AUTONEWS

Beef fat can fuel your truck

JBS, a global giant in beef and beef-product production, has already logged over 500,000 kilometers with an extra-heavy-duty DAF truck powered by B100 (100% biodiesel) produced by its subsidiary, Biopower.

Last year, the company received millions in investments to modernize and expand its biodiesel production plants in Lins (São Paulo), Mafra (Santa Catarina), and Campo Verde (Mato Grosso); it projects a production capacity of 650 million liters of the biofuel by the end of 2026.

The fuel produced by Biopower uses animal by-products from JBS’s supply chain—such as beef tallow—and used cooking oil, among other organic materials, as feedstock.

The biodiesel is derived from the esterification reaction of these vegetable and animal fats; it undergoes purification and filtration before being sent to storage tanks. Today, plants like Biopower’s supply biodiesel to the fuel market, where 15% of the product is blended with petroleum diesel before reaching service stations.

500,000 km without failures...The DAF XF truck operated by JBS—fueled entirely by biodiesel—makes a daily run between the city of Lins (São Paulo,Brazil) and the Port of Santos, transporting export cargo such as frozen and chilled foods.

They haul container trailers over routes featuring steep inclines and declines; according to the company, they maintain high efficiency without engine failures or component wear, even when running on 100% biodiesel.

Because biodiesel is derived from vegetable and/or animal fats, it can exhibit certain characteristics that—if stored improperly—may damage vehicle engines. Its composition may include water and organic matter that settle at the bottom of the tank; when drawn into the truck's fuel system, these can cause premature component oxidation and sludge deposits capable of clogging hoses, valves, and diesel engine cavities.

Regarding JBS's biofuel operations, since the company produces the B100 itself, it employs storage practices that maintain biodiesel quality; consequently, the truck experienced no failures.

Generally, trucks running on B100 are specially prepared, undergoing modifications to fuel delivery software, hoses, and valves to handle the pure product. JBS reported that the DAF truck, which reached the 500,000-kilometer mark running on B100 without failure, underwent no such modifications.

"Biopoint" refueling station...According to the company, the B100-powered trucks are refueled at the first 100% biodiesel refueling station—dubbed a "biopoint" by the company—approved by the National Agency of Petroleum, Natural Gas and Biofuels (ANP), located in Lins, São Paulo.

The refueling station was installed at the JBS complex, which also houses a Biopower unit; the facility features two pumps and a fuel storage capacity of up to 46,000 liters.

Using biofuels like B100—produced by JBS from animal fat and used cooking oil—allows truck operations to avoid emitting approximately 90% of the carbon that a petroleum-diesel vehicle would release.

This is because biodiesel is a non-fossil, 100% renewable fuel made from raw materials that would otherwise be discarded but are instead repurposed through a circular process. Biodiesel offers the same performance and fuel consumption rates as standard diesel.

Beef tallow, a byproduct of meat processing, is finding a new purpose beyond the food industry. In Brazil, the material is already being used as a feedstock for biodiesel production, fueling trucks involved in freight transport operations.

One of the most advanced trials is being conducted by JBS, which has logged over 500,000 kilometers with an extra-heavy DAF truck fueled exclusively by B100—pure biodiesel. For about three years, the vehicle has been traveling the route between Lins, in the interior of São Paulo state, and the Port of Santos, hauling cargo for export. According to the company, the truck required no engine modifications and experienced no mechanical failures during this period.

The fuel is produced by Biopower, a JBS company dedicated to biodiesel production. In addition to beef tallow, the facility uses used cooking oil and other feedstocks to manufacture the biofuel. This initiative expands the possibilities for waste utilization and positions B100 as a viable alternative for specific fleets.

How tallow becomes fuel...Transforming the waste into biodiesel involves a series of industrial steps. The material must undergo treatment and quality control before being used to manufacture the fuel, which must meet specifications set by the National Agency of Petroleum, Natural Gas and Biofuels (ANP).

In conventional biodiesel production, oils and fats undergo a chemical reaction known as transesterification. During this stage, the triglycerides present in the feedstock react with an alcohol to form esters—which make up the biodiesel—and glycerin as a byproduct.

At Biopower, JBS has also invested in enzymatic esterification technology to boost process efficiency and allow for greater flexibility in the use of feedstocks. This method employs enzymes instead of chemical catalysts and can facilitate the use of various types of waste in production. 

Trucks are already using pure biodiesel...The case of the DAF truck is not an isolated experiment within the company's operations. Other vehicles in the JBS fleet have also switched to using exclusively B100 for various transport activities, including container hauling and the transport of live cattle.

The use of pure biodiesel does not yet represent a wholesale replacement of conventional diesel across the entire fleet. B100 usage depends on vehicle specifications, operational requirements, and the regulations governing this type of fueling.

The ANP (National Agency of Petroleum, Natural Gas and Biofuels) itself maintains specific rules for the voluntary use of biodiesel at concentrations higher than the mandatory blend. In July 2026, the agency began a regulatory review to align its rules with the changes introduced by the "Fuel of the Future" Law.

JBS invests in biodiesel production...The expansion of these trials coincides with Biopower increasing its industrial capacity. The company announced an investment of R$140 million to modernize the three plants it operates in Lins (São Paulo), Mafra (Santa Catarina), and Campo Verde (Mato Grosso).

Planned upgrades include the implementation of enzymatic esterification, with completion expected in 2026. The company projects production exceeding 650 million liters of biodiesel and stated that its facilities have a combined production capacity of over 900 million liters per year.

This strategy aligns with the growth of the Brazilian biodiesel market. ANP data shows that national production reached 9.8 billion liters in 2025, an increase of 8.7% compared to the previous year.

