AUTONEWS

New Model Shows Small NY Mobility Hubs Are Cutting Car Trips and Boosting Transit, Even With Sparse Data

Two pilot mobility hubs in New York's Capital District are nudging commuters out of their cars and onto buses, bikes, and car-share vehicles, according to a new analysis from NYU Tandon's C2SMART transportation research center.

But the same model suggests these demonstration hubs aren't necessarily located where they’d do the most good.

The hubs, one near UAlbany's downtown campus and the other in downtown Cohoes, work like transfer points, providing a bus stop paired with a shared bike dock that lets riders switch modes mid-trip instead of driving door to door. The Cohoes hub also offers car-share parking, a service not available at the UAlbany site.

Two pilot mobility hubs in New York's Capital District are nudging commuters out of their cars and onto buses, bikes, and car-share vehicles, according to a new analysis from NYU Tandon's C2SMART transportation research center.

But the same model suggests these demonstration hubs aren't necessarily located where they’d do the most good.

The hubs, one near UAlbany's downtown campus and the other in downtown Cohoes, work like transfer points, providing a bus stop paired with a shared bike dock that lets riders switch modes mid-trip instead of driving door to door. The Cohoes hub also offers car-share parking, a service not available at the UAlbany site.

Map indicating two pilot mobility hub locations(image above). Image credit: CDTA

The Tandon researchers estimate the hubs are cutting more than 75 vehicle miles driven each day and about 11 metric tons of carbon a year, roughly what two households produce annually. Riders pair two modes per trip, often combining a bus, bike-share, or walking leg with another mode, rather than driving or carpooling the whole way.

The hubs generate more than $5,000 a day in added value across both sites, a way of measuring how much better off travelers are with the extra option available, even if they never use it themselves, according to the researchers. It's not money changing hands, but a dollar figure economists use to capture things like time saved or an easier trip.

The researchers who led the study, C2SMART Deputy Director Joseph Chow, an NYU Tandon Institute Associate Professor, and Xiyuan Ren, a C2SMART postdoctoral fellow, published their findings in Transportation Research Part A.

Chow and Ren started with an existing model that predicts how New Yorkers get around, built from more than 50 million simulated trips across the state. That model can guess whether someone will drive, take transit, bike, or walk for a given trip. Mobility hubs were not reflected in the simulation because they did not exist when the underlying data was put together.

The researchers then taught the model something new: that hub trips, like driving to a bus stop then biking the rest of the way, are also an option. To make that addition realistic rather than a guess, they tuned it using real information, a 40-response survey of hub users and actual ridership numbers from the Capital District Transportation Authority (CDTA), the region's public transit agency.

They then reran that tuning process a thousand times on slightly different versions of the same small dataset, a standard statistical check to make sure their results weren't just a fluke of having so little real-world data to work with.

"You don't have enough real-world data to evaluate a pilot like this, but you also can't wait years to find out if it's working," Chow said. "Our approach borrows strength from a much larger travel model and uses the small amount of real data we have to calibrate it."

The team used the model to estimate outcomes at 1,100 locations across the region, using existing CDTA bus stops as hypothetical hub sites, not real pilots. Among all 1,100, the two actual hubs CDTA built, as part of a demonstration project that ran from April 2022 to June 2024, ranked only in the middle, roughly the 20th to 40th percentile, on measures like how many drivers they'd pull off the road and how much value riders would get.

The model suggests, in other words, that the two pilot sites weren't necessarily where a hub would have the biggest impact, likely because they were chosen for practical reasons, such as available land or existing partnerships, rather than for maximum benefit.

"You don't have enough real-world data to evaluate a pilot like this, but you also can't wait years to find out if it's working," Chow said. "Our approach borrows strength from a much larger travel model and uses the small amount of real data we have to calibrate it."

The team used the model to estimate outcomes at 1,100 locations across the region, using existing CDTA bus stops as hypothetical hub sites, not real pilots. Among all 1,100, the two actual hubs CDTA built, as part of a demonstration project that ran from April 2022 to June 2024, ranked only in the middle, roughly the 20th to 40th percentile, on measures like how many drivers they'd pull off the road and how much value riders would get.

The model suggests, in other words, that the two pilot sites weren't necessarily where a hub would have the biggest impact, likely because they were chosen for practical reasons, such as available land or existing partnerships, rather than for maximum benefit.

"It was a little surprising the two hubs CDTA built landed in the middle of the pack," Ren said. "That's not a criticism; pilots get chosen for practical reasons. But it suggests real value in running this kind of analysis before committing to a location."

