AUTONEWS

The most common mistake when washing a car: Here's how scratches on the paintwork occur

Before setting off on a trip, many drivers want their car to be clean and ready, so they often opt for a quick wash to make the vehicle look neat and well-maintained. However, that's when one of the most common mistakes when washing a car is often made - and unknowingly - which can damage the paintwork with the first pass with the sponge.

The most important thing is not how long you wash the car or how expensive the products you use are, but the order of the steps, writes Autonews.

Where the problem arises...The most common mistake is directly rubbing dirt on the bodywork. Dust and fine sand then act like sandpaper and create micro-scratches on the paintwork. Insect remains and bird droppings, which are hard and sticky, are particularly problematic.

That's why the first step is always - rinsing without touching. It is necessary to remove as much dirt as possible with water before the sponge even touches the surface.

Stubborn stains should first be soaked and left for a few minutes to soften, never scrubbing them dry.

The correct way to wash a car...After pre-washing, rinse with water under pressure, from top to bottom. Only then does the contact phase come:

-use a soft sponge or microfiber glove

-always soak them well with water and car shampoo

-wash with light, straight movements, without pressure

-avoid circular movements.

The type of product you use is also important. Dishwashing detergent removes the protective layer from the paint and damages the car in the long run. Special car shampoos create a protective layer and allow dirt to slide off more easily without scratching.

Also, don't overdo it with the amount of product - too much can leave marks and attract new dirt.

Details that make a difference...Washing in direct sunlight should be avoided, because water and shampoo dry quickly and leave stains. It is ideal to wash the car in the shade or when the temperatures are lower.

The interior is cleaned in a different order: first vacuuming to remove dust and sand, then wiping with appropriate agents.

Conclusion...Small, seemingly unimportant habits have a big impact on the condition of the car. With the right sequence and a careful approach, you can preserve the paint and keep your car in good condition without any extra effort.

The most common mistake when washing a car is rubbing the dirt against the paint, which turns dust and sand particles into "liquid sandpaper," causing micro-scratches and swirl marks. According to experts, incorrect techniques are responsible for up to 90% of the paint damage observed today.

How scratches happen(below):

-Lack of pre-washing: Skipping the initial rinse allows loose dirt to be dragged by the sponge or wash mitt directly onto the clear coat.

-Use of inappropriate tools: Traditional sponges and cotton cloths have flat surfaces that trap dirt between the tool and the paint, scratching the surface with each pass.

-Single bucket method: By using only one bucket, you rinse the dirty mitt in the same shampoo water, reintroducing sand and debris to the paint on the next pass.

-Circular movements: Rubbing in circles doesn't necessarily cause more scratches, but it makes them much more visible in sunlight, creating a "spider web" effect.

-Washing in direct sunlight: The heat causes soap and water to dry too quickly, leaving chemical residues that can corrode the varnish and mineral stains that are difficult to remove.

The most common, and arguably most destructive, mistake when washing a car is using dirty cleaning tools—specifically using a single bucket or a standard household sponge. This practice, combined with skipping a pre-rinse, turns the washing process into a "sandpaper effect," dragging dirt particles across the paintwork and causing thousands of micro-scratches known as swirl marks.

How scratches occur during a wash(below):

-The single bucket method: When using only one bucket, dirt particles from your car are trapped in the wash mitt or sponge. As you continue to wash, you are essentially rubbing that collected dirt back onto the car's paint, causing scratches.

-Dirty/rough sponges: Sponges have a flat surface that traps dirt between the tool and the paint, forcing contaminants to grind into the clear coat.

-Skipping pre-wash/rinse: Going straight to scrubbing means grinding dried dirt, dust, and sand into the surface. This creates thousands of microscopic scratches that make paint look hazy.

-Circular motions: Instinctively washing in circles creates "swirls"—a spiderweb pattern of scratches highly visible in direct sunlight.

-Using household soaps: Dish soap and detergents are too harsh and strip away protective wax, leaving the paint, which is only about 2-4 microns thick, unprotected.

-Drying with rough towels: Using old bath towels or air-drying leaves mineral deposits, while dragging rough material causes friction damage.

