years’ time without losing much money.

Example: Hamza sees a car he really likes. It’s only two years old so it hasn’t depreciated much. But it does already have 60,000 miles on the clock. He decides to pass on the car – it could end up being a nightmare to sell on due to that high mileage, and will have depreciated even further.

AUTONEWS

Jet engines can’t tell coconut-blend fuel from jet fuel—but the environment can

Air travel’s climate footprint has made sustainable aviation fuel one of the most urgent engineering challenges in modern transportation. Researchers at Osaka Metropolitan University have now reported a coconut oil-derived fuel that can be blended with conventional Jet A-1 without causing a major loss of engine performance. In experiments with a small turbojet engine, the new fuel maintained thermal efficiency comparable to that of standard aviation fuel, while reducing hydrocarbon emissions. The results suggest that discarded or substandard coconuts could become a locally available feedstock for aviation biofuel, particularly in Southeast Asia, where large quantities of coconuts are rejected each year for failing to meet commercial appearance or quality standards.

The fuel was produced using a co-solvent method that combines extracts from coconut oil with acetone and an alcohol. Unlike many biofuel production routes that require substantial heating, pressurization, or multiple purification stages, the Osaka Metropolitan University process operates at ambient temperature and pressure. This can reduce energy consumption during manufacturing and may also help preserve the chemical purity of the resulting fuel. The researchers prepared two types of coconut-derived aviation biofuel: fatty acid methyl ester, or FAME, made using methanol, and fatty acid ethyl ester, or FAEE, made using ethanol. Both belong to the broader family of fatty acid esters commonly associated with biodiesel, but their properties can be adjusted for use in aviation fuel blends.

Coconut oil is considered an attractive source for this purpose because its fatty acids contain relatively short carbon chains compared with many other vegetable oils. Jet fuel, including Jet A-1, consists primarily of hydrocarbons within a particular range of molecular sizes, and the chain lengths found in coconut-derived compounds are closer to this range than those in oils dominated by longer fatty acids. That chemical similarity does not automatically make untreated coconut oil suitable for a turbine engine. Raw vegetable oils are too viscous, thermally unstable, and chemically different from aviation kerosene to be used directly in most aircraft engines. Converting the oil into FAME or FAEE changes its physical and combustion properties, producing a fuel that can be mixed with conventional jet fuel and evaluated under controlled engine conditions.

To determine how the coconut-based fuels behaved, the research team created blends containing different proportions of FAME or FAEE and Jet A-1. They then tested the mixtures in a small turbojet engine, examining fuel consumption, thermal efficiency, and emissions. Thermal efficiency describes how effectively the engine converts the chemical energy in fuel into useful mechanical or propulsive output. Fuel consumption, meanwhile, depends not only on how efficiently the engine operates but also on the energy content of the fuel itself. The researchers expected the coconut-derived blends to consume more fuel because their heating values—the amount of energy released during combustion—differ from those of conventional Jet A-1.

The experiments confirmed that fuel consumption generally increased as the proportion of biofuel rose. This result was attributed primarily to differences in heating value rather than to a dramatic deterioration in engine operation. Even though the engine needed more of the blend to produce a comparable amount of energy, its thermal efficiency remained broadly similar to that observed with Jet A-1. In practical terms, the findings indicate that the engine was still converting the available fuel energy effectively. The result is important because a sustainable aviation fuel must do more than burn: it must deliver reliable energy without causing unacceptable changes in engine behavior, operating stability, or performance.

Researchers at Osaka Metropolitan University have recently demonstrated that a biofuel derived from coconut oil can be blended with standard Jet A-1 fuel without compromising engine performance. In controlled tests using a small turbojet engine, the coconut-based fuel exhibited thermal efficiency on par with traditional aviation fuel while achieving a notable reduction in hydrocarbon emissions(Osaka Metropolitan University)

The emissions results were particularly significant. As the proportion of coconut-derived fuel increased, hydrocarbon emissions declined. Unburned hydrocarbons are released when fuel does not combust completely, and lowering them can indicate more complete combustion under the tested conditions. The researchers observed no significant changes in carbon dioxide or nitrogen oxide emissions compared with conventional Jet A-1. Carbon dioxide is the principal greenhouse gas associated with the combustion of aviation fuel, while nitrogen oxides contribute to air pollution and can affect atmospheric chemistry at cruising altitude. The absence of a significant increase in these pollutants suggests that the coconut-based blends did not create a new emissions penalty in the tested microturbine system.