The authors say the same approach, pairing a small on-site sample with a large behavioral model, could extend to other emerging services, such as autonomous shuttles or microtransit, before enough ridership data accumulates to build a model from scratch. Chow said the underlying statewide model isn't specific to mobility hubs, the team has previously used it to evaluate other mobility service programs, and since it draws on data available nationwide, the same approach could extend beyond New York.

Support for the research was provided by the New York State Energy Research and Development Authority (NYSERDA).

source: NYU Tandon's

 

AUTONEWS

BMW asked students to build a car that makes more energy than it uses — two years later they pulled it off

Clemson University students have unveiled the BMW-sponsored Deep Orange 17, a lightweight solar-electric prototype designed to generate more energy than it consumes during a typical 12-mile city commute.

In fall 2024, BMW set students at Clemson University an unusual challenge. They were asked to build an electric car that generates more energy than it uses during a daily city commute. Nearly two years later, the students revealed a strange-looking prototype. The Clemson team officially called it the Deep Orange 17 and nicknamed it the Luminetta, a name meant to evoke both its solar capability and its retro-modern styling. The two-door coupe looks like a shoebox. However, underneath its goofy exterior lies some ingenious engineering.

BMW sponsored the project through Clemson's Deep Orange program, and the company was just as eager to see it come to fruition. Stephan Augustin, BMW's project manager for research and new technologies, said it was rewarding to watch the students "overcome so many technical challenges and constraints" throughout the build and bring an energy-positive vehicle to life.

Anshul Karn, the graduate student who served as project manager, noted how unusual that scope is at the master's level, pointing out that many engineering programs teach digital modeling or marketing as coursework, but very few hand students a vision and ask them to carry it through to a working prototype.

As for the technical aspects, the Luminetta weighs just 1,212 pounds, roughly a quarter of the weight of a comparable production car. That comes down to its multi-material chassis, which pairs structural steel for passenger safety with aluminum components, carbon fiber structural members, and 3D-printed metal joints.

The body borrows the shape of a boxfish for aerodynamic reasons. Regenerative braking, intelligent torque distribution, and optimized drivetrain controls all work in sync to squeeze as much extra range as possible from every charge. Clemson has not published horsepower or torque figures for the motor, and the university's materials emphasize efficiency over raw output.

The real star of the show is the exterior skin, which carries more than 1,700 photovoltaic cells integrated directly into the vehicle's outer surfaces, harvesting energy both parked and in motion. These cells were developed in collaboration with the Fraunhofer Institute for Solar Energy Systems ISE. Their construction allows them to continue generating power even when portions of the panel are shaded.

The students modeled sunlight and climate conditions in Greenville, South Carolina; Frankfurt, Germany; Madrid, Spain; and Mumbai, India, and found that over a 12-mile daily commute, surplus solar energy added an average of 31 miles of driving range across the four locations, roughly two and a half times the length of the commute itself.

Inside, a custom human-machine interface serves up real-time vehicle telemetry alongside Apple CarPlay and Android Auto. The 16 students behind the project graduated on August 7 with master's degrees in automotive engineering, but the car isn't disappearing. It stays at the Clemson University International Center for Automotive Research in Greenville as a platform for further work, and it is scheduled to appear at CES 2027.

Rahim Amir Noorali

MAHINDRA

2026 Mahindra Scorpio-N: 12,470 euros

Indian company Mahindra has launched the updated Scorpio-N. It is a chassis-based SUV that entered its second generation in 2022, receiving the N suffix in the designation. Now, the planned update has been carried out, after 89,375 units were sold in India in the first six months of this year.

The exterior of the Mahindra Scorpio-N remains unchanged, with the exception of the upgraded higher trim levels that feature a new design of 18-inch wheels (the standard variants come with 17-inch wheels).

However, the interior of the luxury versions has been redesigned. These modifications now have a new 12.3-inch multimedia system screen (previously an 8-inch screen), which rises above the dashboard instead of being integrated into it. This has moved the central air vents below the screen (lower-spec versions have vents located on either side of the old screen). Higher trim levels have received a full 10.25-inch virtual instrument cluster (previously analog instruments between a small 7-inch display).

Finally, the equipment list has been expanded to include a panoramic sunroof instead of the standard one and a wide-angle camera system (previously front and rear cameras). Wireless smartphone charging, dual-zone automatic climate control, separate rear air conditioning, adaptive cruise control, automatic braking and lane keeping assist have been carried over from the pre-reform version. It should be recalled that the Scorpio-N is 4,661 mm long and comes with three rows of seats, in six- or seven-seat configurations.