The Secret to a Scratch-Free WashTo avoid these issues, follow the professional, safe wash routine:

-Use the two-bucket method: Use one bucket with pH-balanced car shampoo , and a second bucket with plain water to rinse the mitt before dipping it back into the soapy water.

-Use microfiber wash mitts: These lift dirt away from the paint rather than pushing it around.

-Pre-rinse thoroughly: Use a hose or pressure washer to remove as much dirt as possible before touching the car.

-Wash in straight lines: Use straight-line motions—front-to-back or top-to-bottom—rather than circles to make any potential scratches much less visible.

-Use high-quality microfiber drying towels: Gently pat the car dry or drag the towel lightly, rather than scrubbing.

Autonews

KTM

KTM 450 Rally Replica 2027: the replica of the bike that won the last Dakar Rally

The new KTM 450 Rally Replica will be available from July 2026 in a strictly limited series of just over one hundred units. This motorcycle represents the ultimate technical evolution after the brand's victory in the 2016 Dakar Rally.

At the heart of this model is its relentless 450cc SOHC fuel-injected engine, designed to withstand the most extreme conditions, supported by a six-speed gearbox with rally-specific ratios, a Brembo hydraulic clutch, and a titanium Akrapovič exhaust system that optimizes power delivery and reduces overall weight.

The chassis uses a structure of laser-cut and hand-welded steel tubes. They offer an optimal balance between longitudinal flexibility and torsional stability, something vital when navigating at high speed on uneven terrain.

In addition, it features a fully adjustable WP PRO suspension system, allowing for precise tuning for each type of terrain. Functionality is enhanced by its carbon fiber navigation tower, a powerful Brembo braking system, and a large 34.5-liter fuel capacity distributed across three independent tanks, guaranteeing the necessary range for long stages.

Aesthetically, the 2027 model brings back KTM's iconic traditional orange color, reaffirming its visual identity.

However, the crown jewel of this launch is the exclusive KTM 450 Rally Replica Luciano Benavides Factory Edition. Limited to only eight units worldwide, this version commemorates the Argentine rider's victory in the last Dakar Rally with a full Red Bull KTM paint job and official components, such as carbon fiber disc and tank protectors, a numbered plaque, and the Selle Dalla Valle racing seat.

The 450cc single-cylinder engine with electronic fuel injection and single overhead camshaft (SOHC) shares its architecture with the engine of the brand's larger-displacement SX-F model. It works in conjunction with a six-speed gearbox and Brembo hydraulic clutch with specific rally ratios. The exhaust is an Akrapovič titanium exhaust, directly contributing to the lightness of the assembly.

The chassis abandons the double cradle configuration used in KTM's enduro and motocross bikes. Instead, a hydroformed trellis arrangement is used, laser-cut and hand-welded, developed to balance longitudinal and torsional rigidity on long sand and rock stages.

The fully adjustable WP suspension, borrowed from the brand's Pro catalog, delivers 304 mm of front travel and 280 mm of rear travel. The fuel capacity, distributed in three tanks operated independently by the rider, totals 34.5 liters. A carbon fiber navigation tower houses the digital roadbook and LED lighting.

A machine built for the Dakar...The 450 Rally Replica isn't a weekend trail adventurer. It's a functional replica of the factory bike ridden by names like Luciano Benavides and Daniel Sanders in the World Rally Championship. The model has accumulated 12 victories in the last 21 editions of the Dakar Rally and 250 stage wins throughout its competitive history.

With few changes compared to the previous model, KTM is betting on the consistency of a tried-and-tested, winning package. For private riders aiming for the Rallye du Maroc, the Abu Dhabi Desert Challenge, or the Dakar itself, the 450 Rally Replica remains one of the only options available on the market built specifically for this purpose.

What truly sets this edition apart is the unparalleled VIP experience it offers: the eight owners will receive their motorcycles from the champion himself, Luciano Benavides, during the KTM Adventure Rally in Italy, and will also have access to technical assistance from the official racing team during the event.

