AUTONEWS

Mercedes-AMG GT SUV

The Mercedes-AMG GT SUV has arrived—the first "full-size SUV" developed independently by the manufacturer, and the second model based on the high-performance AMG.EA platform, which features an 800-volt architecture.

Measuring 5,084 mm in length, 2,001 mm in width, and 1,656 mm in height, the GT 63 SUV is 130 mm longer, 17 mm narrower, and 126 mm lower than the GLE 63 S SUV, while its wheelbase of 3,040 mm is 45 mm longer.

Sharing the same foundation as the AMG GT 4-Door, this SUV will be available in "53" and "55" versions—both featuring dual electric motors—as well as a flagship "63" variant equipped with three electric motors. Nadin Šut, the product development team lead, states that this vehicle represents "a real turning point for AMG"—noting that while it is "an SUV in shape, it is a GT by nature."

At just over five meters in length, the vehicle shares several features with the 4-Door model, including a similar front grille and lighting design, as well as an almost identical, darkened rear aesthetic. The bodywork incorporates numerous functional vents and lines, and a small, active rear spoiler is positioned atop the tailgate.

The entry-level version, the AMG 53, delivers 544 hp and 800 Nm of torque; it will serve as the foundation of the lineup until the "55" and "63" variants arrive next year. Nevertheless, these figures are impressive: the "53" model accelerates from 0 to 100 km/h in 4.2 seconds and reaches a top speed of 250 km/h. This model is equipped with a 106 kWh battery, enabling a range of approximately 670 km. Mercedes specifies a maximum charging power of 600 kW, with the ability to add about 435 km of range in just 10 minutes.

Both the AMG 55 (with 816 hp) and the AMG 63 (with 1,169 hp) utilize a larger 128 kWh battery, providing a range of between 620 and 700 km, depending on the specification. Both models support charging at up to 710 kW. Charging the battery from 10 to 80 percent capacity takes 12 minutes.

The GT 63 model delivers 1,169 hp thanks to three axial-flux electric motors. Developed by the British company Yasa, these motors collectively produce a massive 2,000 Nm of torque. The car accelerates from 0 to 100 km/h in 2.7 seconds, while its top speed reaches 270 km/h with the optional "Driver’s Package."

As with the latest electric C-Class, the AMG GT SUV features a two-speed transmission on the rear axle. A drive disconnection system (Disconnect Unit – DCU) can decouple the front motors from the rear ones, thereby improving efficiency. Another technology involves the newly developed AMG Active Ride Control+ suspension (standard on the 63 model and optional on the 55), which features "roll and pitch stabilization" for the first time. This ensures the car remains level during acceleration and braking, keeping a portion of the SUV’s substantial mass (2.7 tonnes) under control. Simulated gear shifts are intended to provide much-needed feedback to the driver, while rear-wheel steering aids maneuverability in urban environments and enhances stability at higher speeds.

The brand’s engineers know that AMG customers appreciate the dramatic character of a petrol engine; consequently, they have replicated the sound of the AMG GT R to deliver what they describe as an "authentic and immersive sound experience" in the 55 and 63 models. An external speaker ensures that bystanders also get the full experience.

Accessed via three rotary controllers on the center console, the system allows customers to "adjust responsiveness, cornering dynamics, and wheel slip with greater precision and individual control than ever before," according to the brand. Schut describes the setup as being akin to "having a race engineer in the car with you."

Inside, the cabin—designed with a focus on the driver—features two large displays, along with an optional screen dedicated to the front passenger. Here is the layout:

Digital instrument cluster: 10.2 inches

Central infotainment screen: 14.0 inches

Front passenger screen: 14.0 inches (optional)

The doors are upholstered in the same material as those in the sedan, featuring contrasting diamond-patterned stitching. In typical Mercedes fashion, the seat controls are also positioned on the doors, ergonomically placed within easy reach.

There is also a "Sky Control" glass roof, which allows individual panels to switch between transparent and opaque states. At the touch of a button, you can even project the AMG logo onto the glass.

However, practicality extends beyond just a spacious cabin. AMG states that the cargo area offers up to 607 liters of space with the rear seats in place, expanding to 1,740 liters when they are fully folded down. Additionally, there is a 78-liter front trunk ("frunk"), accessible by waving your hand in front of a sensor on the hood; it is a deep space, large enough to accommodate charging cables and a few soft-sided bags.

Mercedes’ "Manufaktur" program offers a wide array of options, including "over 60 exclusive exterior paint colors." AMG wheels can also be further enhanced with colored accents—ranging from shades like "Angel Blue" to "Sunny Lime."

Seat belts can also be personalized, featuring colors that either match or contrast with the rest of the interior.

The GT 53 SUV is now on sale in Germany, priced at €113,050, while the 55 and 63 models are expected to arrive in April 2027.

AUTONEWS

Researchers develop simple modification to improve commercial resin for direct air capture

To mitigate climate change, direct air capture of carbon dioxide (CO₂) from the atmosphere has emerged as an increasingly attractive option for limiting global warming. But scaling up systems to remove and safely store enough CO₂ faces major obstacles, according to researchers at the Georgia Tech School of Chemical and Biomolecular Engineering (ChBE).

They cite climate models estimating that limiting global warming to less than 2 degrees Celsius could require removing approximately 10 billion metric tons of carbon dioxide from the atmosphere annually by 2050, increasing to 20 billion tons per year by 2100. Current DAC systems remove only thousands of tons of CO₂ annually.

One challenge is improving the solid sorbents that capture CO₂ from ambient air. In collaboration with CarbonCapture Inc., researchers in ChBE have shown that a simple, one-step modification can upgrade a commercial amine resin into a more efficient and durable sorbent for CO₂ capture. They published their findings in Science Advances.