Technology has not been affected by the reforms. Indian buyers can choose between a 2.0-liter turbocharged mStallion TGDi (203 hp) and a 2.2-liter turbodiesel mHawk (132 or 175 hp), which are paired with a 6-speed manual or automatic transmission. The SUV comes standard with rear-wheel drive, while 4×4 drive is available as an option for versions with a more powerful diesel engine. The main trump card is the low price: the basic Mahindra Scorpio-N costs from 1,369,000 rupees, which is equivalent to 12,470 euros.

Looking at the front, both models look very similar, with a huge fascia with LED headlamps and scorpion-tail-styled LED DRLs, a long bonnet which flows into the chrome slate grille, giving it a tough and rugged appearance. The main difference you would notice is the inclusion of a 540-degree camera upfront, placed below the twin-peak Mahindra logo. 

Coming to the profile, the highlighting difference one would notice immediately is a newly designed set of dual-tone 18-inch alloy wheels, which do enhance the overall appeal of the Scorpio N facelift. Otherwise, it includes black roof rails, silver inserts on the door handles, and chrome inserts on the window line that nicely blend the tail look of an actual scorpion, along with ORVMs with turn indicators built in. 

At the rear, the facelift carries an identical design from the outgoing model, including vertically placed LED taillamps that give the Scorpio N a distinct look, a side-openable tailgate door to match the theme of a Scorpio, along with the twin-peak logo of Mahindra at the centre. At the bottom, you have the silver inserts on the rear bumper as well, which add a slight luxury quotient to it.

Mahindra has expanded the Scorpio N’s colour options to five shades as compared to the old model, which includes Everest White, Stealth Black, Deep Forest, and newly introduced Galaxy Grey and Oceanic, which adds a premium touch to it. To know which colour each variant gets, head towards the variant-wise colours explained in our story. 

Powertrain Options...Both models use the same powertrain options, with a 2-litre mStallion turbo-petrol engine and a 2.2-litre mHawk diesel engine. The Scorpio N drives like a beast, with excellent pull and performance with these engines.

Technology has not been affected by the reforms. Indian buyers can choose between a 2.0-liter turbocharged mStallion TGDi (203 hp) and a 2.2L turbodiesel mHawk (132 or 175 hp), which are paired with a 6-speed manual or automatic transmission. The SUV comes standard with rear-wheel drive, while 4×4 drive is available as an option for versions with a more powerful diesel engine. The main trump card is the low price: the basic Mahindra Scorpio-N costs from 1,369,000 rupees, which is equivalent to 12,470 euros.

After climbing inside the Scorpio N Facelift, you get to see one of the biggest upgrades to the dashboard, which is a floating infotainment system and the introduction of a panoramic sunroof, which does elevate the cabin experience as compared to the older model. 

As the dashboard layout has also been updated, the older Scorpio N had a smaller infotainment touchscreen. The facelift model brings the new large floating-style infotainment system with wireless connectivity, which is the same as that seen first in the Thar Roxx. It also gets a fully digital driver’s display, which adds premium appeal to it.

 

Overall, the cabin theme is the same as in the older model with coffee-black leatherette seat upholstery, which makes the cabin feel rugged as well as premium-oriented. 

The Scorpio N with the facelift brings a 12.3-inch infotainment touchscreen with wireless Android Auto and Apple CarPlay connectivity, a 10.25-inch digital driver’s display, which replaces the analogue MID cluster from the older model, 65W Type-C charge port at the front. If you already own the older model, these features will be the reason to get a new Scorpio N. 

Just like the older model, it continues to get a wireless phone charger with cooling, front ventilated seats, dual-zone climate control, a 6-way power-adjustable driver’s seat, and a 12-speaker Sony sound system. 

When we drove the Scorpio N, being a large SUV, sometimes you need more than the guiding hand of the reverse camera and parking sensors, which is why the facelift model now gets a new 540-degree camera system, which will help in those tricky situations around the city, as well as while off-roading. 

Other safety features, like the older model, include 6 airbags, Level-2 ADAS, which includes adaptive cruise control, automatic high beam assist, automatic emergency braking system, and more. It even has a tyre pressure monitoring system (TPMS), electronic stability control (ESC), hill hold assist, and ISOFIX child seat mounts.