Law mandates increased biodiesel blending...The landscape is also shaped by the "Fuel of the Future" Law, enacted in 2024. This legislation established a gradual increase in the mandatory biodiesel blend for diesel fuel sold in the country. The schedule sets the blend at 15% starting in March 2025, rising to 16% in 2026, with annual increases of one percentage point until reaching 20% ​​in 2030. The legislation also allows the National Energy Policy Council (CNPE) to set higher percentages—up to 25%—provided technical feasibility is demonstrated.

However, this growth does not mean that the diesel sold at service stations will be replaced by B100. Most biodiesel remains earmarked for mandatory blending with fossil diesel. The use of the fuel in its pure form is primarily found in specific projects, fleets, and operations that meet regulatory requirements.

The experience with beef tallow thus reveals an additional opportunity for a byproduct that is already abundant in the meat production chain. Instead of being discarded or put to lower-value uses, a portion of this material can re-enter the production chain as fuel to power freight vehicles on Brazilian highways.

Side effects...The fuel's composition may include water and organic matter that settle at the bottom of the tank; when drawn into the truck's fuel system, these can accelerate component oxidation and lead to sludge deposits capable of clogging hoses, valves, and diesel engine cavities.

Regarding JBS's biofuel operations, the company—being the producer of the B100—employs storage practices that preserve biodiesel quality; consequently, the trucks experienced no malfunctions, the company reports.

Generally, trucks running on B100 are specially prepared for it, undergoing modifications to fuel delivery software, hoses, and valves to handle the pure product. JBS did not disclose whether it had made any such modifications to its trucks.

Beef fat can fuel a truck, but it doesn't go straight from the barbecue to the fuel tank. This waste product, known as beef tallow, undergoes a chemical industrial process called transesterification to be transformed into biodiesel (B100).

Major food industry companies, such as JBS through its subsidiary Biopower, are already using this biofuel in real-world operations. An extra-heavy truck in their fleet recently reached the 500,000-kilometer mark while running exclusively on B100 made from beef tallow and used cooking oil.

How does it work, and what are the benefits?

-No engine modifications: Testing showed that the truck covered this distance on demanding routes (such as the descent from the highlands to the Port of Santos) without requiring mechanical adjustments or showing abnormal component wear.

-Sustainability: Using this fuel reduces carbon emissions by up to 90% compared to traditional fossil diesel.

-Circular economy: Waste from meatpacking plants gains significant value and is transformed into clean energy for road transport.

Necessary precautions...Although performance is excellent, a driver cannot simply produce the fuel at home. Animal-fat biodiesel must comply with strict quality standards set by the National Agency of Petroleum, Natural Gas and Biofuels (ANP). If the fuel is not properly purified and stored, it can accumulate water and organic matter, creating sludge that clogs filters and hoses and damages the engine.

Autonews and MotorLand

AUDI

Audi RS5: Full test of the V6 hyper-wagon that beats physics

Preconceptions can be awfully sticky. Think ‘fast Audi’ and you might still think of understeer and numb steering, but a quick dive into the Autocar archive reveals that all the way back in 2006, we reported that “the [new RS4] even changes direction properly now”, and we’ve heaped plenty of praise on the handling of subsequent generations.

Nevertheless, Audi Sport’s engineers are still on a mission to prove they can produce super-saloons that are on the same level as products from BMW M and Mercedes-AMG as driver’s cars. At the launch of the new Audi RS5, its head of technical development, Steffen Bamberger, told us that “we wanted it to be an oversteering car”, to which end the newly hybridised RS5 has gained a very clever, very complicated rear differential that can send power this way and that.

On previous encounters, we’ve already found out that the new RS5 does indeed oversteer. Now to see what it’s like to live with and how it fares against the road test timing gear.

The headline feature of the new RS5 is the new torque-vectoring rear axle. If you thought we’d seen every possible way of distributing power between the left and right wheel at this point, think again, because Audi has come up with something new.

What it has effectively done is to harness the same powers of the planetary gearset as Toyota’s hybrid transmission but for the purposes of fun rather than economy. Planetary gearsets have the useful property that if you drive the sun gear with a small electric motor, you change the ratio of the whole system. A Toyota e-CVT uses this to create a variable ratio between the engine and the wheels. In Audi’s Dynamic Torque Control system, a 5bhp, 30lb ft electric motor fed by the high-voltage battery does much the same but to create a variable ratio between the left and the right rear wheel, so that one side can receive more torque than the other.

Whereas the BMW M3’s wide rear wheel arches only start behind the doors, the RS5’s flaring runs into them. Note also the shaped fuel filler flap. That’s a lot of bespoke parts and panels – times two for the estate. A production engineer’s nightmare, but it looks great...Illya Verpraet-Road Tester

The rest of the drivetrain is relatively conventional for a fast Audi. The twin-turbocharged 2.9L petrol V6 is largely the same as in the previous generation, although it’s now assisted by a 174bhp electric motor upstream of the automatic gearbox, which is the trusty ZF eight-speed torque converter. All other A5s have switched to a dual-clutch gearbox, but presumably it can’t handle the violence of the RS-spec engine. Power then goes to all four wheels via a Torsen centre differential. This is pre-loaded, so that the RS5 is never purely two-wheel drive. The hybrid battery lives under the boot floor and is largely the same as in a normal A5 E-Hybrid, although it has a bit more usable capacity.

The suspension is relatively standard fare, sticking with coil springs, albeit with twin-valve adaptive dampers, while the bushings are RS-specific. The steering is variable-ratio as standard. One unusual detail is that while the tyres are the same size front and rear, the rear alloy wheels are half an inch wider than the fronts to give a bit more sidewall stiffness at the rear.