“Our experiments showed that our fuel blend can operate in existing gas turbine engines without major loss of efficiency or engine performance, and without increasing emissions,” said Dr. Huynh Phuong Uyen Nguyen of Osaka Metropolitan University’s Graduate School of Sustainable System Sciences. The statement reflects the central appeal of drop-in or near-drop-in sustainable aviation fuels: they can potentially be introduced into existing engines and fuel infrastructure without requiring an entirely new generation of aircraft. However, the experiments were conducted in a small turbojet engine, not in a commercial airliner, and the findings should therefore be viewed as an early technical demonstration rather than proof of immediate large-scale aviation readiness.

The researchers also emphasize that combustion performance is only one part of the qualification process. Before a coconut-based fuel could be used widely in aviation, it would need to meet demanding requirements for long-term storage stability, cold-weather behavior, energy density, material compatibility, and safety. Jet fuel must remain stable during storage and transport, resist unwanted chemical reactions, and perform reliably across the extreme temperature range encountered in aviation. The compatibility of FAME and FAEE with seals, pumps, tanks, and fuel-control systems would also require extensive testing. In addition, a full life-cycle assessment would be necessary to determine whether the environmental benefits remain substantial after accounting for cultivation, harvesting, processing, transport, land use, and possible competition with food production.

The opportunity may be especially relevant in Southeast Asia, where approximately 30 percent of harvested coconuts are reportedly discarded because they do not satisfy commercial standards. These coconuts may not be suitable for conventional retail markets, yet they still contain oil that could serve as a chemical feedstock. Converting agricultural waste or rejected crops into fuel could provide an additional revenue stream for producers while reducing dependence on imported petroleum. The region’s vulnerability to fuel-price shocks further strengthens the appeal of locally sourced alternatives. At the same time, using waste coconuts rather than expanding plantations would be essential if the fuel is to avoid creating new environmental pressures through deforestation, excessive water use, or competition with food supplies.

The Osaka Metropolitan University team now plans to improve fuel-consumption performance and investigate technologies capable of operating engines on 100 percent coconut-derived biofuel. The researchers also intend to examine storage stability, material compatibility, and broader environmental impacts before pursuing practical deployment. Their study, published in the journal Fuel, provides evidence that coconut oil converted through a co-solvent process can function as a promising component of aviation fuel blends. It does not yet solve aviation’s emissions problem, but it points toward a potentially scalable pathway in which agricultural by-products become cleaner-burning energy sources for turbine engines. As airlines search for alternatives that can work with existing propulsion technology, an ingredient as familiar as coconut oil may be entering the conversation in a surprisingly technical new form.

Osaka Metropolitan University

BMW

As if Google’s abusive and intrusive ads weren't enough...Are we seeing ads in our cars now? BMW has already done this with a Spider-Man promotion titled "A New Day for Spider-Man."

The collaboration between BMW and the latest Spider-Man film—*Brand New Day* (released this summer)—wouldn't have gone beyond the usual scope (joint promotions, car appearances in the movie, etc.) had the German brand not added a little something extra.

The BMW iX3—the current jewel of the German lineup—and the 5 Series are the two models accompanying an adult Peter Parker on his usual crusade against crime in New York City.

So far, nothing unusual. But the key—the unique aspect—is that this time there was reciprocity: the car is in the movie, and... the movie is in the car. Thanks to technology, Spider-Man also accompanies the BMWs... on their screens.