 

Autonews

MERCEDES-BENZ

MB GLB 200 4MATIC: gasoline engine, auxiliary electric motor, and all-wheel drive, for €57,588

While everyone is talking about the new electric Mercedes GLB, we’ve already checked out the GLB 200 4MATIC version—featuring a gasoline engine, electric assistance, and all-wheel drive—which will undoubtedly sell much better in Spain. Forget the headlines about range and fast charging; this is a classic SUV, albeit a thoroughly modern one.

The new GLB is built on the MMA modular platform—the same one used for the CLA—and has grown by about six centimeters compared to its predecessor, reaching a length of nearly 4.73 meters. The brand decided to group the electric versions (replacing the old EQB) and this partially electrified gasoline variant under the same name; this means that, from now on, it is essential to pay close attention to the specific model name when comparing prices and performance. On paper, the GLB competes with rivals as diverse as the Audi Q5, BMW iX3, and Lexus NX—a mix of combustion, hybrid, and electric vehicles that clearly demonstrates the extent of diversification in this segment.

From the outside, the front end is the kind that catches the eye of someone relaxing at a café terrace, featuring that massive vertical grille we already know from the CLA. However, the car we tested came with the illuminated grille featuring the Mercedes-Benz chrome pattern; this is a standard feature that adds extra flair at night. Incidentally, the white paint on our test car costs an extra €383, so if you want that specific shade, it’s worth keeping that in mind.

Inside, the dashboard follows the design language of the rest of the current Mercedes lineup, with screens everywhere (actually three of them, spanning almost the entire width of the dash) and very few physical buttons. The drive mode selector is one of them, but controlling the air conditioning functions requires using the central touchscreen. The upholstery in the car we tested is a blend of synthetic leather and fabric; it feels pleasant to the touch, even if it isn't particularly luxurious. A panoramic sunroof comes standard on this version, though it is worth noting that it lacks a sunshade. It claims to filter out UVA rays—a function it performs well so far—but heat still makes its way in on scorching, sunny days, forcing the driver to turn up the air conditioning.

The triple screen gives it a modern, high-tech look, but it also seems quite over-the-top(image above)

The GLB can be ordered with either five or seven seats; the third row is a €1,522 option—an extra feature included on our test vehicle. With the two rear seats folded down, cargo capacity is 480 liters, a figure that rises to 540 liters in the five-seat configuration. However, the list of family-friendly options doesn't stop there; side airbags for the second row, for instance, cost an additional €176.

163 + 30 hp...Under the hood, the 200 4MATIC features a 1.5-liter four-cylinder engine producing 163 hp, assisted by a 30-hp electric motor integrated into the 8-speed 8G-eDCT dual-clutch transmission. This setup distributes power between the front and rear axles, generates 250 Nm of torque, and delivers 0–100 km/h acceleration in 8.5 seconds, with a top speed of 204 km/h. On paper, it looks more like a "sensible" family car than a "spicy" SUV, and on the road, it behaves exactly that way—though it still has enough power for smooth overtaking.

In city traffic, the dual-clutch transmission operates with the smoothness typical of modern Mercedes models. The electric motor provides a subtle, silent boost that improves gear-shift responsiveness—particularly noticeable when accelerating from a standstill, where this GLB responds with more vigor than one might expect from a 1.5-liter, four-cylinder engine of this size.

Regarding suspension, the test vehicle featured the standard setup rather than the optional adjustable dampers, which cost an extra €855 in the Mercedes configuration. The result is a very comfortable, well-damped ride with the controlled heft typical of the brand's SUVs, although a bit more firmness in corners would be welcome on winding roads. The steering is precise and makes for easy maneuvering in the city, aided by an 11.9-meter turning circle—a very reasonable figure for a car nearly 4.75 meters long.

On the open road, the GLB feels most at home on smooth, straight asphalt, boasting excellent sound insulation at highway speeds and a cabin where road and wind noise are barely perceptible, even above 120 km/h. It is on winding roads that the vehicle's weight becomes apparent, with some body roll during quick direction changes and handling characteristics that encourage a relaxed driving style rather than pushing the limits—understandable for a family SUV weighing nearly two tons. That said, the all-wheel-drive system is a welcome feature when exiting corners or overtaking on wet surfaces, delivering power smoothly and predictably.

Standard equipment also includes "Terrain Mode," a setting designed for slippery surfaces or dirt roads that adjusts torque distribution between the axles and softens throttle response. While it remains primarily a road-going vehicle, it is great to have this versatile option available for muddy mountain passes or snowy drives to the ski resort, without needing to get out and fit snow chains at the first sign of trouble.