A proper super-saloon needs a purposeful stance, and the new RS5 certainly has one, thanks to deeply dished wheels and remarkably involved flared arches. Some may lament that fast Audis aren’t as subtle as they once were, but the RS5 has plenty of presence.

Unlike the previous generation, it’s now available in both Avant estate and Saloon (which is actually a liftback) variants. The estate is expected to take the majority of sales, but we think there is a certain elegance to the saloon. It’s good to have the choice.

The RS5’s cabin disappoints on two counts. We already know that the base A5 has taken a big step backwards from its predecessor in terms of visual and tactile appeal, as well as usability, but it’s a shame that Audi Sport hasn’t done more to inject some quality and sense of occasion into the RS5.

We hoped Audi Sport might have added some performance flavour to the regular A5 recipe, but that hasn’t occurred. In fact, if you were to materialise into the driver’s seat of the RS5, your only clue that you weren’t in an S5 or a high-spec A5 would be the RS and Boost buttons on the steering wheel.

For 2026, Audis have ditched the touch-sensitive steering wheel controls in favour of scroll wheels. Much better, but the gloss black button panel still looks and feels a bit cheap...Matt Saunders-Road test editor

The seat itself is also the same as in the S5. It’s relatively comfortable and supportive but leaves plenty of room for a more aggressive bucket seat option, which currently doesn’t exist. We’d recommend Audi take some inspiration from its Spanish colleagues and pinch a few Sabelt seats from Cupra’s parts warehouse.

Even then, some drivers might run into the issue of the instrument cluster being partly obscured by the oddly shaped steering wheel, which some testers experienced.

Whereas the old A4 and RS4 had a class-leading interior that combined beautifully wrought switchgear with classy materials, the new car has screens and fingerprint-attracting gloss black plastic everywhere. What few physical controls remain don’t feel particularly solid and some of them don’t operate consistently either.

The infotainment, which has recently been updated with Google Android-based software, largely works well. The touchscreen responds quickly, the built-in navigation is clear and well informed of traffic conditions and there are shortcuts permanently displayed on-screen.

Even then there are frustrations. Although there is a physical drive mode button, it’s more involved than it should be to switch modes or adjust the parameters of the custom mode. The driver display also lacks configurability and doesn’t always show the most relevant information.

Rear-seat space is typical for the class, although the saloon’s sloping roofline limits head room slightly. The upside is that it has a hatchback rather than a traditional bootlid, which gives it some added versatility. That’s just as well, since the hybrid battery pushes up the boot floor to an unhelpful degree. We measured 10cm less height than in the S5, which already has a fairly high floor. A BMW M3 saloon’s boot swallows 149 litres more.

Because the RS5 is now a plug-in hybrid, when you press the start button there isn’t a flare of revs but simply a message on the screen to say that the car is ready to drive.

You can then proceed to drive your 630bhp super-saloon as a 174bhp EV if you wish. For some people, being able to keep the engine for best will add an extra dimension, because the RS5 functions well enough as an EV. It will still hit 60mph in 10.5sec and the shift paddles will adjust the level of regen. Because the motor is upstream of the transmission, it goes through the gears as you drive and you can hear the whine of the motor rise and fall, sounding a bit like a supercharger without an engine. In the standard drive modes, the engine will come in smoothly as and when it’s needed, taking into account navigation data, much like any other A5 E-Hybrid.

If you needed any more evidence of the ZF 8HP transmission’s ubiquity: not only is it used by the RS5, M5, M4, M3, M2 and Giulia Quadrifoglio, but all of those cars have the same ratios as well. Clearly, if you want to buy in a gearbox that will withstand the violence of a modern super-saloon, you have one option, and you don’t even get to specify the gearset...Illya Verpraet-Road Tester

But to drive the RS5 in electric mode does feel like denying yourself something. Switch to one of the RS modes, or to S on the gear selector, and the V6 will fire up. Contrary to what the drainpipe exhausts promise, its voice is actually fairly muted. At low revs, it’s quite gravelly and rather similar to the turbo sixes in the BMW M3 and Alfa Romeo Giulia Quadrifoglio. It feels quite free-revving, and in the higher registers it clears its throat and gains more of a V6 bellow without ever becoming truly loud or especially distinctive. Lift off at the right moment and you might even hear some pops from the exhaust.

The battery is located beneath the trunk floor, and its enhanced chemistry ensures that power output remains impressive even at low charge levels. Thermal management has been improved, making the battery less sensitive to temperature fluctuations. It powers not only the main electric motor but also supplies up to 8 kW to the motor driving the torque-vectoring unit.

This is where things get complex. The RS5 would feel compromised if the battery charge level weren't optimal; therefore, in RS Sport and RS Rear Torque (i.e., drift) modes, the charge level is maintained at 90%. Pumps, fans, and heat exchangers keep the temperature around 20°C—the ideal temperature for peak battery performance.

In Hybrid mode, the battery is constantly being recharged, though you can select a preferred state of charge (SoC) using a digital slider. There is also a Boost mode, activated via a steering wheel button, which makes the car's full power available for 10 seconds. A countdown is displayed on the instrument cluster.

With petrol and electric power joining forces, you have a monstrous 630bhp at your disposal – but also 2.4 tonnes of weight to deal with. As a result, the RS5 is clearly very fast but, much as we found with the BMW M5, outright performance is perhaps not as much of a leap forward as you might hope. The RS5 hit 60mph from rest 0.6sec quicker than the RS4 Avant of 2018, but that was tested in the damp. In fourth gear, the RS5’s 30-70mph time was only 0.2sec quicker. The mighty BMW M4 CS, 87bhp down but also 661kg lighter, out-accelerates it in all metrics.