Cars in the movie... and the movie in the cars...Because, among the film's promotional activities, there was one that could be viewed (until August 10) directly inside the vehicles. It was an animated ad appearing on the displays of BMWs manufactured after July 2020 and equipped with BMW Operating System 7, 8, 8.5, 9, or BMW Operating System X—across the 70 countries where the film was shown.

When the car started, the driver saw a banner that, when clicked, displayed a full-screen animation related to the movie, complete with music and a specific ambient lighting effect. A real spectacle.

Of course, such "experiments" are rarely accidental or innocent, so many interpreted them as a first step toward what could become a future trend: in-car advertising. This sparks a debate about whether it is appropriate—or simply an intrusion from which the driver derives no benefit, unlike the manufacturer.

The details behind the campaign:

The Official Stance: BMW pushed the promotion via its native "Festive App" (typically used for holiday greetings). The company formally argued to media outlets that the feature was an "optional themed animation" and a "special surprise" rather than a traditional commercial.

The Synergy: The promotion was a massive global co-branding partnership between BMW, Sony Pictures, and Marvel. Vehicles like the BMW iX3 and the 5 Series are heavily featured in the movie itself.

The Backlash: Despite being technically optional to play, the automatic appearance of a third-party movie ad on vehicles that cost up to $160,000 left many owners feeling violated. Drivers expressed outrage on communities like Reddit, pointing out that BMW explicitly pledged less than three years prior that it would not sell screen space to outside advertisers.

Why this matters for the future of cars:

This campaign highlights a broader shift in the automotive industry. Now that cars receive over-the-air (OTA) software updates, manufacturers are treating vehicles as digital platforms. This allows them to monetize a driver's attention long after the car has left the dealership lot.

The trend extends beyond advertising; automakers have also experimented with charging subscriptions to unlock pre-installed hardware features (such as BMW's heavily criticized attempt to charge a monthly fee for heated seats)

by Autonews

AUDI

Audi still analyzing the future of the five-cylinder engine

The fate of Audi's five-cylinder engine has not been decided. Although it seemed to be going down in history, Audi is reconsidering the future of its regular five-cylinder engine. Hybridization is mentioned as an option to save the 2.5 TFSI engine, but small production series still pose an obstacle to such an investment.

For a while, it looked like Audi’s legendary five-cylinder engine was heading for the history books. Now, the Four Rings are having second thoughts. Audi Sport boss Rolf Michl has revealed that the company is still evaluating the future of the turbocharged 2.5-liter engine, suggesting the inline-five could survive into another generation.

One factor working in the engine’s favor is the RS 3 itself. Michl has been involved with all three generations of the five-cylinder-powered model and views it as an important entry point into Audi’s RS lineup. “The entrance into the RS world is important because having a brand statement like that is amazing,” Michl said. “Emotion starts in the compact segment.”

Keeping the engine alive won’t be easy. Hybridization could help Audi meet tougher emissions standards, similar to the approach taken with the new RS 5, although that would introduce additional cost, complexity and weight.

Another possibility would be spreading the development costs across more Volkswagen Group products. The RS 3 and Cupra Formentor VZ5 already share the MQB architecture used by numerous Volkswagen Group vehicles, and reports have suggested an extreme Golf R could eventually receive five-cylinder power.

Nothing has been decided yet. Michl stressed that Audi is still evaluating its options with Audi AG.

But the fact that Audi is trying to find a business case for the engine should give enthusiasts some hope. At a time when Audi is emphasizing its heritage and attempting to inject more emotion back into its products, killing one of the most distinctive engines in the company’s history would be unfortunate timing.

That is a pretty significant plot twist considering Audi had previously indicated that the investment needed to make the engine comply with tougher emissions regulations wasn't worth it. 'We're well aware about the historical meaning of the five-cylinder,” Michl told Autocar. “Evaluations are still running,” he added, pointing out that he also has “a personal relationship” with the engine after working on all three generations of the RS3. He described the five-cylinder as “so characteristic” and “deeply rooted in history.”