A motorcycle born from Dakar victories...The new generation of the Rally Replica carries a heavy history. The model is a direct result of the development of the motorcycles that have achieved recent victories in the Dakar Rally, including the 2026 edition. Since 2020, the technical base of the platform has taken different riders to the top of the podium, reinforcing the brand's dominance in rally raids.

More than inspiration, it's a real transfer of technology. In this sense, KTM states that components, adjustments, and solutions come directly from the tracks to the production model.

At the heart of the machine is a 450cc single-cylinder engine with electronic fuel injection and a six-speed gearbox. It was designed to offer consistent performance in long-distance races. The assembly also features a Brembo hydraulic clutch with rally-specific ratios and an Akrapovič titanium exhaust, focused on reducing weight and maximizing efficiency.

The chassis follows the same racing philosophy, with a lightweight and resistant structure. The fully adjustable WP suspension guarantees generous travel. In other words, an essential feature for absorbing impacts at high speeds off-road.

One of the highlights is the three-tank fuel system, which together hold approximately 34.5 liters. That is, guaranteeing great autonomy for long stages, exactly as required by the Dakar Rally.

Another key element is the carbon fiber navigation tower, equipped to receive a digital roadbook and LED lighting, creating a functional cockpit geared towards navigation in extreme environments.

KTM will make clear the exclusive nature of the model: just over 100 units will be produced globally.

In addition, there will be an even rarer version, linked to the 2026 champion, Luciano Benavides. It will have only eight units and a special package, including a VIP experience with the official KTM team. In short, reinforcing the direct link between customer and competition.

Proposal: racing for the few...The KTM 450 Rally Replica 2027 is not an ordinary motorcycle — neither in its purpose nor in its availability. This is a machine practically ready for competition, designed for experienced riders or enthusiasts seeking the highest level of off-road performance.

In practice, it's the closest anyone can get to riding a real Dakar motorcycle outside of the official stages—and that says it all.

With this proposition, KTM is not only selling a cutting-edge motorcycle, but also direct access to an elite racing ecosystem, demonstrating that the term "Replica" is, in this case, a true transfer of winning technology.

Autonews

AUTONEWS

Portable detector spots GPS spoofing in real time, even on move

In a world where cell phones and cars guide us everywhere, we've come to trust global positioning as much as we trust our own senses. What happens when that trust is broken?

To protect transportation systems, a multidisciplinary team at the Department of Energy's Oak Ridge National Laboratory develops technology to expose manipulation of Global Positioning System (GPS) satellite signals that tell us where we are in space and time. It is important that these signals maintain their integrity and reliability, because GPS depends on its users to fully trust the information that it relays.

"At its core, GPS is a faith-based system," said Austin Albright, who led the team to invent the first highly sensitive, portable detector that can recognize GPS spoofing in real time, even while moving.

Spoofing sends fake signals that mimic authentic GPS transmissions but generate false information about location, time or both. For example, spoofing can make a truck delivering radioactive materials appear to be traveling to its destination when the contents are being stolen and taken elsewhere. GPS jamming, another kind of interference, overwhelms GPS receivers with noise that easily drowns out the legitimate satellite signals from space.

Developing and testing a high-performance GPS spoofing detector...Commercial products can mitigate GPS jamming, but reliable spoofing detection has remained a challenge. To close that gap, the ORNL team combined expertise in sensing, radio frequency signals, mathematics, computing, electronics and national security to create a detector that has proven to be extremely sensitive, including outperforming industry-developed systems when tested at a recent U.S. Department of Homeland Security test event.

The ORNL technology detects location, time, and data spoofing. It is effective regardless of whether the attacker is faking all satellite signals or only a few, and regardless of movement. Its most distinctive feature is the ability to distinguish spoofing, even when fake and real signals are equally strong, a functionality no other known systems possess.

"Ours is the best in the world," Albright said. "Trucking needs a solution that works without special conditions or dependence on a trusted reference source."

The ORNL technology operates independently, without a GPS receiver or knowledge of the available GPS signals. The detector uses a software-defined radio, a new method of applying mathematics directly to the radio frequencies received, and an embedded graphics processing unit to perform the math in real time. The team is now adapting the design for greater affordability.