Where you do notice the electric punch is in the accelerator response. The 2.9L V6 was never a particularly laggy engine, but the RS5 seems to delight in flinging you back in your seat when you floor the throttle, no matter which gear it’s in.

Like most of its rivals, the RS5 uses ZF’s eight-speed automatic gearbox, which manages to combine smoothness at low speeds with super-saloon-appropriate shift speeds when you put the hammer down. Most of the time it responds well enough to the paddles, but if you try to shift within 500rpm or so of the redline it will get flustered and the engine will bang into the limiter.

Under braking, you can again see the work Audi has done to make sure the 2.4 tonnes bother you as little as possible. While the old RS4 had ‘mere’ 375mm front discs and 330mm rears, the RS5 gets an upgrade to 420mm at the front and 400mm at the back. Our test car had the standard iron discs, but carbon-ceramics are an option – one that we would recommend if you plan to take your RS5 on track frequently. We recorded good stopping distances in both the dry and the wet and no notable change in retardation during our fade test. However, we noticed a puff of smoke after slowing down from 160mph in our acceleration test runs and the discs had a blue tinge afterwards, so they were clearly working hard. The RS5 has brake-by-wire technology, which produces a nicely solid pedal feel that’s very easy to modulate at all speeds.

The technology enabled by the electrification aims to elevate the handling, rather than just negate the ill effects of the added weight. Early media coverage was dominated by pictures of RS5s in clouds of their own tyre smoke. Thanks to the new rear torque-vectoring unit, it will do all of that, but the drifting capability is a bit of a red herring.

You don’t need to torture the tyres on a track to feel the effects of the torque-vectoring tech. It suffices to engage one of the RS modes, dive into a tight corner at a speed that feels like it ought to be a bit too quick and feel the nose bite and the car zip round with not a hint of understeer or even tyre squeal. It feels slightly unreal, as if there is downforce at work or the car is wearing hardcore track tyres. Neither of those things is the case. The standard Bridgestone Potenza Sports are a high-quality performance tyre but certainly not a semi-slick and, while there is the usual gamut of lift-reducing diffusers and spoiler lips, this obviously isn’t an aero car.

Audis can drift now, but nobody told the seatbelt pre-tensioners. Get the RS5 sideways and there’s a good chance you’ll get choked by the belts...Richard Lane--Deputy road test editor

When you attempt the same corner again, this time with more confidence, and add more throttle on the exit, you’re rewarded with a manageable hint of oversteer, as the differentials and electronics telepathically know where to send power. On a good road, the RS5 can be a very exciting driver’s car that doesn’t feel like anything else.

Reporter: Illya Verpraet

AGV

AGV's new helmet, set to debut in MotoGP, promises a sixfold reduction in concussion risk

MotoGP will see the debut of a new helmet at Misano, designed to enhance rider protection against one of the most dangerous types of impact in an accident. AGV has unveiled the Pista GP R3—the latest evolution of its racing helmet—which the brand's riders will begin using in MotoGP, Moto2, and Moto3 during the 2026 San Marino Grand Prix.

The key innovation is the "AGV Sphera – Powered by RLS," a system specifically developed to mitigate the consequences of oblique impacts and the rotational accelerations they can transmit to the head.

In an oblique impact, the movement of the helmet and the skull can generate rotation that is transferred to the brain. AGV focused precisely on this phenomenon while developing the new Pista GP R3, while also meeting the requirements of the new FIM FRHPhe-02 homologation standard.

The Sphera system employs an outer layer positioned over the main structure, separated from it by a matrix of hundreds of microspheres. When an oblique impact against the asphalt or another obstacle occurs, this layer is designed to detach in a controlled manner.

The goal is to dissipate some of the generated energy and limit the rotation transmitted to the head from the very early stages of the impact.

According to data provided by AGV, independent tests conducted by the Aragon Institute of Engineering Research at the University of Zaragoza demonstrated a sixfold reduction in concussion risk compared to a configuration without the Sphera with RLS system. The calculation was based on frontal and lateral impacts and utilized the BrIC metric to estimate the probability of an AIS2+ concussion.

The new helmet was not developed solely in a laboratory; MotoGP riders participated directly in testing and refining aspects such as aerodynamics, ventilation, and safety. Marco Bezzecchi particularly highlighted the new system: “The introduction of the new Sphera system with RLS technology represents a truly significant leap forward in safety. Knowing you are so well protected literally takes a weight off your shoulders.”

Luca Marini also highlighted this technology after witnessing its initial tests: “When I first took part in testing the new AGV Sphera system, I was impressed; I thought it was something magical. This technology will make a difference where it matters most: our safety as riders.”

Franco Morbidelli, for his part, considers the leap compared to the previous generation especially important: “Thanks to this new technology, we have reached levels never seen before, which is crucial for us.”

AGV also worked on aerodynamic performance. Development was carried out through wind tunnel and track testing with MotoGP riders, paying special attention to situations where the rider keeps their head turned while looking for the apex and exit of a corner.

The rear spoiler was completely redesigned to reduce lateral aerodynamic drag and achieve more neutral handling, while also aiming to reduce rider fatigue.

Ventilation has also been modified. The air intakes are now made of Grilamid, while new rear exhaust vents have been developed to facilitate the removal of hot air from the interior.

A visor up to 5 mm thick and a structure made entirely of carbon fiber...The shell of the Pista GP R3 is made entirely of carbon fiber, and AGV claims to have maintained the weight of its predecessor despite incorporating new technologies and achieving FIM FRHPhe-02 homologation.