“Achieving economically viable DAC demands major improvements in solid sorbent design and performance,” said study author Professor Christopher W. Jones of ChBE, who noted that the benefits of DAC include its potential scalability, modest land-use requirements, flexibility in plant locations, and access to extensive geological reservoirs for long-term CO₂ storage.

Improving a commercial Sorbent...Jones and his collaborators found a way to improve the performance of Lewatit VP OC 1065, a commercially available resin already considered a benchmark in the DAC field. The material works for DAC because it’s studded with amine groups, which are chemical sites that grab CO₂ molecules as air passes through the resin.

Rather than design a new sorbent, the researchers built on previous Georgia Tech studies with PPI (poly(propyleneimine)), a polymer that has shown advantages in both CO₂ capture and durability. They developed a simple grafting process that grows PPI directly from amine sites already present on the commercial resin, increasing its ability to capture CO₂.

The process involved soaking the resin in a small, inexpensive molecule called azetidine along with a small amount of acid, and then heating the mixture for two days.

The researchers found the upgraded resin captured about 75 percent more CO₂ than the untreated version under dry conditions that mimic open air, where CO₂ makes up only about 400 parts per million of the surrounding gas.

The material also performed well under simulated industrial flue-gas conditions, where CO₂ is far more concentrated, capturing more than 50 percent more than the untreated resin. 

The team also tested the resin across temperatures ranging from 25 degrees Celsius down to -20 degrees Celsius and across a wide range of humidity levels. In humid air, the modified resin outperformed the original at every temperature tested, though its advantage disappeared in very cold, dry conditions.

Enhancing durability...Sorbents used in DAC need to survive repeated use, cycling between capturing CO₂ and being heated to release it. Amine-based materials are known to degrade over time when exposed to oxygen. But the branched bPPI chains added by the researchers to the sorbent reduced oxidative degradation by about half.

In tests that simulated 150 rounds of capture and release from industrial exhaust, the modified resin held up significantly better than the original material, the researchers found.

“These commercial resins are already leading candidates for large-scale carbon capture deployment,” said Arkaprabha Giri, a former postdoctoral researcher in Jones’ lab who is the study’s lead author. “If we can meaningfully boost their performance with a process this simple, that’s a real opportunity to speed up deployment without waiting on an entirely new generation of materials.”

Study co-author Omid Ghaffari Nik, Ph.D., vice president of materials science and process at CarbonCapture Inc., said that bringing down the steep cost of DAC is a crucial goal.

“The U.S. Department of Energy has set a target of atmospheric CO₂ capture and storage at less than $100 per net metric ton, emphasizing the need for innovation in sorbent-based DAC systems,” Nik said.

The use of an existing commercial resin and readily available chemicals could offer advantages in eventually scaling up the process, the researchers said. They successfully applied the same method to a second commercial resin, Purolite A110, suggesting the approach isn't limited to one product.

The team has filed a provisional patent and is now working to extend the technique to other amine-based materials, with the aim of scaling the process from lab quantities to the industrial scale.

Researchers at the Georgia Institute of Technology (in collaboration with CarbonCapture Inc.) have developed a simple chemical grafting method to enhance commercial ion-exchange resins used for the direct air capture (DAC) of carbon dioxide (CO₂).

In a groundbreaking development in the field of direct air capture technology, researchers have discovered a simple modification that significantly enhances the efficiency of commercial resin in capturing carbon dioxide from the atmosphere. This innovation holds immense promise in the fight against climate change and could revolutionize the way we approach carbon sequestration.

The need for direct air capture...As the global climate crisis continues to escalate, there is an urgent need for innovative solutions to reduce greenhouse gas emissions and mitigate the impact of climate change. Direct air capture technology offers a promising approach by capturing CO2 directly from the atmosphere and storing it in a secure manner, preventing it from contributing to global warming.

One of the key components of direct air capture systems is the adsorbent material, such as resin, that captures and concentrates CO2 molecules from the air. However, traditional resin materials have limitations in terms of efficiency and capacity, hindering the widespread adoption of this technology.

The breakthrough modification...The recent breakthrough in direct air capture technology comes in the form of a simple modification to commercial resin that dramatically improves its performance. By tweaking the chemical composition of the resin, researchers were able to enhance its CO2 adsorption capacity and efficiency, making it a more cost-effective and scalable solution for capturing carbon dioxide from the atmosphere.

This modification not only increases the amount of CO2 that can be captured by the resin but also improves the speed at which the adsorption process takes place. This means that direct air capture systems using the modified resin can operate more efficiently and capture larger quantities of CO2 in a shorter amount of time.

Implications for climate change mitigation...The implications of this breakthrough modification are significant in the context of climate change mitigation. By improving the efficiency and effectiveness of direct air capture technology, we can accelerate the process of removing CO2 from the atmosphere and reducing the overall concentration of greenhouse gases.

Direct air capture systems utilizing the modified resin could play a crucial role in achieving carbon neutrality and meeting emissions reduction targets set forth in international climate agreements. This technology has the potential to complement other carbon sequestration methods and provide a viable pathway towards a more sustainable future.

Future prospects and challenges...Looking ahead, the successful implementation of this modified resin in commercial direct air capture systems could pave the way for widespread adoption of this technology on a global scale. Companies and governments around the world are increasingly recognizing the importance of carbon capture and storage as part of their climate action plans, and this innovation could be a game-changer in that regard.

However, there are still challenges to overcome, such as scaling up production of the modified resin, ensuring its long-term stability and durability, and addressing any potential environmental impacts associated with its use. Continued research and development efforts will be crucial in refining this technology and maximizing its potential benefits.