GPS jamming and spoofing increasingly hides crime and illicit activity...In the United States, it is illegal to import, sell, or use GPS jammers, though purchasing them is not prohibited (since they should not be for sale). They are nevertheless sold online as "personal privacy protection devices," posing real-world risks that are not fully understood.

ORNL researchers began studying GPS jamming as criminal cases and independent trackers made the growing problem clear. Independent websites like GPSwise.aero track thousands of airplane jamming cases and hundreds of spoofing incidents daily. International criminal networks have adopted spoofing to steal loaded long-haul trucks, a major risk to transportation security.

In one recent, widely reported case that was not part of Albright's research, thieves spoofed GPS to hijack every shipment of a specialty tequila at the company founded by chef Guy Fieri and former Van Halen lead singer Sammy Hagar.

"Everyone uses cargo monitoring with GPS tracking, whether for your personal packages, your pizza, or nuclear materials," Albright said. "If GPS gets jammed, that delivery disappears, and you don't know where to respond, but at least you know something is wrong. Spoofing is scarier because everything still appears to move as you expect, so you think everything is safe and sound when it's not."

GPS spoofing overrides real satellite signals to trick a vehicle's positioning software into following the wrong path, or it misleads a tracking system into showing cargo in a different place from its real location. Credit: Andrew Sproles / ORNL, U.S. Dept. of Energy

Enhancing U.S. transportation security for the future...Cargo thefts can affect prices and jobs, but the greater concern is the diversion of dangerous or critical items such as handguns, pharmaceuticals, or radioactive materials from intended recipients and into the wrong hands.

Albright is raising awareness of these risks by educating transportation security organizations and helping the Institute of Electrical and Electronics Engineers develop an international standard for certifying resilience in global positioning, navigation and timing equipment. Additionally, because real-time indicators for spoofing are not available for the trucking sector, Albright is planning research to identify and characterize the baseline level of threat to the industry from GPS spoofing.

He is motivated by concern for the drivers, whose early awareness is key. "I need the driver to know something bad is happening and call someone," Albright said. "Like a carbon monoxide alarm alerts you to an invisible danger, spoofing detection is critical to alerting us to a new invisible danger."

Albright and the ORNL team will continue to detect and prevent GPS deception, enhancing transportation security across the United States.

The image illustrates the concept of GPS spoofing, a cybersecurity technique where false satellite signals are transmitted to deceive navigation systems.

How it works: Malicious devices send false signals that are stronger than the real signals from the satellites, causing the GPS receiver to believe it is in a different location.

Consequences: This can divert delivery vehicles, cause errors in logistics systems, disrupt maritime transport, and even compromise aviation safety.

Difference in Interference (Jamming): While "jamming" completely blocks the signal, spoofing is more dangerous because it is subtle and does not trigger immediate signal loss alarms.

Provided by Oak Ridge National Laboratory 

RENAULT

Dacia: the new city crossover that arrives for less than €18,000 at the end of the year in Europe

For years, the Dacia Spring managed to establish itself as the cheapest streetcar on the market. However, competition has been growing — both in product diversity and competitiveness — which is why the Romanian brand of the Renault Group decided to move forward with its electrification plan. There is even a date set for the presentation of another exclusively battery-powered model that, while not intended to replace the Spring, could very well eclipse it…

Dacia will present two new cars in 2026. The information had been known for some time, having been conveyed in various ways by representatives of the brand, but it has now been confirmed, with much more concrete launch dates, by Frank Marotte, who can be considered the Chief Operating Officer of Dacia, in his position as Vice President and Director of Sales, Marketing and Operations.

Marotte specifically mentioned the complementarity of the future model with the rest of the range, especially with the Bigster and the Jogger, the other two compact models of the brand, but stated that the launch of this model will only take place at the end of the year. "We can definitely be a key player in the C segment," said the head of Dacia, explaining that "the new model that we will present at the end of 2026, and which you will certainly discover and judge for yourselves when you see it, is a very promising complement to the Bigster and the Jogger; it will be something completely different." Frank Marotte also stated that the future model, whose name has not yet been released, but unofficial information points to a possible choice of Spacer, "will be electrified," meaning it will be equipped with the 1.8-liter hybrid engine, in addition to other mild hybrid engines from Dacia. With the launch of this model, we will specifically discover "the target customers, the car's specifications, and the product philosophy," which will be "very different from what we have done so far."