That sounds considerably more optimistic than what Audi was saying less than a year ago. Back in September 2025, we noted how CEO Gernot Döllner had effectively signaled the end was near for the 2.5 TFSI. The engine could technically be modified to satisfy Euro 7, but Audi didn't want to spend the money because the RS3 doesn't sell in sufficient numbers to justify the investment.

At the time, the writing appeared to be on the wall. The TT RS and RS Q3 were already gone, leaving the RS3 as the sole Audi model using the five-cylinder. The engine was expected to disappear from Europe when the next stage of Euro 7 takes effect in November.

Things became slightly less gloomy earlier this year when Audi confirmed to Motor1 that the RS3 itself would continue outside Europe. As we wrote in early April, the 2.5-liter engine will remain in production for markets with less restrictive emissions rules, while European production is scheduled to end by mid-2027.

Now Audi Sport is apparently considering whether the five-cylinder deserves an even longer lease on life. And honestly, it would be a shame to let it go. The problem, as with almost everything in life, is money. Euro 7 compliance isn't technically impossible. Audi has already acknowledged as much. But updating an engine used in only a couple of relatively low-volume models requires spending a lot of money for a comparatively small return.

The head of the Audi Sport department, Rolf Mihl, confirmed that the company is still analyzing the future of the 2.5-liter turbo engine, which signals that this unit could survive in the next generation of the model. This is a significant turn from previous announcements that investing in adapting the engine to stricter environmental standards is not worth it.

"We are fully aware of the historical significance of this engine concept," Mihl told Autocar. He confirmed that "the analysis is still ongoing" and added that he is personally connected to the engine, having worked on all three generations of the RS3. For him, the five-cylinder is an "extremely characteristic" engine "deeply rooted in history".

This tone is significantly more optimistic than the messages coming from Audi less than a year ago. In September 2025, CEO Gernot Delner effectively announced the end of the 2.5 TFSI. He explained that the engine could technically be adapted to the Euro 7 standard, but Audi was not ready to invest the money because the RS3 was not selling enough units to justify the cost.

At that point, the decision seemed final. The TT RS and RS Q3 models have already been withdrawn from production, leaving the RS3 as Audi’s only five-cylinder model. The engine was expected to disappear from the European market in November this year, when the new phase of the Euro 7 standard comes into force. The situation changed at the beginning of the year, when Audi confirmed that the RS3 would continue to be sold outside Europe. Production of the 2.5-liter engine for markets with more lenient environmental regulations will continue, while the end for Europe was scheduled for mid-2027.

Audi Sport is now looking for a way to give the five-cylinder a new lease of life. The main problem is finances. Adapting the engine to Euro 7 standards is technically feasible, as Audi itself has previously admitted, but upgrading an engine that is installed in a small number of models requires large investments with questionable returns.

Hybridization is one option, but it brings with it a higher price and additional vehicle weight. Therefore, increasing production volumes could be key. For some time now, there has been unofficial talk of Volkswagen's desire to install this engine in the Golf R, which Audi allegedly blocked in 2020. Although Ingolstadt did not want to share its recognizable engine at the time, it eventually ended up in the Cupra Formentor.

Of course, all this does not mean that the RS3 will definitely keep five cylinders. Mihl emphasized that negotiations are ongoing and that a final decision has not yet been made. The company could still conclude that the investment is not worth it, especially in the European market. Despite this, the news is significantly more positive than last year. There are still rumors that the five-cylinder could finally arrive in the Golf R next year, which would coincide with the 25th anniversary of the R brand in 2027.

If Audi wants to justify further development of the engine, installing it in more models within the group would help spread the costs. It is known that the sporty targa model Concept C is not a candidate because it will be available exclusively as an electric vehicle.

With the Volkswagen Group planning to reduce costs and capacity, the 2.5 TFSI could be considered too specific a product for such a small series. However, there is still hope for the survival of the legendary engine, provided that the engineers and the finance department in Ingolstadt find common ground.