The simple modification that improves commercial resin for direct air capture represents a significant advancement in the field of carbon sequestration technology. By enhancing the efficiency and capacity of resin-based adsorbents, this innovation has the potential to revolutionize the way we capture and store CO2 from the atmosphere, offering a promising solution to combat climate change.

As we continue to explore new avenues for reducing greenhouse gas emissions and mitigating the effects of climate change, innovations like this one serve as a beacon of hope for a more sustainable future. With further research and investment, we can harness the power of direct air capture technology to create a cleaner, greener planet for generations to come.

How the modification works:

• Single-step process: The commercial resin—which is already rich in amine groups—is immersed in a small, inexpensive molecule called azetidine, along with a small amount of acid.

• Polymer growth: The treatment involves an acid-catalyzed ring-opening polymerization, which grows branched poly(propyleneimine) (PPI) oligomers directly from the existing amine sites on the resin.

• Heating: The mixture is heated for two days to set the modification.

Key performance results:

• Ambient air conditions (dry): The modified resin captured approximately 75% more CO₂ than the untreated version (reaching about 1.54 mmol/g at 30 °C in 400 ppm CO₂).

• Flue-gas conditions: It captured over 50% more CO₂ (reaching 3.34 mmol/g at 40 °C in 15% CO₂).

• Humid conditions: The capacity reached approximately 2.5 mmol/g at 25 °C and 3.0 mmol/g at −5 °C.

• Durability: The enhanced material demonstrated improved resistance to oxidation and maintained high cyclic stability over 150 adsorption-desorption cycles.

AUTONEWS

Decarbonization in civil aviation: transition strategies still don’t go far enough

The aviation sector faces significant challenges in transitioning to low-carbon alternatives due to its heavy reliance on fossil fuels, which are energy-dense and compatible with existing aircraft designs. Considering the full greenhouse gas impacts of aviation, including non-CO2 emissions and the warming effect of contrails, its contribution to global warming is estimated to be around 3.5 %–4 %, depending on the study. This figure represents a significant increase compared to its share of global CO2 emissions alone, which is approximately 2.5 % . Sustainable aviation fuel (SAF) is seen as a critical short-term solution, offering up to an 80 % reduction in lifecycle carbon emissions compared to traditional jet fuel [2]. However, SAF currently accounts for less than 1 % of global jet fuel demand, representing a significant gap between current usage and the proposed target of 13–15 % by 2040 to achieve net-zero emissions by 2050 . Reaching this intermediate goal would greatly reduce emissions, laying the groundwork for further advancements. As such, this would not only displace a significant portion of fossil-based jet fuel but also drive technological maturity, cost reductions, and infrastructure development for further SAF adoption. Combined with other measures like fuel-efficient aircraft and optimized operations, reaching this intermediate goal would pave the way for rapid scaling and deeper decarbonization in the 2040s, leading to net-zero emissions by 2050.

Literature has noted how challenging it is for this industry to transition to net zero. For instance, Tracey and Duygu argue that the aviation sector is stuck and trapped in a deadlock to take action and attend to regulatory concerns, customer demands, and the pressure from their shareholders to address decarbonization. Similarly, others debate that decarbonization solutions are not available, too complex to implement without specialized skills, or too expensive. While this affects all airlines, this situation is particularly dire for airlines whose revenue is heavily tied to their enterprise customers – corporate and cargo - with strict carbon-emission reduction targets. The ever-existing market growth and the long-term, perpetual need to travel for leisure or business or even to move cargo will be ever-present, which makes this decarbonization more difficult to achieve. In these circumstances, Ritchie claims, that by 2025, the airline industry is projected to emit 1,100 million metric tons of CO2, which is 200 million metric tons more compared to what this sector generated in 2019.

However, despite this gloomy scenario, sustainable aviation presents new market opportunities and alternatives to mitigate emissions. The decarbonization market for the entire aviation sector is substantial, with a projected value of United States Dollars (USD) 46 billion in 2025, growing to USD 104 billion in 2030. This valuation encompasses various carbon reduction solutions, including SAF, lower carbon fuel (LCF), and emissions reduction technologies aimed at addressing the cumulative CO2 emission of 200 million metric tons [8]. SAF, sourced from renewable resources, offers a significant reduction in emissions compared to conventional jet fuels, potentially reducing CO2 emissions by up to 80 %. LCF encompasses a broader range of fuels that emit less carbon dioxide than conventional jet fuels but may not meet the stringent sustainability criteria of SAF. These solutions contribute to the aviation sector's transition towards net-zero emissions, focusing on direct reductions within the sector rather than relying on external offsetting mechanisms.

Recent studies have explored various decarbonization technologies for aviation, including hydrogen-powered aircraft. However, it is crucial to acknowledge the significant challenges associated with using hydrogen as a direct fuel source due to its low energy density and safety concerns. Analysed the impacts of decarbonization technologies on the global energy system within the Paris temperature goals. They showed that integrating electric, synthetic fuel, and potentially hydrogen-powered aircraft (specifically through fuel cells) could contribute to emissions reductions aligned with Paris goals. It is important to note that the practicality of hydrogen-powered aircraft for long-haul flights remains uncertain due to energy density limitations and safety considerations. The low volumetric energy density of hydrogen necessitates a much larger storage volume to achieve the same energy output as conventional fuels. This poses a significant challenge for long-haul aviation, as a substantial portion of an aircraft's payload would need to be allocated to storing hydrogen fuel, reducing the space available for passengers or cargo.