The entry price, below €18,000, will be a (big) help, as will the adoption of the Renault Twingo E-Tech Electric's technical base. We will see the new Dacia electric city car at the next Paris Motor Show in October. With crossover features, it is possible that this model is the result of an evolution of the Hipster concept, a prototype revealed last year that received a very positive reception, thanks to its lines that evoke a mini "SUV", combined with a functional interior, with creative solutions and good use of space.

It's worth remembering that the Hipster was advertised as being 3 meters long and having a 2.15 m wheelbase, as well as being 1.550 m wide and 1.535 m high. These dimensions make it 73 cm shorter than the Spring, a difference that is also reflected in the wheelbase (27 cm less). In width, the prototype is only 3 cm narrower, slightly exceeding the Spring in height (1 cm more). Now, the international press is reporting that the new city car with the Dacia emblem should have a length of around 3.8 meters, which would place it practically at the same level as the Spring (3.73 m), with the main difference between the two residing in the architecture used and the benefits that this may (eventually) bring.

By using the Renault Twingo's platform, the so-called RGEV small platform — natively designed for electric vehicles — the new city car should be more efficient than the Spring, whose technical base is the CMF-A, a platform used in models such as the Renault Kwid or the Datsun Redi-GO, which was originally designed for combustion engines and later adapted for electric propulsion. A dedicated architecture for electric vehicles is more attractive to customers, but also to the brand, which can thus strengthen its electric offering with controlled costs, taking advantage of synergies with the Twingo EV and the scale effect. In addition, there is the advantage of not having to make concessions to integrate the battery, which translates into better optimization of interior space.

More than that, by adopting the RGEV small platform, the new Dacia electric car will be able to avoid the taxes imposed on vehicles manufactured in China — to which the Spring is not immune — since production will be ensured in Europe. Specifically, at the Revoz factory in Novo Mesto, Slovenia, the same industrial unit responsible for the production of the Twingo E-Tech Electric. This is a decisive factor for Dacia to be able to maintain a competitive price and fully benefit from existing purchase incentives in various markets.

With four seats and an approach that should be more aligned with current European standards, both in terms of design and production, the future electric Dacia will feature a distinct design, with a more robust image inspired by a small crossover, strategically distancing itself from the stylistic language of its "brother" Twingo. Still, and like the latter, it should use a more rational than emotional engine, suitable for predominantly urban use. As for the battery, everything indicates that it will have a capacity close to 27 kWh, allowing for a homologated range of around 250 kilometers. If confirmed, these values ​​exceed those of the Spring, whose LFP battery has a capacity of 24.3 kWh and a homologated range of up to 225 km between charges. This launch is part of a broader electrification plan by Dacia, which foresees the introduction of up to four electric models by the end of the decade, without abandoning its positioning as an affordable brand.

by Autonews

MERCEDES-BENZ

Mercedes-Benz C 220 Estate 2003: "A refined representative of the classic family station wagon"

As we entered the 21st century, we found ourselves in a moment when the European automobile was undergoing a silent transformation, combining tradition with emerging technology. It is in this scenario that the elegant and functional Mercedes-Benz C 220 Estate emerged, a refined representative of the classic family station wagon – or ‘estate’, as Europeans prefer.

Produced by Mercedes-Benz, this version was part of the W203 generation of the C-Class, a lineage that always sought to balance comfort, build quality, and drivability. By 2003, the model was already fully established in the market, offering a sophisticated alternative for those who needed space without sacrificing prestige.

Under the hood, the C 220 generally featured a 4-cylinder turbodiesel engine – especially in the CDI configuration, quite popular in Europe. This engine stood out for its efficiency and generous torque at low revs, ideal characteristics for long journeys and family use. It wasn't a sports car, but its smooth and consistent power delivery conveyed safety and competence in any situation.

Visually, the model maintained the understated elegance typical of the German brand. The lines were clean, with well-resolved proportions between the hood, the cabin, and the long rear. The station wagon body added a touch of practicality to the whole, expanding cargo space without compromising the harmony of the design – something Mercedes-Benz has always executed masterfully.