Autonews

AUTONEWS

Attention-grabbing virtual agents could help improve safety of self-driving cars

Animated ‘virtual agents’ could help keep the roads of the future safer by alerting people behind the wheel of semi-autonomous cars to oncoming hazards, new research suggests.

 Researchers from the University of Glasgow have been exploring whether the social cues that humans instinctively read in one another could be harnessed to effectively direct drivers’ attention back to the road when required.

 Their research, recently published as a peer-reviewed paper, shows for the first time that using AR glasses to display an animated representation of a robot which turns to look and point drivers towards potential dangers may be just as effective as a more conventional visual warning.

They also discovered that there may be a limit on how much personality a virtual agent can have before its visual cues start distracting drivers instead of supporting them.

 The team’s findings could help car manufacturers find more effective ways to deal with one of the biggest challenges of the planned transition to autonomous vehicles. Drivers of conditionally-automated cars, which are mostly but not completely self-driving, must remain aware of road conditions while their eyes are elsewhere in case they need to take back full control in an emergency.

 Thomas Goodge, of the University of Glasgow’s School of Computing Science, is the paper’s first author and worked on the research as the final part of his PhD project. He said: “My PhD has been about probing the seeming paradox at the heart of conditionally-automated cars - how can we keep drivers aware of dangers on the road when they’re distracted by a task like reading, answering emails or playing games on their phone?

 “In real life, people know where the other person in a conversation is paying attention just from the way they turn their heads. If one person looks over the other’s shoulder, it suggests there’s something there worth turning your head to see. Previous psychological research has firmly established that humans process social cues more efficiently than visual cues, yet almost none of our safety-critical systems make use of that. Instead, they use lights, flashes and beeps which can be hard to immediately understand. We were keen to explore whether something we’re hardwired to do could help us spot danger more effectively.”

In order to investigate the potential of harnessing social cues, the team set up two lab experiments. They enlisted 48 volunteers to sit in a mockup of a driver’s seat in front of a monitor displaying a series of pre-recorded dashcam videos of real-world driving scenarios.

 During the lab tests, the volunteers wore AR glasses and played a simple mixed-reality game which required them to look at gems to ‘pop’ them with their gaze. At the same time, the dashcam footage played in front of them, simulating the level of attention a driver occupied by non-driving related tasks might pay to the road.

 A visual warning in the glasses alerted the participants to a potential hazard in the road footage just before it cut to black. They were then asked questions about what the hazard was, and to predict what might happen next. The same experiments were also repeated with a a control group who watched the footage without playing the game.

 The visual warning took two distinct forms – a coloured bar that moved to sit under the hazard, and a robot head designed by the team that turned to look towards danger.

 In the first experiment, the team found that the distracted drivers performed significantly worse than the control group with both warnings, regularly missing the dangers in the footage. 

A second experiment added extra cues to the visual warnings. In addition to pointing, the marker turned red, and the robot’s head turn was accompanied by the reddening of the sides of its head. In both of these tests, the participants correctly predicted the hazards around 80% of the time – the same level as the undistracted control group. 

The team also investigated whether the robot’s apparent emotional state would have an effect on the results. When they added visible signs of stress like sweating and trembling to the robot, the study’s participants became distracted by trying to accurately read the robot’s feelings, and regularly failed to correctly spot the road hazards.

Professor Stephen Brewster of the University of Glasgow’s School of Computing Science, a co-author of the paper, leads the ERC-funded ViAjeRo project which is investigating how VR and AR technologies can be used to improve the experience of travelling in self-driving cars. He said: “This is a striking result, suggesting that simulated body language can help alert drivers to danger effectively and pointing the way to a potentially very useful way to empower people to co-pilot a self-driving car.

“As cars move towards becoming autonomous, manufacturers are also integrating features like AI-enabled speech recognition to make the experience of driving feel more social. Our research suggests that adding social cues to hazard awareness could help drivers and their cars work as a team to maximise the safety of self-driving vehicles.