Studies in the literature have highlighted that the use of hydrogen for long-haul aviation may only be feasible if hydrogen is used in fuel cells rather than in combustion engines due to the higher efficiency of fuel cells. Furthermore, hydrogen presents specific safety challenges due to its highly flammable nature and the presence of invisible flames when burning, which poses risks for both ground operations and in-flight scenarios. These risks require the development of sophisticated safety protocols, advanced materials for hydrogen storage, and detection systems to mitigate potential hazards. To address these risks, researchers propose a two-level risk assessment approach: an initial screening with rapid calculations followed by more precise computational fluid dynamics (CFD) modelling when necessary. This method helps identify potential hazards and optimize design solutions early in the development process.

Furthermore, Gupta A. et al. outlined a framework for an airline airport win-win partnership and examined the operational complexities of alternative fuel strategies. Their analysis emphasized the intricate nature of operationalising blended alternative fuel strategies, considering sophisticated operational safety and liability perspectives. This study highlights the challenges in transitioning to low-carbon aviation fuels, including hydrogen-based options. Despite these obstacles, the commercialization of alternative fuels is progressing, with efficiency improvements and operational changes contributing to emissions reduction efforts. Future adoption may depend on engine modifications, improved aerodynamics, and policy measures like subsidies or carbon taxes.

While studies such as provide insight into the global feasibility and safety challenges of alternative fuels and decarbonization technologies, this research differentiates itself by focusing on a regional analysis specific to the South East Asia and Oceania (SEAO) context. Building on this context, this research examines the practicalities of achieving sustainable aviation goals in the SEAO region, through expert interviews with airline industry executives, this research sheds light on the challenges and current efforts towards decarbonising this industry. Unlike broader global studies, this work provides a comparative understanding of how SEAO's strategic, economic, and policy environments shape its approach to sustainability and decarbonization. This regional emphasis highlights how varying regulatory, economic, and technological landscapes impact strategic decision-making, contrasting with findings from more developed aviation markets.

As the effects of climate change and the associated risks are increasingly being felt, several organizations have developed roadmaps that outline potential steps towards carbon neutrality in the aviation sector. These strategies include multiple levers, such as developing alternative fuels and introducing more efficient aircraft, and are supported by the International Civil Aviation Organization (ICAO), the Air Transport Action Group (ATAG) and the European Commission, among others. They are typically evaluated based on a single criterion: greenhouse gas emissions.

Roadmaps that take a broader view...The research team, which included bioeconomy, environmental and aeronautics experts, tested the transition strategies put forward by various organizations against all the planetary boundaries1. This was a first for this type of analysis, which sought to gain insights into issues such as the impacts of changes on the freshwater cycle or how much energy is needed to achieve a particular sustainability goal. To answer these questions, the scientists quantified the environmental impacts and associated resource needs for the roadmaps studied through 2050, while also testing various scenarios for changes in air traffic.

A scientific method based on “environmental budgets”...The scientists created an original method based on the concept of an environmental budget. It works in the same way as a carbon budget, which involves determining the maximum amount of CO2 emissions that must not be exceeded to keep global warming within a certain limit. For this study, the scientists used the planetary boundaries framework to create environmental budgets for all human activities. For example, the environmental budget for freshwater was based on the maximum annual consumption volume that must not be exceeded in order to stay within the associated planetary boundary.

To assign a share of these global budgets to the aviation sector, scientists tested two allocation principles: an economic one (based on civil aviation’s share of global GDP) and an ethical one (based on aviation’s share of the total environmental impact of the reference countries, which meet several environmental and human development criteria).

They then used life cycle assessments (LCAs) to calculate the environmental impacts generated by the production, distribution and combustion of the fuels used in the various international roadmaps. With this method, the researchers could assess, for example, the amount of freshwater required for each roadmap and compare these values with the budgets allocated to aviation. With regard to climate change, the study tracked the share of the historical climate budget consumed by aviation – i.e., the cumulative greenhouse gas emissions to date.

The study results show that aviation remains within the allocated budget for some planetary boundaries, but none of the decarbonization plans studied respects all the boundaries simultaneously. The budgets related to climate change and biosphere integrity were consistently exceeded, regardless of the scenario. The scientists also noted that implementing the most ambitious strategies would entail significant resource costs related to electricity, biomass, water, agricultural land use and carbon sequestration capacity.

Reconsidering supply and demand policies...For the global civil aviation industry, the path to sustainability is still fraught with challenges. To address them, the study’s authors advocate for maintaining the measures already suggested by the roadmaps studied: developing alternative fuels, improving aircraft efficiency, optimizing operations (manoeuvres, tests, etc.) and implementing offset strategies. Additionally, to move more decisively towards a path of environmental sustainability (characterized by simultaneous respect of all planetary boundaries), the researchers demonstrated the need to maintain and complement these technological advances with a more comprehensive rethinking of usage patterns, especially by implementing policies to manage air traffic demand.

DUCATI

Panigale V4 2027: 218 hp, with more MotoGP-derived technology

Ducati has officially unveiled the new Panigale V4, an evolution of its four-cylinder sports bike that incorporates improvements to the engine, aerodynamics, chassis, and electronics. The Italian manufacturer focused particularly on track performance, claiming that the new model is capable of completing laps four-tenths of a second faster than its predecessor.

The new generation will be available in two versions—the Panigale V4 and the Panigale V4 S—both powered by the 1,103cc Desmosedici Stradale engine, which now produces 218 hp. The first units are set to arrive at European dealerships in March.

One of the key highlights is the Desmosedici Stradale engine—a 90-degree V4 featuring a desmodromic valve train and a counter-rotating crankshaft—which maintains a close technological link to Ducati’s experience in MotoGP.

For this iteration, Ducati has revised the intake system, exhaust, and lubrication circuit, boosting maximum power to 218 hp at 13,500 rpm—an increase of two horsepower over the previous generation. Peak torque stands at 120.6 Nm at 11,000 rpm.