The driver-assistance systems are well-calibrated, avoiding the abrupt interventions some cars exhibit when correcting the vehicle's path or braking during reverse maneuvers to avoid an obstacle. The lane-keeping assist makes gentle course corrections, and the cruise control adapts to actual traffic conditions without unnecessary braking—two features particularly appreciated on the long highway journeys for which this car seems designed.

Price...With a starting price of €57,588 (excluding options), the GLB 200 4MATIC occupies an interesting niche in its segment, offering all-wheel drive, optional seven-seat capacity, and a generous standard equipment package, all while trading away the cutting-edge feel of its electric siblings. As a family car, it fulfills its purpose masterfully, though it is advisable to keep a calculator handy when adding options like a third row of seats, rear airbags, or adjustable dampers, which can quickly push the final price close to that of a higher-spec version.

Autonews

 

AUTONEWS

Series production of the all-electric BMW i3 begins in Munich

Series production of the all-electric i3 is starting at BMW's main plant in Munich, making it the first "Neue Klasse" model to be mass-produced in Germany, the company said on Thursday.

BMW said in a statement that strong demand for the i3 had led to a "steep growth curve at the plant."

Before that, the plant, which builds the 3 Series and 4 Series models, underwent renovations for several years while production resumed.

Production board member Raymond Wittmann said the move ushered in a new era for the main plant.

"With the all-electric BMW i3, we are bringing together what belongs together: The 3 Series embodies BMW more than almost any other model - and the Munich plant represents our brand more than almost any other production location," Wittmann said in a statement.

With the start of production of the i3, production costs in Munich will be reduced by 10%, said plant boss Peter Weber.

From 2027, the company's Munich headquarters will produce only fully electric vehicles. New "Neue Klasse" models will follow, but it is not yet known which ones.

From 2027 BMW Group Plant Munich will exclusively produce fully electric vehicles. With further Neue Klasse models set to follow the BMW i3, the plant will be well-prepared to meet the challenges of electromobility over the coming decades.

The transition, however, will be driven not purely by digital tools and systems but first and foremost by people. They will continuously enhance and establish processes in day-to-day production.

“The future viability of our plant will be ensured above all by the people who drive change and innovation with enthusiasm. Together, we continue to challenge ourselves every day, harnessing digitalisation and automation and gradually making Plant Munich even more efficient – without compromising our high quality standards,” says Peter Weber, Plant Director at BMW Group Plant Munich.

Following its transformation, BMW Group Plant Munich now embodies the BMW iFACTORY vision. Implemented across technologies, this approach focuses on efficiency, sustainability and digitalisation, with site-specific solutions strengthening the global production network and ensuring the BMW Group can deliver reliably to customers around the world.

The transformation of Plant Munich has resulted in more flexible and digital operations and a facility that is now well-equipped to meet the demands of electromobility. At the same time, it will share its insights from the production launch of the Neue Klasse with other BMW Group plants across the globe.

AUTONEWS

Thinking about trading your car in for an EV? Here’s a compelling new reason to do it now

In recent months, American drivers have felt the pain of increased prices at the gas pump. There’s some evidence that may be fueling interest in greener ways of getting around. Battery electric cars, more commonly called electric vehicles or EVs, can be cheaper to own and operate than gas-powered internal combustion engine cars, and they offer considerable sustainability benefits. But just how much better for the planet are electric vehicles, really? 

As it turns out, from a carbon emissions standpoint, you’d be better off sending a brand new internal combustion engine car directly to the scrap heap in order to replace it with a battery electric car. That’s the surprising new finding from research led by the University of California, Santa Cruz, that explored the carbon footprint trade-offs of vehicle trade-ins.

Now, of course, the research team doesn’t actually recommend scrapping a car you just bought, especially amidst a nationwide cost-of-living crisis. But for drivers who are already in the process of making a decision about future transportation, the new study, published in the journal Science, makes the sustainability case for EV ownership crystal clear.

“In some ways, I think this is really a definitive study about the carbon emissions benefits of EVs, because it shows that even in such an extreme scenario, the EV is still the obvious winner,” explained UC Santa Cruz Environmental Studies Professor Elliott Campbell, lead author of the paper. “So if you’re someone who’s trying to decide whether or not to put money into keeping your gas car going, switching to an EV as soon as a financially viable opportunity comes up is absolutely the right thing to do for the environment.”