The visor reaches a thickness of up to 5 mm and features a mechanism with increased retention force to reduce the likelihood of opening in the event of an impact.

AGV also retains one of the elements that has historically characterized the Pista GP: its wide field of view. The brand even recalls Valentino Rossi's reaction when he first tried one of the early generations: "It's like going from a TV screen to the cinema."

You won't have to wait to see it in competition. The AGV Pista GP R3(video below) will make its debut during the free practice sessions for the 2026 San Marino and Rimini Riviera Grand Prix.

From that point on, it will be used by AGV riders in MotoGP, Moto2, and Moto3, bringing a system directly to the track that was developed to address a key area of ​​current FIM focus: reducing the impact that collisions and rotational acceleration can have on riders' brains.

by: Autonews

 

MOTO GP

Marc Márquez sweeps the weekend on the Rimini Riviera

Marc Márquez faced a different rival this Sunday (13) but won again, sweeping the San Marino and Rimini Riviera GP weekend. The Ducati rider saw Marco Bezzecchi crash on the very first lap but had to overcome Jorge Martín to claim victory in front of 184,000 fans at Misano.

With the win—and Martín finishing fifth—Marc Márquez reached 274 points and took the lead in the Riders' Championship, tied with the Spanish Aprilia rider.

Marco Bezzecchi learned the lesson from the Sprint race and managed to defend his pole position against Marc Márquez this time around, while Jorge Martín surprised everyone by overtaking Fermín Aldeguer, and Pedro Acosta finished fifth, ahead of Álex Márquez.

Bezzecchi pushed hard from the start to get past Marc Márquez but paid the price for his eagerness by crashing at Turn 12; this left Marc Márquez in the lead ahead of Martín, already pulling away from a trio in which Aldeguer lost two positions to Acosta and Álex. Further back, Jack Miller crashed, and Diogo Moreira suffered the same fate shortly after.

Marc Márquez has done it again. Twenty-four hours after winning Saturday's Sprint, the reigning world champion turned the San Marino Grand Prix into a pivotal moment for the title; he recovered from an early setback to take the lead late in the race and, in doing so, drew level on points with championship leader Jorge Martín, claiming the top spot in the standings based on his superior number of victories.

The afternoon began with fireworks no one wanted to see—at least not from Aprilia's perspective. Marco Bezzecchi, starting from pole position at his home race, held a clean lead off the start before crashing out on the opening lap—a brutal, instant end to a weekend that had promised so much for the Italian in front of his home crowd. With Bezzecchi out of contention, Márquez inherited control of the race, but the job was far from over.

Martín, starting fifth on the grid, produced exactly the kind of fearless recovery ride his championship position demanded. By the seventh lap, he had worked his way to the front and was leading the Grand Prix outright, briefly putting himself in a position to extend his lead over Márquez rather than defend it. But the reigning champion refused to let the moment slip away. Márquez chased Martín over the following laps, setting personal best times along the way, and finally made a move stick at Turn 6 on lap 12, retaking the lead and never looking back.

From that point on, Márquez controlled the race, crossing the finish line comfortably ahead with a fastest lap of 1:31.069. Alex Márquez capped off a strong day for the Gresini Ducati team by finishing second, just 0.657 seconds behind his older brother, while Pedro Acosta rounded out an impressive race in third place for Red Bull KTM Factory Racing. Fermin Aldeguer secured a front-row start by finishing fourth for Gresini, while Martin—who led part of the race—dropped to fifth by the checkered flag, a painful result given how close he came to leaving with a much stronger points haul.

Diogo Moreira started from 15th place; he got off to a good start and gained four positions to move into 11th. However, the Brazilian crashed on the third lap and retired from the race early on.

Consequently, the top 10 for the San Marino and Rimini Riviera GP was as follows: Marc Márquez, Álex Márquez, Pedro Acosta, Fermín Aldeguer, Martín, Raúl Fernández, Luca Marini, Fabio Di Giannantonio, Enea Bastianini, and Fabio Quartararo.

How the MotoGP San Marino GP unfolded: Sunday brought blue skies and plenty of sunshine for the San Marino and Rimini Riviera GP. At the time of the premier class's main race, temperatures registered 27°C in the air and 40°C on the track surface, with winds of 3 km/h and 44% humidity for the Italian round.

Ai Ogura and Maverick Viñales, both injured, missed the GP. Unlike the situation in Aragón, however, Trackhouse was left without a replacement this time, leaving Raúl Fernández as the team's sole rider in the pits. Meanwhile, at Tech3, Pol Espargaró stepped in for "Top Gun" once again.

At the start, Marc Márquez tried to replicate his aggressive riding from Saturday but got away poorly and couldn't attack Bezzecchi. The Italian, for his part, finally made a good start and held the lead, while Martín also launched well and jumped up to third place. Bezzecchi’s lead, however, was short-lived. Still on the first lap, the #72 rider lost control of his bike between turns 12 and 13, ended up in the gravel, and handed the lead to Marc Márquez, who was then on track to repeat his sprint race result.

Moreira got off to a strong start on the LCR Honda and gained several positions in the opening laps, but he crashed at Turn 4 on the third lap and retired early in the race.

From that point on, the battle for victory was confined to Marc Márquez and Martín. The Aprilia rider found a good rhythm and began challenging the #93 during the first half of the race, while Morbidelli and Bagnaia retired after being involved in further crashes at Misano.