The engine’s maximum RPM has also been increased to 15,000 rpm in gears two through five—an extra 500 rpm compared to before. Furthermore, the final drive ratio has been lengthened (from 16/41 to 17/42) with the goal of reducing the number of gear shifts required on the more technical sections of a racetrack. The Italian brand has also developed a new silencer with an internal diameter of 38 mm—up from the previous 36 mm—and incorporated a higher-flow air filter. For those seeking even greater performance, Ducati will offer a complete Akrapovič Racing PRO exhaust system, which, according to the company’s data, adds 11 hp and reduces weight by 6.6 kg.

The 2021 Ducati Panigale V4 also features aerodynamic enhancements. The motorcycle adopts an air intake developed from the Panigale V4 R, which increases intake pressure and provides up to 1.3 additional horsepower at 300 km/h.

The fairing now incorporates new double-profile winglets with larger lateral surfaces, designed to improve aerodynamic efficiency.

Regarding the chassis, Ducati has modified the front frame, reducing its lateral rigidity by 12%. According to the manufacturer, this adjustment improves the front tire's contact patch with the asphalt when the motorcycle is at high lean angles.

The wheelbase has also been reduced by 8 mm to enhance agility during direction changes. Furthermore, the V4 S version features adjustable, removable handlebars that can be raised by 10 mm for track use.

Electronic improvements represent another key aspect of this update. The new Panigale V4 debuts a dynamic engine-braking system, which manages engine braking based on the actual load on the rear tire.

This system works in tandem with the new Race Brake Control, designed to better utilize the rear wheel's braking capacity and increase stability during deceleration.

Both systems utilize the Ducati Vehicle Observer (DVO) algorithm—a technology developed by Ducati Corse that enables more precise management of the various electronic rider aids. The motorcycle also features traction control, slide control, wheelie control, launch control, a bidirectional quick-shifter (Ducati Quick Shift 2.0), and a 6.9-inch TFT display.

The 2027 lineup will consist of two versions that share the same engine and most technical innovations, differing primarily in their suspension systems and certain components.

The Panigale V4 is equipped with 43 mm Showa BPF front suspension, a Sachs rear shock absorber, and alloy wheels. Its curb weight, excluding fuel, is 191 kg.

The Panigale V4 S, meanwhile, utilizes Öhlins Smart EC 3.0 electronic suspension, forged aluminum wheels, and a lithium battery. Thanks to these components, its weight is reduced to 187 kg (excluding fuel).

Both models feature Brembo Hypure brakes, Pirelli Diablo Supercorsa SP-V4 tires, and a 17-liter fuel tank.

Another new feature is the "Ducati Factory Made" program, available for the Panigale V4 S. Buyers can configure their motorcycle directly from the factory, choosing from 11 different colors, two exclusive livery options, and 45 customization choices.

The available color palette includes five shades from Lamborghini’s "Ad Personam" program, in addition to the "Corse" and "Performance" versions. The program allows for the inclusion of specific components—such as specialized brakes, an STM dry clutch, and adjustable footpegs—directly during the manufacturing process.

 

Autonews and MotorLand

 

LADA

Lada Niva Bronto

Sales of the significantly refined Lada Niva Legend began in Russia late this summer, and AvtoVAZ has now announced the start of production for an updated version of the Niva Bronto.

This variant differs from the standard Niva through the use of new tires (the Bronto features 235/75 R15 tires), as well as a reinforced front suspension and rear axle. Additionally, the Niva Bronto is equipped with self-locking differentials on both axles.

Like the recently refreshed Lada Niva Legend, the Bronto version now incorporates galvanized body panels, reinforced powertrain components, more efficient brakes, and a driver-side airbag.

The updated Lada Niva Bronto also features new, unpainted protective body cladding—which is even more robust than that found on the previous, off-road-oriented version.

There is also a new radiator grille, which now prominently displays the "Bronto" badge.

Engineers took the opportunity to redesign the engine compartment, ensuring better insulation and acoustic comfort within the cabin. Furthermore, the front suspension has been modernized and now utilizes control arms shared with the Niva Travel—a slightly more contemporary SUV launched in 1998, which originated from a now-defunct partnership between Lada and General Motors.

Regarding mechanical components, Lada has confirmed improvements to the manual transmission and the front brakes, which now feature ventilated discs. In total, the Niva has received over 100 new parts and components, along with more than 60 that have been upgraded.

Another significant change is the galvanized bodywork. The hood, front and rear panels, tailgate, and roof have all undergone special treatment to provide protection against rust. Also on the exterior, there are two subtle aesthetic updates: an air intake above the hood with a plastic cover, and two-tone 16-inch wheels. Otherwise, the overall design remains virtually identical to that of 1977.

Inside the cabin, the updated Niva features a steering wheel borrowed from the Granta—now including a driver-side airbag for the first time—as well as a multimedia system. The ignition has been moved to the right side, and a single key now operates both the ignition and the doors. Additionally, the gear shifter has been repositioned closer to the driver, while the transfer case controls have been consolidated into a single lever.

The engine has also been replaced; it is the same unit found in the standard, refreshed Niva Legend—a 1.8-liter, 8-valve gasoline engine producing 90 hp (153 Nm of torque), which replaces the previous 1.7L engine (83 hp and 129 Nm).

This proved petrol 1.7L engine is equipped with BOSCH fuel injection.  This OHC engine is able to run in any conditions – extremely low or high temperatures. The output and torque curves together with differential gear ratios enable a problem-free off-road driving. It is compatible with OBD II standard, so the vehicle can be diagnosed in any workshop equipped with BOSCH or OBD II compatible diagnostics. This engine type can be modified to LPG fuel.

The refreshed Lada Niva Bronto is expected to go on sale in the near future. Trim levels and pricing have not yet been announced.