High environmental stakes...This research comes at a time when transportation has recently become the largest source of carbon emissions in the U.S. Personal vehicles, in particular, are responsible for a larger share than all other forms of transportation combined. 

Traditional cars have “internal combustion engines” that burn gasoline in order to produce the energy that turns the wheels. But when gasoline and other fossil fuels are burned, they produce large amounts of carbon emissions — exhaust gasses that build up in our atmosphere, trapping heat around our planet and causing climate change. 

Given the scale of carbon emissions from personal internal combustion engine vehicles, one of the most effective solutions to addressing climate change is helping drivers switch to battery electric cars. Battery electric cars run on stored electricity and are recharged from the local power grid, like a cellphone or a laptop. The mix of energy sources used to produce that electricity varies by location and usually involves some amount of fossil fuels. But it can also include a significant amount of renewable energy and cleaner-burning fossil fuels, like natural gas. 

Prior studies have shown ​​that manufacturing and driving battery electric vehicles produces substantially less carbon emissions than internal combustion engine vehicles. So for climate-conscious consumers, the case for choosing an electric vehicle over a gas-powered vehicle for a new purchase has long been clear. What’s trickier has been figuring out the best timing for retiring existing gas vehicles, in order to maximize the climate benefits. 

A question of timing...Campbell first developed the idea for the current study while he was working on a different project, interviewing people about their perceptions of electric vehicles.  

“This question of when to retire your current vehicle kept coming up,” he recalled. “Some people said they thought it would be most sustainable to keep driving their current car until the wheels fall off, and others were really unsure what timing was best. But it seemed to be a question on many people’s minds.”

And, surprisingly, there wasn’t existing research-based guidance.

“Personally, I’m someone who repairs and reuses just about everything,” Campbell said. “Keeping gear going makes sense in so many contexts, but not in every context. Sometimes it’s better to just make a shift to a newer, more efficient option, and it wasn’t clear yet which was the case with transitioning to an EV.”

Replacing a functional gas-powered vehicle with an EV might seem “wasteful” from a carbon emissions standpoint, because the process of manufacturing a new EV is energy intensive, resulting in carbon emissions that could have been avoided by simply keeping the current vehicle in service longer. But on the other hand, getting internal combustion engine vehicles off the road sooner, rather than later, means more mileage will ultimately be driven with fewer emissions. 

So at what point do the emission reduction benefits of driving electric outweigh the drawback of manufacturing a new vehicle? That’s what researchers set out to discover.

Comparing carbon emissions...Campbell and his coauthor, UC Santa Barbara Professor Roland Geyer, both specialize in finding answers to exactly these types of tricky sustainability questions. Campbell is an environmental engineer with a background in large-scale computer modeling of ecological impacts, while Geyer is an industrial ecologist with deep experience in systems of product manufacturing and consumption. 

Together they worked to compare several different timelines for replacing an internal combustion engine vehicle with an EV. They calculated the percent difference in emissions that would result if a gas-powered vehicle was driven for its full useful life (about 16 years), or scrapped and replaced at earlier years.

To do this, they looked at how carbon emissions for more than 400 internal combustion engine and battery electric vehicle models were affected by different vehicle efficiencies, grid electricity sources, vehicle mileages, and battery electric vehicle manufacturing emissions and battery sizes. 

Their results showed that the climate benefits were generally greatest when gas-powered vehicles were retired at year one, resulting in a 58% reduction in carbon emissions over a 16-year period. It typically took about three years for the lower emissions of driving a battery electric vehicle to offset the emissions required to produce it. Then the climate benefits added up quickly from there. 

“What it comes down to is just that gas vehicles require so much more energy to operate,” Campbell explained. “Only 20% of the energy in the gasoline that most of our cars burn actually goes toward moving the vehicle — the rest is just lost as heat. So it really puts internal combustion engines in a totally different class than EVs when it comes to efficiency, and that leads to a situation where you want to retire the gas-powered vehicle as soon as you can.”

Diving into the details...The exact benefits of retiring any particular internal combustion engine vehicle vary based on location and the specific type of vehicle. But 92% of the scenarios that researchers modeled for replacing gas-powered or hybrid electric vehicles with battery electric vehicles before the end of the vehicle’s useful lifespan achieved at least some overall reduction in carbon emissions. 