On the seventh lap, Martín decided to attack Marc Márquez and successfully overtook him at Turn 14 with a skillful maneuver. Even so, the Catalan rider didn't ease off and began chasing down the #89, while Álex Márquez also closed in on the leaders.

Álex Márquez brought Gresini into the mix and latched onto his brother, while Martín managed to pull away from the Ducatis, opening up a 0.8-second gap by the ninth lap. However, that advantage shrank over the following laps, putting all three riders in contention for the win at Misano; only 0.5 seconds separated the top three.

On the 12th of 27 laps, Marc Márquez went on the attack again and reclaimed the lead. The #93 sized up Martín, dove down the inside, and completed the pass to retake the lead of the San Marino GP.

On the 14th lap, it was Álex Márquez’s turn to overtake Martín and take second place, while Acosta emerged as a surprise contender, threatening the Aprilia rider’s hold on third place.

The KTM rider upped his pace, closed in on Martín, and completed the pass on the 16th lap. Facing a sharp drop in performance, the Aprilia rider struggled to remain competitive and score crucial championship points.

From the 19th lap onwards, the fiercest battle of the race was between Aldeguer and Martín for fourth place. This duel took on added significance due to the potential tie in the Riders' Championship standings between Marc Márquez and Martín, should the #89 rider be overtaken by the Gresini rider.

Aldeguer completed the pass on the 20th lap. The #54 rider outmaneuvered Martín to take fourth place, putting Marc Márquez at the top of the championship standings—tied with the Spanish Aprilia rider.

Marc Marquez won the 2026 San Marino MotoGP GP at Misano after his main title rival, Marco Bezzecchi, crashed on the first lap. With this result, the reigning champion took the championship lead for the first time this season.

Bezzecchi had finally managed to hold off Marc Marquez in the battle for the lead. After losing out to the Spaniard at Turn 1 in the previous three races, the Aprilia rider had managed to overtake the reigning champion. However, everything changed at the end of the first lap.

Bezzecchi crashed in the fast sequence of right-hand corners and retired from the race. This opened the door for Marquez, who proceeded to control the race on his Ducati Lenovo.

Jorge Martin tries to challenge Marquez...Aprilia still managed to get Jorge Martin into the fight for the win. On the seventh of the scheduled 27 laps, the Spaniard overtook Marc Marquez and took the lead. Shortly after, however, Alex Marquez also joined the battle.

The Gresini rider, sporting a special white livery on his bike, closed the gap to his brother's rear wheel. Marc responded immediately and retook the lead by overtaking Martin.

The battle between the Marquez brothers intensified. Alex managed to pass Martin and take second place, setting up a family one-two. He subsequently cut the gap to Marc to less than half a second.

Martin loses positions and the championship lead...While the Marquez brothers fought for the win, Martin began to lose pace. First, the Aprilia rider was overtaken by KTM's Pedro Acosta. Then, Fermin Aldeguer also passed the Spaniard.

Aldeguer's overtake had significant championship implications. By losing that position, Martin lost the lead in the world standings.

The race also saw other crashes and retirements. Diogo Moreira and Francesco Bagnaia crashed shortly after Bezzecchi. Jack Miller, Joan Mir, and Alex Rins retired in the pits.

Johann Zarco was the final rider to drop out of the race. The Frenchman crashed in the final laps and, consequently, was unable to complete the race.

MotoGP action resumes from September 18 to 20 at the Austrian GP, ​​the 15th round of the 2026 season. 

Autonews and MotorLand

 

AUTONEWS

How cellphone data can improve the travel experience at airports

Every time a traveler’s phone pings a cell tower, it leaves a tiny digital footprint.  

A new international study co-authored by a Texas A&M College of Agriculture and Life Sciences researcher shows those footprints, multiplied by millions, can help airports predict passenger surges before they happen, and cut the congestion and emissions that come with them.

The study, published in Business Strategy and the Environment, used more than 9 million anonymized mobile network signals collected around Lisbon Airport in Portugal to build a forecasting model that outperformed standard prediction methods by double-digit margins, cutting forecast errors by up to 24%.

Babak Taheri, Ph.D., professor and associate department head of graduate programs in the Arch H. Aplin III ’80 Department of Hospitality, Hotel Management and Tourism, was part of the research team, along with faculty from Molde University College in Norway and Inov Inesc in Portugal.

“Lisbon was a strong test case because it brings together many of the challenges airport managers deal with every day,” Taheri said. “It has high passenger volumes, strong seasonal peaks, a mix of domestic and international travelers, and real pressure on capacity, congestion and ground transportation.”

With global air travel expected to keep growing, researchers say anonymized mobile data could become a valuable tool for sustainable airport planning. (Sam Craft/Texas A&M AgriLife)

From data to decisions...The team tracked anonymized, aggregated signals from mobile devices across 119 grid cells covering the airport’s footprint over a full year, then fed the patterns into a forecasting model built on Prophet, a time-series tool suited to capturing seasonal swings and holiday effects. Any grid-and-time slice with fewer than 10 devices was excluded, and no individual users could be identified.

What sets the study apart is what happens after the forecast. The research team translated those projections directly into potential operational decisions. Their forecast showed how the Lisbon Airport could use the information to determine how many security lanes to open, how many staff to schedule and how much to shorten the intervals between metro trains.

Babak Taheri, Ph.D., professor and associate department head of graduate programs in the Arch H. Aplin III ’80 Department of Hospitality, Hotel Management and Tourism, with a student in department’s Digital Transformation Lab, is researching how anonymous cellphone data can help airports anticipate passenger surges, improve operations and reduce emissions. (Michael Miller/Texas A&M AgriLife)

Under the scenarios modeled, better-coordinated staffing and transit schedules could reduce ground-transport congestion and associated emissions by 14-26% during peak travel periods.