At the rear, the spacious trunk was one of the highlights. With generous capacity and the possibility of folding down the rear seats, the C 220 Estate easily transformed to accommodate everything from travel luggage to bulky everyday items. It was the kind of car designed to accompany different phases of life, from urban routines to weekend getaways.

The interior followed the quality standards of the time: solid materials, precise assembly, and carefully planned ergonomics. The dashboard featured a classic design, with well-positioned controls and clear readability, while the comfort of the seats reinforced its suitability for long distances.

In terms of technology, the model reflected the industry's transition. Electronic driver assistance systems, such as Electronic Stability Control (ESP) and advanced ABS brakes, were already prominent, raising the level of safety. At the same time, there was still a certain mechanical simplicity compared to current vehicles, which contributes to its reputation for robustness.

Behind the wheel, the C 220 Estate offered a balanced driving experience. The suspension prioritized comfort, absorbing irregularities well, while the steering inspired confidence without requiring excessive effort. It was a car made to be driven – and driven well – for many kilometers.

In the context of the time, this model represented a rational choice with a touch of aspiration. It was not just a family vehicle, but an affirmation of good taste and appreciation for German engineering.

And here's an interesting fact: during the 2000s, the 'Estate' versions of the C-Class were especially valued in European countries like Germany and the United Kingdom, where station wagons never lost their appeal – unlike other markets, where they would eventually be gradually replaced by SUVs.

Autonews

AUTONEWS

Euro 7 norm: Owning a car will become a thing of the past for many

The new Euro 7 directive, which comes into force at the end of this year, is not just another environmental standard. It is a document that will fundamentally change the way we understand the automotive industry, the power of vehicles and, above all, the price we will pay for mobility.

While Euro 7 is being sold to us as a necessary step towards preserving the environment, a deeper analysis reveals an economic and technical scenario that could spell the end for affordable cars.

The biggest victims of the new rules will be cars from the "A" and "B" segments. Models that were until yesterday a symbol of affordability, such as the Dacia Sandero, are facing an existential crisis. According to expert estimates, the cost of adapting engines to the new norms, mandatory hybridization and the installation of sophisticated emission control systems (including particles produced by brake and tire wear) will increase the price of these vehicles by 5,000 to 6,000 euros.

This means that the "people's car" will cease to exist. Individual mobility is slowly ceasing to be a right and becoming a privilege of the rich.

Euro 7 emissions standards are standards that the European Union's regulatory body is implementing to reduce automotive pollution and increase the battery life of electric vehicles.

In December 2019, the European Commission announced the European Green Deal as its priority policy, establishing a roadmap for each industrial sector with the goal of making Europe the world's first carbon-neutral continent by 2050. As a concrete measure, the European Commission is discussing a policy package, "Fit for 55," to achieve a reduction of at least 55% in greenhouse gas emissions by 2030.

GTR21 Protocol: The Magic of Numbers...One of the most controversial parts of the new regulations is the introduction of the GTR21 homologation protocol. This protocol is designed to standardize the measurement of power in hybrid and electric vehicles, but critics warn that it is far from reality.

The measurements are carried out in strictly controlled laboratory conditions, where the maximum engine power is measured at intervals of just 2 to 10 seconds. In the real world, the driver never uses the car in this way. The result is numbers that "on paper" look environmentally friendly and technically superior, but serve solely to meet bureaucratic quotas in Brussels.

A "perfect storm" for European manufacturers...The European auto industry is in an unenviable position. While domestic manufacturers (Volkswagen, Renault, Stellantis) are forced to invest billions in technology that makes their products more expensive, the door is wide open to competition from the East.

Chinese brands, such as BYD, are entering the market with electric cars that are already cheaper from the start because they do not bear the burden of the old industrial transformation and have direct access to raw materials for batteries. The result? The European will choose between an overpriced domestic hybrid and a slightly cheaper Chinese electric car, while traditional internal combustion engines will slowly disappear from the streets due to punitive taxes.