Plug-in hybrid electric vehicles are a notable exception. While standard hybrid electric vehicles use an electric motor to capture and reuse energy from the gas-powered engine each time the vehicle slows down, plug-in hybrid electric vehicles have small batteries that can be charged from the electric grid, providing some all-electric driving range. As a result, they’re efficient enough that replacing them early with battery electric models could actually result in increased emissions in some cases. Similarly, extremely low-mileage internal combustion engine vehicles — driven annually less than 7,054km for cars, 6,837km for SUVs, or 10,794km for trucks — are not worth replacing, from a carbon emissions standpoint. 

The energy mix that powers your local electricity grid also affects whether retiring a gas-powered vehicle early makes sense. In areas with power grids that are exceptionally reliant on coal or other high-polluting fossil fuels, there’s less of an emissions reduction benefit to driving electric. That makes it harder to offset the emissions cost of producing a new battery electric vehicle. 

For example, if you own a traditional hybrid electric vehicle with class-leading efficiency, you’d want to think twice about replacing it early if your local electricity grid is in the bottom 33% for efficiency among total U.S. energy generation. To find out if that’s the case, check whether your local grid has a CO2 emissions rate exceeding 970 lbs/MWh. 

For the majority of the U.S., though, there are consistent benefits to early retirement of even the most fuel-efficient gas-powered cars. And for the most common internal combustion engine vehicle models sold in the U.S., replacing your car early offers carbon emissions reduction even on the dirtiest power grids. 

Implications for policymakers...Overall, the study’s results show that helping drivers transition from internal combustion engine vehicles to battery electric vehicles as quickly as possible is crucial for fighting climate change. 

Many states, including California, have vehicle “scrap-and-replace” programs that offer financial incentives to make trading out vehicles more cost-effective. Increasing the amount of funding available through such programs could help put EV ownership within financial reach for more people. That’s especially true when those subsidies can be stacked alongside rebates for purchasing EVs. 

The paper’s findings also demonstrate the potential benefits of expanding eligibility for scrap-and-replace programs to a wider range of internal combustion engine cars, beyond just the highest-emitting vehicles. The case for a broader approach could become even stronger in the coming years. As renewable energy grows to provide a larger share of U.S. electricity generation, the carbon emissions benefits of driving an EV will grow accordingly. And development of a strong EV battery recycling industry could significantly offset the initial carbon emissions associated with producing new EVs.

The sooner we can facilitate these transitions, the better protected our communities will be from the impacts of climate change, researchers say.  

“The rate of climate change is accelerating, so the rate of climate action needs to accelerate too,” Campbell said. “If states want to put more money into programs that encourage people who are on the fence about EVs to make that leap toward a newer, cleaner, more cost efficient car to own and operate, our results show that certainly makes sense from an emissions reduction point of view.”

by: Allison Arteaga Soergel---University of California, Santa Cruz

VW

VW CEO wants Europe to immediately slap tariffs on Chinese PHEVs

After lobbying against further tariff hikes on Chinese-made electric vehicles, German automakers now appear very nervous—almost desperate—as they pressure the European Union to "immediately" raise tariffs on Chinese plug-in hybrid electric vehicles (PHEVs). The reason is that these vehicles are exempt from the additional duties—incurring only the standard 10% import tariff applied to any product entering the EU—giving them a clear advantage over battery-electric vehicles. The latter face not only the standard 10% tariff but also a specific levy (ranging from 7.8% to 35.3%) designed to offset subsidies deemed illegal by the World Trade Organization and the European Union.

Oliver Blume, CEO of the Volkswagen Group, was the first to speak out against the current situation; until recently, the VW Tiguan held the title of Germany’s best-selling PHEV and ranked second across Europe. Now, to the surprise of German automakers—all of whom rely heavily on PHEVs—the top three spots for PHEV sales in Europe during the first half of 2026 were entirely claimed by Chinese models. The BYD Seal U DM-i took the lead, followed by the BYD Atto 2 and the Jaecoo 7, relegating the Tiguan to fourth place and pushing down sales of plug-in hybrids from other VW Group brands, as well as those from BMW and Mercedes.

It is worth noting that Blume and his counterparts at BMW and Mercedes had previously urged the EU not to impose heavy tariffs on Chinese electric vehicles—such as the 102.5% rate applied in the US—yet they are now advocating for the exact opposite regarding PHEVs, pushing for higher tariffs on that segment. And time is of the essence, as every Chinese plug-in hybrid sold in Europe (or in Germany, by far the largest European market) represents a lost sale for German brands. The VW CEO further stated that "we have no time to lose."