“Telling an airport manager that passenger demand may increase by a certain percentage is only partly useful,” Taheri said. “Telling them what that could mean for staffing or the number of security lanes makes the information much more actionable.”

With global air travel expected to keep growing, researchers say anonymized mobile data could become a valuable tool for sustainable airport planning--image above (Sam Craft/Texas A&M AgriLife)

The model isn’t perfect. For example, it underestimated actual passenger counts during a June 2023 spike, a gap that Taheri said underscores why forecasts should inform planning ranges rather than serve as a single guaranteed number.

“There will always be days or periods when actual demand moves outside expectations,” he said.

International passenger flows also proved harder to predict than domestic ones, likely because they’re shaped by holiday calendars, economic conditions and other factors across multiple countries.

This finding points to combining mobile data with flight schedules and weather data for sharper forecasts, Taheri said.

A model for other hubs...With global air travel projected to grow by the billions over the next two decades, the researchers argue mobile network data is an underused asset for sustainability-minded airport management.

Taheri cautioned, however, that the approach isn’t plug-and-play.

“Every airport has its own passenger mix, terminal layout, transfer traffic and seasonal patterns, so the model would need to be trained and calibrated using local data,” he said.

The staffing and security thresholds outlined in the study haven’t yet been tested in live operations.

“The current study has not yet been deployed as a live airport operating system,” Taheri said. “What we have demonstrated is that the data and forecasting can be translated into decisions airport managers recognize and act on. The logical next step is an industry pilot where we test those decisions in real time, measure what works and refine the system with airport operators.”

If validated in real-world operations, the approach could give airports a new tool to anticipate pressure points before terminals and transportation network become congested.

Cellphones improve the airport travel experience by providing anonymized location footprints and real-time connectivity that allow operators to predict crowd surges, optimize staffing, and eliminate terminal friction.According to a September 2026 international study co-authored by researchers at Texas A&M University, cell tower pings from passenger phones can reduce forecasting errors by up to 24%. This helps airports handle congestion before it bottlenecks the traveler's journey

Predictive crowd management & logistics:

-Surge forecasting: By analyzing millions of anonymized network signals, airports can anticipate passenger volume hours in advance.

-Actionable staffing: Instead of guessing traffic, managers can use data to calculate exactly how many security lanes to open.

-Transit coordination: Better-aligned bus, taxi, and train schedules can cut ground-transport congestion by 14% to 26% during peak hours

Streamlining the terminal experience:

-Digital identities: Travelers can bypass traditional checkpoints using securely stored mobile biometrics and state-issued digital IDs via platforms like Apple Wallet or Google Wallet, authorized by the TSA

-Virtual queuing: Some hubs now use cellphone location data and apps to let passengers reserve a spot in line virtually, freeing them from standing in physical queues.

-Indoor navigation: Bluetooth beacons push personalized, real-time wayfinding maps and localized store offers directly to a passenger's smartphone based on their exact terminal location

Behind-the-scenes airport operations:

-Faster aircraft turnaround: Cellular-connected systems immediately beam diagnostic data from landing aircraft to ground crews, speeding up maintenance and reducing flight delays

-High-density 5G network support: Next-generation 5G connectivity keeps passenger transactions, boarding pass scans, and real-time gate updates moving seamlessly even inside heavily crowded terminals.

Texas A&M College of Agriculture and Life Sciences researcher

AUTONEWS

A third Dacia model for the C-segment is off the table

The Dacia Bigster hit the market last year and proved to be a hit in the C-SUV segment. In fact, the Renault Group brand expects the C-segment to account for one-third of its sales by 2030, despite having only recently entered the market.

This goal was reiterated last March in a statement describing the Bigster and the upcoming Striker as a "perfectly complementary duo," featuring distinct personalities yet sharing the same DNA.

The firm began its push into Europe's biggest market (often referred to as the 'mid-sized' segment) in 2024 with the launch of the Nissan Qashqai-sized Bigster SUV, and is soon to expand its presence in the category with the closely related, estate-shaped Striker.

This move into larger cars has been a highly successful one: the Bigster ranked as Europe's best-selling C-SUV in the second half of last year and Dacia anticipates that the segment will account for a third of its sales by 2030.

However, with the firm now committed to launching four new EVs by 2030 (beginning imminently with the new Spring city car), it has scrapped plans to add a third petrol-powered C-segment model.

The Striker was originally planned to be the second of these 4.5m-long models, with the closely related third entry due to follow next year. 

But now Dacia CEO Katrin Adt has poured cold water on the prospect of new mid-sized petrol cars in the immediate future, citing EVs and smaller cars as the priority.

"We have a very successful entry with the Bigster, we see the potential for the Striker and currently we don't have any other plans,” she told Autocar when asked for an update on the next car.

Unveiled nearly six months ago, the Striker is set to launch soon—larger than the Bigster and featuring a wagon-like body style. The brand's commitment to C-segment models stops there; there are no plans to expand the lineup with a third model, an idea that had previously been under consideration.

Executive Katrin Adt told *Autocar* that she is confident in the potential of the Bigster and Striker, noting there are no plans for another model in that segment. According to Adt, the focus is on "the next-generation Sandero," while also pointing out that Dacia is not known for having an extensive model range.

Originally introduced in 2008, the Sandero is heading into its fourth generation. It is a subcompact hatchback that is expected to offer multi-energy powertrain options in the future, including fully electric versions. Meanwhile, a new Spring—developed in tandem with the Renault Twingo E-Tech—is in the works, and the Hipster, a microcar concept, was unveiled last year.