While a new generation of the Lada Niva is not expected until 2024, the Russian brand continues to roll out updates for the classic model. The most rugged version of the Niva—the "Bronto" (not to be confused with the Ford Bronco Sport)—has made a comeback, driven by high consumer demand.

Compared to the standard Lada Niva, the Bronto features several visual modifications designed to enhance its off-road aesthetic. The "Luxe" trim level includes metal bumpers and 15-inch steel wheels, while the "Prestige" trim sports beefier plastic bumpers and widened black plastic wheel arches.

The classic SUV has also been fitted with larger side mirrors and a roof rack. Other additions include a unique front grille with headlight surrounds, off-road tires, fog lights, and mud flaps. Inside, the seats are upholstered in black and brown fabric and now come with heating as a standard feature.

Lada has also equipped the Niva Bronto—a name that makes it increasingly hard not to think of the Ford Bronco Sport—with a suspension lifted by 2.4 cm, a reinforced rear axle, and front and rear limited-slip differentials. Power comes from the ancient 1.7-liter, four-cylinder gasoline engine, producing 82 hp and 13.1 kgfm of torque—figures comparable to those of a modest 1.0-liter turbocharged engine.

The vehicle uses a five-speed manual transmission and a 4×4 drivetrain, complete with a low-range gear option and various driving modes. Lada is pricing this Niva starting at 632,900 rubles—roughly 45,000 Brazilian reais. Given the SUV’s toughness and rugged capability, it’s practically a bargain. It just isn't safe or modern at all.

Autonews

 

AUTONEWS

Bamboo as a cost-effective feedstock for production of low carbon transportation fuels

Fossil fuels provide over 80% of the world's energy, but their combustion significantly contributes to air pollution, climate change, and negative public health outcomes.  Although increasing global awareness of these issues has motivated a search for non-fossil energy sources, transportation sectors such as aviation, maritime shipping, and long-distance road travel remain highly dependent on fossil fuels. In these industries, electrification remains either technologically impractical or economically challenging. For this reason, energy-dense liquid fuels continue to be the most practical option for many transportation applications.

Among the options for low-carbon energy, liquid fuels produced from biomass have gained attention for their potential to reduce greenhouse gas emissions (GHGs) while remaining compatible with current fuel infrastructure. Lignocellulosic biomass, which includes non-edible agricultural residues, dedicated energy crops, and forestry byproducts, offers a renewable and abundant carbon source. In the United States alone, it is estimated that 615 million dry tons of biomass are produced annually.  If harnessed efficiently, this supply could offset as much as 15 percent of the nation's transportation energy demand. However, the potential of biomass-based fuels as a fossil fuel replacement depends on both conversion technology and the selection of feedstocks and previous efforts have failed to achieve economic competitiveness while retaining environmental benefits.

Corn stover, an agricultural residue widely available in the U.S., has been one of the most studied biomass sources for biofuel production. Yet its relatively modest yields and high ash content have created significant challenges for scaling up production. Alternative feedstocks such as switchgrass have been explored, but these offer only incremental improvements in performance relative to corn stover, particularly in ash content and growth rate. These limitations highlight the importance of identifying and evaluating less conventional biomass sources that may offer superior attributes for fuel production.

Bamboo has emerged as a strong candidate due to its rapid growth, high productivity per unit area, and low input requirements. Some bamboo species reach their full height within a few months and mature within four years. Bamboo's deep root systems improve soil stability, promote subsurface carbon sequestration, and support water conservation. It can also be grown on marginal or degraded land, reducing competition with food crops and offering economic opportunities for rural communities. Critically, bamboo also possesses an exceptionally low ash content compared with most lignocellulosic feedstocks, which minimizes inorganic fouling and catalyst poisoning during thermochemical conversion and improves the quality of the resulting biocrude. Furthermore, the presence of ash complicates thermochemical conversion to products, with frequently reported adverse effects on yields. The characteristics of fast growth, low fertilizer and water use, and low ash content make bamboo stand out as a promising source of biomass that can achieve economic competitiveness that has not been obtained with other feedstocks. Unfortunately, despite these advantages, bamboo remains largely underexplored as a feedstock for liquid fuel production, especially in thermochemical conversion processes such as hydrothermal liquefaction (HTL).

HTL is a promising chemical conversion process that transforms wet biomass into biocrude using hot, pressurized water at subcritical or supercritical conditions (250–400 °C, 50–250 bar). Unlike pyrolysis, HTL does not require the biomass to be dried before processing, which lowers energy consumption. HTL biocrude has a higher heating value, lower oxygen content, and improved storage stability compared with pyrolysis oil. HTL also performs well with feedstocks that have high lignin content, converting lignin into valuable phenolic compounds. Although HTL has been applied to various feedstocks, including algae, agricultural waste, and forest residues, its application to bamboo, and the role of ash in determining biocrude yield, has not been systematically investigated.

From bamboo to biofuel, no catalyst needed: a 30-mile supply radius could feed an HTL biorefinery making 299 million gallons of diesel per year for as little as a projected $2.75 per gge and 3.5 g CO2-eq per MJ.

This study aims to evaluate the potential of Phyllostachys nuda (P. nuda), a minimally invasive bamboo species known for its adaptability to the southeastern United States, as a feedstock for HTL.20 P. nuda samples were harvested and analyzed for key properties governing bioenergy performance. HTL conversion was evaluated at different conditions, with the resulting biocrude analyzed for energy content, elemental composition, and molecular composition. Biocrude yields measured at varying reaction temperatures and residence times are used to determine sensitivity to operating conditions. These data are used to assess process economics and CO2 emissions to evaluate the feasibility of using bamboo-based HTL for sustainable biofuel production. This research contributes to ongoing efforts in identifying effective, renewable feedstocks for advanced liquid fuel production. The contribution of this work is twofold. First, to our knowledge, it provides the first integrated assessment of P. nuda as an HTL feedstock combining bench-scale experiments, techno-economic analysis, and life-cycle assessment under consistent system boundaries. Second, it establishes the naturally low ash content of bamboo as a genuine feedstock advantage rather than an incidental property, since ash is widely reported to suppress biocrude yield and to complicate thermochemical conversion.