Blume acknowledges that "tariffs applied to electric vehicles produced in China"—even those from European or North American brands—have "restored competitiveness in the sector." However, he notes that PHEVs hold a significant advantage by not being subject to the same level of levies designed to offset illegal state subsidies; this has allowed them to capture a 28.3% share of the European PHEV market in the first half of the year, according to Dataforce.

To grasp the impact of the penalties imposed on Chinese EVs, consider that in 2024, they accounted for 22% of battery-electric cars sold, whereas in the first six months of 2026, that figure dropped to 17%. This occurred despite Chinese competition strengthening in Europe, with an increasing number of brands and models. Blume points out that China—grappling with excess production capacity (capable of manufacturing nearly 50 million vehicles, while the domestic market is expected to absorb only 22 million in 2026)—relies heavily on exports to move its vehicles.

While admitting he might "import VW vehicles made in China to Europe if commercially viable," the VW CEO vowed not to allow Chinese manufacturers to use the four German plants he plans to close—a move involving the layoff of over 100,000 workers—as a way to circumvent import tariffs. Blume thus criticizes automakers like Stellantis and Ford for agreeing to cede part of their European manufacturing capacity to Chinese brands.

It is about more than just a tariff dispute...The rise of Chinese brands also reveals a significant shift in the dynamics of European electrification. For much of the last decade, Volkswagen’s strategy relied on a direct transition from internal combustion engines to battery-electric vehicles. The group focused its investments on the MEB platform, the ID. family, and new battery plants, while viewing plug-in hybrids primarily as a stopgap technology.

In recent months, however, the landscape has changed. Volkswagen itself has once again expanded its lineup of hybrid models. In addition to continuing the Golf GTE, the brand introduced a new conventional hybrid (HEV) system for the Golf and the upcoming T-Roc, while rumors suggest the next-generation hatchback will retain a hybrid version as a core part of its lineup.

At the same time, the electric vehicle offensive continues. The upcoming compact family based on the ID.2all concept—now dubbed the "ID. Polo" as it represents the electric successor to the European Polo—aims specifically to make the brand's electric vehicles more affordable.

In other words, Volkswagen is beginning to regain competitiveness in the battery-electric sector just as it discovers that its greatest challenge has shifted to the plug-in hybrid segment.

A scenario reminiscent of Brazil...In Brazil, Chinese manufacturers such as BYD, GWM, Jaecoo, and Jetour have established plug-in hybrids as a key driver of electrification growth. Models like the Song Plus, Song Pro, Haval H6, Jaecoo 7, and Jetour T2 expanded the presence of this technology well before it achieved scale in Europe.

Meanwhile, Volkswagen has also begun revising its local strategy. Beyond electric vehicles, upcoming launches planned for Brazil include various levels of electrification—with projects involving mild-hybrid (mHEV) and conventional hybrid (HEV) systems—reflecting a market that has evolved differently than anticipated just a few years ago. Going beyond a simple debate over tariffs, the rise of Chinese manufacturers demonstrates that the transition to electric mobility is likely to be more diverse than many automakers had projected, with battery-electric vehicles and hybrids coexisting for a longer period.

A “more competitive” environment...Volkswagen’s CEO argues that the adoption of tariffs on BEVs helped restore a more balanced competitive landscape between European automakers and Chinese manufacturers. Consequently, he advocates applying the same treatment to PHEVs to prevent companies from simply shifting their exports to plug-in hybrid models as a way to circumvent the restrictions imposed on pure electric vehicles.

With the tariffs on Chinese electric vehicles coming into effect, several automakers from the Asian nation have shifted their focus to exporting plug-in hybrids—a category combining a combustion engine with a rechargeable electric system that, to date, is not subject to the same surcharges.

Despite pressure from Volkswagen, the European Commission has not yet announced a formal investigation into Chinese PHEVs, as it did previously with battery electric vehicles. However, the rapid expansion of Chinese brands in this segment has drawn the attention of traditional manufacturers, who fear a repeat of the scenario seen in the BEV market.

Volkswagen is currently in crisis, having recently announced mass layoffs. This has led analysts to even speculate about the possibility of the company being sold to a Chinese automaker like BYD.

Responding to lobbying by its automakers, the EU not only imposed higher tariffs on Chinese electric vehicles (citing manufacturing emissions) but also proposed scrapping the rule—approved in 2023—that envisioned the effective phase-out of internal combustion engines. Amid the oil crisis, the approval of the new rule is no longer considered a sure thing, contrary to initial expectations during last year's wave of policy reversals.

Autonews