Mobility under control...The essence of Euro 7 and GTR21 is not just cleaner air. It is an instrument of economic policy that forces accelerated electrification, regardless of whether the infrastructure is ready or whether citizens can afford it.

The question that remains after reading the new regulations is not "how clean is my car", but "will I be able to afford the next one". Euro 7 will be a turning point after which car ownership will become just a memory of some bygone era for many.

What the Euro 7 emission standards mean for brake particulate matter regulations...The specific limit values for brake emissions are 3 mg/km to 7 mg/km for passenger vehicles and 5 mg/km to 11 mg/km for light commercial vehicles. Electric vehicles are also regulated under the new standards due to the particulate matter produced from brake wear. These regulations will take effect from November 2026 for new vehicles. By November 2027, all vehicles on sale in Europe must meet the standards.

While the new brake emissions standards apply to only original equipment products, they will likely extend to Europe’s independent aftermarket through the ECE R90 certification. Aimed at prohibiting low-quality brakes in the market, the ECE R90 certification ensures replacement brake parts are safe and offer braking performance comparable to the original component.

Innovative braking technologies expand...In response, the automotive industry has begun developing new emission control technologies and advanced braking systems designed to reduce brake particulate matter and comply with Euro 7 emission standards. Companies are innovating and investing in materials research and testing to comply with the regulations.

Brembo has developed new Greentell discs and pads that reduce braking emissions by nearly 90%, making them compliant with the new norms. Showcased at Auto Shanghai 2025, the discs get a dual layer nickel-free coating applied through a laser beam technology called laser metal deposition. The process is said to increase resistance and durability of the disc. Brembo has also developed its own dust measurement test bench for the study of particulate emissions.

In November 2024, TMD Friction, a supplier of brake-friction solutions, announced an investment of €1.5 million in a new test bench to support Euro 7 emission standards compliance. The investment was aimed at reducing the time to market for new brake pads and reduce reliance on external agencies.

Nitrex, a furnace systems provider for brake manufacturers, has rolled out a technology called Smart ONC (nitrocarburizing with in-process controlled post-oxidation). It is a heat treatment process that enhances brake rotor surfaces by diffusing nitrogen and carbon into the metal. The process creates a hard oxide film that boosts corrosion resistance and wear, key factors in reducing brake dust and extending service life.

Laser technology firm Trotec Laser says the new Euro 7 emission standards not only target reduced braking emissions but also mandate continuous monitoring of brake disc conditions. The company offers laser-based wear marking on carbon-ceramic brake discs. A 100-watt picosecond laser creates precise markings without causing thermal stress to the material. 

Main Impacts of the Euro 7 Standard:

-Brake and tire emissions: Establishes strict limits for particulate emissions from brake and tire wear, affecting both combustion and electric vehicles due to their greater weight.

-Battery durability: Requires a minimum durability for electric vehicle batteries (minimum of 80% capacity up to 5 years or 100,000 km, and 72% up to 8 years or 160,000 km).

-Real-time monitoring: Introduces the use of on-board sensors to continuously monitor emissions and prevent fraud, such as the removal of particulate filters.

-Implementation timelines: The new rules for cars and light vans are expected to come into effect in November 2026 for new vehicle types, and for all new registrations in 2027.

-Alignment with the 2035 target: The standard aims to reduce air pollution in cities, aligning with the EU target of only selling zero-emission vehicles from 2035 onwards.

Autonews

AUTONEWS

Why pedestrian deaths keep rising: AI spots rare crash patterns where targeted fixes could save lives

On average, car crashes cause more than 40,000 deaths per year in the United States. Technologies like seat belts, advanced airbags, and automated braking systems have improved car driver and passenger safety, but pedestrian deaths due to crashes have actually increased by 48% over the last decade, reaching about 7,500 fatalities in 2022. Transportation researchers comb through police crash reports to identify infrastructure countermeasures that will help in the greatest number of cases. However, sometimes improving the average situation isn't enough.

"By using traditional analysis methods that focus on the average, most studies on pedestrian safety overlook crashes that are rarer but may cause disproportionately high-risk injuries," said Zeinab Bayati, a Ph.D. student in the Department of Civil and Environmental Engineering (CEE) at the University of Tennessee, Knoxville.