Bamboo could be the next big thing for renewable fuel, powering automobiles, planes, and trains for less than $3 per gasoline-gallon equivalent while reducing greenhouse gas emissions.

​Researchers from Worcester Polytechnic Institute’s Department of Chemical Engineering have demonstrated bamboo’s potential as a raw material for a sustainable, economic liquid fuel that could offer an alternative to carbon-intensive fossil fuels.​

The team ran modeling experiments to compare the cost and emissions of fuels made from the perennial grass with conventional fuels.

Phyllostachys nuda (bamboo) was evaluated for biofuel production using hydrothermal liquefaction. The measured biocrude mass and carbon recovery were 35.6 wt% and 53.1 wt% at 300 °C and 10 min, conditions which correspond to a mild reaction kinetic severity factor of approximately 7 and without the addition of catalyst. Technoeconomic analysis projected an Nth-plant break-even selling price of 2.75 USD per gasoline gallon equivalent (gge). This is a plant-gate production cost and is appropriately compared with wholesale rather than retail distillate prices. 

Well-to-wheel analysis indicated that bamboo-derived biofuel emits 3.5 g CO2-eq. MJ−1, corresponding to a carbon abatement cost of 35.2 USD per ton CO2 with the direct land-use change soil-carbon credit and 43.8 USD per ton CO2 without it. A first-order scaling estimate suggests that, under the yield and conversion assumptions used here, bamboo HTL could supply an energy equivalent of current U.S. corn-ethanol output using roughly 13% of the corresponding cultivated land area, a theoretical potential rather than a demonstrated supply outcome. Under the modeled Nth-plant conditions, an HTL biorefinery using fast-growing bamboo shows substantial economic and environmental potential.

Affordable with lower carbon footprint...​Based on economic modeling studies, researchers found that fuel sourced from bamboo can be produced at much more affordable prices. The model predicted that for the same driving distance and power as a standard gallon of gas, one needs to spend as little as $2.75 for this plant-based fuel. The price factors in production costs, including the money needed to build and operate the fuel plant at commercial scale. This fuel could cost about the same as, or even less than, regular gasoline at the pump, according to the study, making it a potential cost-effective alternative.

​Besides its competitive pricing, bamboo-based fuel for the transport industry might also benefit the environment.

​The transportation sector is the leading source of carbon emissions in the United States. The team found that fuels using bamboo as a source have a 26-times lower carbon footprint than petrol or diesel fuel.

In a life-cycle assessment (LCA) analysis that calculates a source’s total pollution output from planting to final burning in a vehicle’s engine, researchers found that bamboo-based fuel generated 3.5 grams of carbon dioxide-equivalent per megajoule of energy. This makes the fuel 26 times cleaner than standard fossil fuels, which release 90-95 grams of carbon dioxide-equivalent per megajoule of energy.

Researchers attributed the cleaner fuel advantage of bamboo-based fuel to the underground rhizomes, which are thick, horizontal stems and root systems of the plant. These systems trap carbon from the atmosphere and lock it safely underground.

“Our study suggests bamboo has a role to play in the future of fuel,” said Michael Timko, Head of the department. “I think this research is especially timely and important because fuel prices are high and the transportation sector produces more greenhouse gas emissions in the U.S. than any other.”

Low-maintenance biofuel...​Bamboo-based fuels, besides being affordable and environmentally friendly, are easier to grow, require less maintenance, and generate minimal waste.

​The study found that converting bamboo into fuel using hydrothermal liquefaction (HTL) is possible. This process generates ultra-clean energy; it could match the entire US’s ethanol production while using only 13 percent of farmland. The researchers said this is because bamboo can grow rapidly, even in nutrient-poor conditions.

The researchers said bamboo can grow on land where other crops and vegetation may struggle, including industrial waste sites or heavily farmed properties.

The study pushed for bamboo as an alternative biofuel because it can keep growing back with little farming input, unlike other biofuel sources that require huge investment for annual replanting. Additionally, compared with other plant-based fuel sources, it generates nearly zero waste, producing ash content of less than one percent by dry weight, the study indicated.

​”Bamboo may eventually offer industry a way to generate low-carbon liquid fuels at scale,” said Timko. “With further research and development, bamboo could be a compelling option for decarbonization in sectors that are difficult to electrify, including heavy-duty transport and aviation fuel supply chains.”

Autonews

 

KAWASAKI

2027 Kawasaki Versys: Even sportier, featuring a 948cc, 122 hp engine

Kawasaki is expanding its family of sport-touring motorcycles with one of the most significant additions to its lineup. The new Kawasaki Versys 900 elevates the Versys concept to a sportier level, incorporating a 948cc inline-four engine derived from the Z family. According to the brand, it is the sportiest Versys ever created.

New chassis and a sportier approach...For this Versys 900, Kawasaki has developed a new tubular steel frame, aimed at balancing rigidity with front-end feel. The rear subframe is designed to support travel with a passenger and luggage, while a near 50:50 weight distribution ensures more agile handling.

The chassis is complemented by long-travel suspension and 17-inch sport-oriented wheels, fitted with Metzeler ROADTEC 01 tires. An upright riding position, a seven-position adjustable windshield, and a seat height that can be adjusted between 825 and 845 mm reinforce its focus on touring without sacrificing control.