MOTO GP

Marc Márquez's masterclass at Misano

Spaniard Marc Márquez claimed victory in the San Marino Grand Prix Sprint race, demonstrating great speed and track control as he finished ahead of Italian Marco Bezzecchi. In doing so, both riders narrowed the gap to the 2026 MotoGP leader, Spaniard Jorge Martín, who finished third.

With Marc Márquez and Jorge Martín opting for the medium rear tire—unlike the soft tires chosen by the rest of the front row—the lights went out and Márquez managed to overtake Bezzecchi. Fabio Di Giannantonio slotted in behind Bezzecchi after passing Fermín Aldeguer a few corners later; Martín took advantage of this to overtake Aldeguer, who also lost a position to his compatriot Pedro Acosta.

The race settled into a rhythm with no changes in position until the third lap, when Aldeguer made contact with Acosta; Álex Márquez capitalized on the situation to overtake both and move into fifth place. This created a gap between the top four and the rest of the pack. Raúl Fernández overtook Aldeguer, who then had to defend eighth place against Luca Marini. Just behind them, Fabio Quartararo crashed while attempting to overtake Diogo Moreira, who miraculously managed to stay upright.

Marc Márquez dropped his lap time below 1:30 to set the fastest lap and build a seven-tenth lead over Bezzecchi. Bezzecchi, in turn, was pulling away from 'Diggia' and Martín, who were being dangerously closed in on by Álex Márquez—who had also managed to dip below the 1:31 mark.

Marc Márquez stabilized his lap times and extended his lead to one second by the sixth lap, while behind him, Martín snatched third place from Di Giannantonio. At the front, the trend shifted on the eighth lap as Bezzecchi cut Marc's lead by four-tenths of a second, bringing the gap down to seven-tenths.

On the following lap, he shaved another tenth off the deficit, with four laps still remaining. On the following lap, the gap shrank to just half a tenth, setting up a final three-lap dash with little more than half a second separating them. But then Marc Márquez pushed hard to set the fastest lap and open up a further one-second lead, securing the victory.

Marco Bezzecchi had to settle for second place, and Jorge Martín rounded out the podium after pulling away from Fabio Di Giannantonio and Álex Márquez; Pedro Acosta finished sixth ahead of Raúl Fernández and Fermín Aldeguer, while Luca Marini took the final point on offer.

Bezzecchi started from the front, but Márquez fought back... Despite using the soft rear tire—while Bezzecchi opted for the medium compound—Márquez got a better start. The Ducati rider took the lead entering the first corner and tried to pull away right from the opening meters.

However, Bezzecchi didn't let his rival get away. The Aprilia rider began pressuring Márquez and narrowed the gap during the race. Even so, the Spaniard responded during the decisive moments and managed to keep his pursuer at bay to secure the victory.

Márquez took the checkered flag after 13 laps, finishing 0.743 seconds ahead of Bezzecchi. Jorge Martín, the championship leader and also an Aprilia rider, rounded out the podium, 1.794 seconds behind the winner.

More details...The race began with Marc Márquez taking the lead at the first corner, leaving Marco Bezzecchi in second place, followed by Fabio Di Giannantonio and Jorge Martín. Fermín Aldeguer dropped to fifth place. A little further back, Diogo Moreira moved up to tenth place during the opening corners of the race.

Still on the first lap, Pedro Acosta moved up to fifth, overtaking Aldeguer, who then came under pressure from his Gresini teammate, Álex Márquez. In the pack behind, Francesco Bagnaia passed Pol Espargaró, taking 14th place. Álex Márquez overtook both Aldeguer and Acosta, breaking into the top five by the third lap.

Aldeguer plummeted down the order to eighth place, while Fabio Quartararo crashed his Yamaha following an incident with Moreira, who continued in the race. The Brazilian lost a position to Johann Zarco, dropping to 11th place. At the front, Di Giannantonio received a track-limits warning, while Márquez opened up a one-second gap over Bezzecchi.

On the seventh lap, Martín attacked Di Giannantonio and successfully overtook him, taking third place. In the battle for the lead, Bezzecchi once again closed the gap to Márquez to seven-tenths of a second by the ninth lap. Meanwhile, Moreira held onto 11th place.

With four laps remaining, Bezzecchi cut the gap to Márquez to half a second, while Martín lacked the pace to close in on the top two. Di Giannantonio, meanwhile, came under pressure from Álex Márquez in the fight for fourth place.

The race entered the final lap with Márquez 1.1 seconds ahead of Bezzecchi, cruising toward victory. Bezzecchi and Martín rounded out the top three, while Moreira finished 11th.

Fabio Di Giannantonio finished in P4, ahead of Álex Márquez and Pedro Acosta. Raúl Fernández took P7, while Fermín Aldeguer finished in P8.

Luca Marini secured P9, and Johann Zarco rounded out the top 10. Diogo Moreira finished in P11, 10.493 seconds behind Márquez.

Franco Morbidelli finished in P12, followed by Francesco Bagnaia. The Italian Ducati rider had a difficult race and crossed the finish line 17.763 seconds behind the winner.

Fabio Quartararo had a tough race; the Yamaha rider crashed early in the Sprint while attempting to overtake Diogo Moreira for P11.

Quartararo managed to rejoin the race but lost a lot of time due to the incident. Consequently, he finished in P21—last place—24.419 seconds behind Márquez.

Brad Binder finished P14, followed by Enea Bastianini and Pol Espargaró. Toprak Razgatlioglu finished in P17, while Jack Miller took P18. Álex Rins and Joan Mir rounded out the classification in P19 and P20

by: Autonews