The most common pedestrian crashes occur during the day and at intersections, but such crashes also usually result in comparatively minor injuries. High-risk injury scenarios—those in which pedestrians are much more likely to be seriously injured or killed—are less common but still vital to consider, said Bayati's doctoral advisor, CEE Beaman Professor Asad Khattak.

"Let's say it's nighttime, there's torrential rain, and maybe the pedestrian and the person who is driving are both under the influence of alcohol," said Khattak. "Those kinds of situations result in more dangerous crashes, but they are so far outside the average that researchers might even remove them from the data set as outliers to make the general trends clearer."

Using AI methods, Bayati and Khattak have developed a novel framework that analyzes pedestrian crash data and sorts events into meaningful groups. Their research, published in the journal Accident Analysis and Prevention, reveals that safety measures aimed at the most common crashes might not save the most lives.

"We identified that the rare cases are indeed the more fatal cases," Bayati said. "That is very important. We want to see what's going on behind this pattern."

AI reveals commonalities in outliers...Bayati and Khattak used an unsupervised clustering algorithm to analyze the factors involved in more than 10,000 police-reported pedestrian crashes. Each report includes detailed information like the speed limit, lighting conditions, road surface conditions, and pedestrian position at the time of the crash.

They then directed the AI to divide the crashes into three categories relating to their distance from the core, or the cluster of "average" scenarios. While only 8% of core cases were fatal, nearly 37% of cases in the furthest edge category involved fatalities.

Analyzing the factors involved in those life-threatening "outlier" crashes reveals the types of interventions that may be most effective at saving pedestrian lives.

"You can check the history of different locations and look for trends that lead to most crashes there," Bayati explained. "We have had a lot of crashes that happened on road shoulders, so we can consider installing sidewalks, speed bumps, or crosswalks in those locations to give pedestrians the opportunity to walk in safety."

Strategic interventions save lives...Part of what makes the edge cases so dangerous—and so rare—is that they occur when many risky factors coincide. That also means it is harder to design interventions against them.

For example, installing a sidewalk along an unlit stretch of a rural roadway will only make it safer during the day. Darkness was a common factor in the highest-risk crashes Bayati and Khattak analyzed, indicating that installing lighting with a sidewalk would lead to an even greater increase in safety.

These complex and rare scenarios can also be used to improve autonomous vehicle safety by exposing failure modes unlikely to appear in routine driving data. Autonomous cars need to be able to reliably sense pedestrians on the road shoulder even in darkness, for example.

"Nighttime crashes or freeway crashes require a lot of different kinds of countermeasures that are harder to implement," said Khattak. "That might be another reason why safety improvements tend to focus on the most prevalent problems, like at urban intersections."

Bayati hopes that this study will create a better understanding of how pedestrian risk is distributed across a transportation system and result in more impactful safety interventions.

"Pedestrian safety is a very important topic. It affects everyone," she said. "I would be happy to have even a small role in creating a safer transportation system."

AI identifies rare flaws by detecting subtle deviations in large volumes of data that would go unnoticed by human experts. In critical areas such as healthcare and engineering, this technology allows for targeted corrections before problems become fatal. Methods for Identifying Rare Faults To find these "invisible" patterns, AI uses specific approaches:

Anomaly detection (Unsupervised Learning): Algorithms such as Isolation Forest isolate data points that deviate significantly from the norm without needing previous examples of failure. This is vital for detecting new or ultra-rare defects.

Transfer learning: Because data on rare flaws is scarce, models are first trained on large, common datasets and then fine-tuned to recognize the specific signals of rare conditions.

Increased synthetic data: Generative models create "fictitious but realistic" data to expand small datasets, allowing AI to learn failure patterns that rarely occur in real life.

Challenges and the "human factor"...Despite its accuracy, AI in high-risk environments requires human oversight. The opacity of some models ("black boxes") can lead to mistrust or error if the doctor or engineer does not understand the logic behind an alert. Therefore, the use of explainable AI (XAI) is essential for experts to validate machine suggestions before acting.

Provided by University of Tennessee at Knoxville