The first Versys with ARAS assistance...One of the most notable updates lies in its technology. The new Versys 900 is the first in the Versys line to be equipped with ARAS—Kawasaki’s suite of advanced rider assistance systems. This includes Adaptive Cruise Control (Lite version), forward collision warning, blind-spot detection, and an emergency braking signal. It also incorporates connectivity via the RIDEOLOGY THE APP MOTORCYCLE application and a new 5-inch full-color TFT instrument panel with turn-by-turn navigation. Riders can choose between two display layouts: one focused on highlighting engine performance, and another that prioritizes navigation and vehicle information.

Versys 900 SE and Tourer versions...The lineup will be expanded with various versions and options, including Tourer and Grand Tourer editions, which come equipped with genuine Kawasaki accessories. There will also be a 70 kW version and a more comprehensively equipped Versys 900 SE.

The Versys 900 SE comes standard with compact LED fog lights, hand guards, heated grips, a radiator guard, frame sliders, an engine skid plate, and a center stand.

2027 Kawasaki Versys 900 colors...The 2027 Kawasaki Versys 900 will be available in Metallic Spark Black and Pearl Robotic White. The Versys 900 SE will be offered in the following color combinations: Plasma Lime Green/Metallic Spark Black and Firecracker Red/Metallic Carbon Gray.

With the new Versys 900, Kawasaki introduces a sportier dimension to its "Adventure Sport" concept: a motorcycle designed for touring, yet also tailored for those who want to enjoy the open road, featuring a four-cylinder engine and advanced technological equipment.

The engine delivers 122 hp at 9,500 rpm and a peak torque of 97.3 Nm at 8,000 rpm, with a power delivery designed to combine strength at low and mid-range RPMs with a more exhilarating performance in the upper rev range.

The 2027 Kawasaki Versys 900 features a 122 hp engine. The main highlight of the 2027 Kawasaki Versys 900 is its 948cc inline-four engine, developed based on the architecture used in the manufacturer’s Z family. The unit delivers 122 hp at 9,500 rpm and a maximum torque of 9.92 kgf.m at 8,000 rpm.

According to Kawasaki’s design philosophy, the engine combines progressive throttle response at low and mid-range RPMs with vigorous acceleration at higher revs. In this way, the motorcycle aims to offer both control for daily riding and high performance on open roads and winding routes.

Furthermore, the four-cylinder engine reinforces the sporty character of this new crossover, which seeks to blend the traditional versatility of the Versys line with the riding experience typically associated with the brand’s naked motorcycles.

Kawasaki has developed a new trellis frame for the Versys 900. The front section prioritizes a balance between rigidity and handling feedback, while the rear structure is designed to support a passenger and the mounting of luggage.

A weight distribution of nearly 50/50 across both axles also contributes to agile handling. The bike utilizes long-travel suspension—a hallmark of the Versys family—paired with 17-inch wheels.

This configuration aims to strike a balance between stability, cornering precision, and comfort across various riding conditions. Consequently, the Versys 900 upholds its identity as a touring-oriented motorcycle, while incorporating features that emphasize its sporty potential.

An upright riding position is a core element of the 2027 Versys 900’s design. The motorcycle includes a windshield that can be adjusted to seven different positions, as well as a seat with an adjustable height ranging from 825 mm to 845 mm. The shape of the fuel tank has also been designed to facilitate knee contact and allow the rider’s feet to reach the ground more easily. These elements aim to make riding more comfortable, whether for urban commuting or long-distance travel.

Luggage capacity can reach 111 liters...The new Versys 900 can be equipped with a luggage system consisting of a 47-liter top case and two 32-liter side panniers. Combined, this provides a total capacity of 111 liters, offering ample space for gear and personal belongings on trips.

The design of the luggage is integrated into the bodywork, ensuring the motorcycle retains its sporty look even when set up for touring.

Kawasaki also plans to offer "Edition" versions—such as the Tourer and Grand Tourer—featuring the manufacturer’s own genuine accessories. The 2027 Kawasaki Versys 900 will be the first model in the Versys family to feature ARAS (Advanced Rider Assistance Systems). This technology suite is designed to enhance the rider's awareness of traffic conditions.

5-inch TFT display with connectivity—The Versys 900’s instrument cluster features a 5-inch full-color TFT display that offers two different layout options. The first prioritizes information related to engine operation, while the second highlights navigation and motorcycle data.

Smartphone connectivity is managed via the Rideology app, which provides features designed for daily use and trip planning. The display also offers turn-by-turn navigation, making it easier to follow routes while on the road.

With these features, Kawasaki enhances the integration between the motorcycle and mobile devices, combining riding information and route guidance into a single interface.

Smartphone connectivity is managed via the Rideology app, which provides functions designed for daily use and trip planning. The display also offers turn-by-turn navigation, making it easier to follow routes while on the road.

With these features, Kawasaki enhances the integration between the motorcycle and mobile devices, combining riding information and route guidance into a single interface.

Announced features include:

Adaptive Cruise Control Lite (ACC Lite): Assists in maintaining speed and a set distance from the vehicle ahead.

Forward Collision Warning (FCW): Alerts the rider to potential front-end collision risks.

Blind Spot Detection (BSD): Helps identify vehicles in areas that are difficult to see in the rearview mirrors.

Emergency Stop Signal (ESS): Signals sudden braking to alert vehicles following behind.

In addition to these features, the motorcycle incorporates established Kawasaki technologies, such as Kawasaki Traction Control (KTRC), an enhanced ABS system, selectable power modes, integrated riding modes, and the Kawasaki Quick Shifter (KQS). The instrumentation on the Versys 900 features a five-inch full-color TFT display, which offers two different layout options. The first prioritizes information related to engine performance, while the second highlights navigation and motorcycle data.

 

by Autonews