 “However, it also highlighted a potential problem that will need to be addressed as these systems are developed. Some participants offloaded more responsibility than expected to the visual cues, trusting that they could wait for the marker or the robot to turn red instead of paying closer attention to the road. Finding ways to properly calibrate driver trust to ensure that humans don’t just hand over awareness entirely to their cars will be critically important.”

 The team are already planning to expand their research to explore more deeply the potential of virtual agents to maximise driver safety.  

 Thomas added: “There are very few safety-critical systems currently in use that make use of social information. In this study, we deliberately chose to investigate presenting visual information to the participants. The next step is to bring in other modalities, like sound and conversation, and to test how drivers respond to a more conversational agent rather than one they simply watch.”

 Professor Frank Pollick of the University of Glasgow’s School of Psychology contributed to the research and co-authored the paper. 

The team’s paper, titled ‘The effects of using a Virtual Agent to Signal Danger on Hazard Prediction ability in Conditionally-Automated Driving’, is published in ACM Transactions on Computer-Human Interaction. The research was supported by funding from the UKRI Centre for Doctoral Training in Socially Intelligent Artificial Agents and the European Research Council.

 

University of Glasgow

AUTONEWS

Why the fuel filler is not always on the same side of the car: The answer is not so simple

Why is the fuel filler on some cars on the left and on others on the right? While one might expect a universal solution, the answer is a bit more complex. The position of the fuel filler is primarily determined by technical requirements, vehicle design and manufacturing processes, not by coincidence or tradition.

It has probably happened to every driver at least once that he approached the wrong side of the gas station. The reason is simple - the position of the fuel filler is not standardized. Some cars have it on the left, others on the right, and the decision about this is much more technical than practical. Although it would seem logical that the entire automotive industry uses the same solution, manufacturers primarily take into account the design of a specific model, the layout of components and production requirements when designing.

It has nothing to do with the engine. You can often hear that the position of the fuel filler depends on where the engine or exhaust system is located. However, they rarely directly decide on its location.

The fuel tank in most passenger cars is located in the rear of the vehicle, under the rear seat. Engineers therefore have to find the most suitable path between the fuel filler and the tank, taking into account the suspension space, exhaust system, supporting body elements and areas that serve to protect passengers in the event of a collision. In many cases, one side of the vehicle simply offers a better technical solution than the other.

Some brands follow tradition...Although there is no single rule, certain patterns can be observed among individual manufacturers. Many Japanese cars have the fuel filler on the left side, while many German models often have it on the right. However, even this is not a rule without exceptions. Since most modern cars are produced on global platforms and intended for different markets, the choice often depends on the vehicle design or simplification of production, and not on the tradition of a particular brand, writes avtomagazin.si.

Safety also played a role...In the past, safety also played an important role. In countries where people drive on the right side of the road, having the fuel filler on the right meant that the driver was further away from the traffic when refueling at a stoplight or on the side of the road. Today, this aspect is not as important as it is today, as most drivers fill up at gas stations, but it did influence the development of certain models in the past.

The answer is on the dashboard...If you are not sure which side the fuel filler is on in a car you are driving for the first time, you do not need to get out of the vehicle.

On the dashboard of most cars, next to the fuel pump symbol, there is a small arrow. This shows which side of the vehicle the fuel filler cap is on. It is a simple detail that many drivers only notice when they get into a rental or company car.

Why don't manufacturers just go with one solution? Although a single arrangement would make life easier for drivers, manufacturers do not see any particular advantage in it. Moving the fuel filler neck is not just a cosmetic change – it can require a different body design, fuel filler neck, fuel tank, and even manufacturing process. That’s why it’s more important to find the right solution for a specific model than to make it the same for all cars.

Drivers have their own theories...The question of why the fuel filler neck is not always on the same side is often asked on car forums and social media. Among the most common explanations, the conclusion that the reason lies primarily in the arrangement of components under the car and the most efficient use of space is predominant.

Some drivers also recall older cars in which the fuel filler neck was not located on the side at all. In some models, it was located behind the license plate or under a special cover at the rear of the vehicle. Such solutions have almost completely disappeared with the development of safety standards and more modern car designs.